Merc V6 History

**W2F a V-King** · 01-16-2018, 10:35 PM

rckid74, I was just re-posting the pictures so you could see them. I don't know why they didn't show up in Fuji's posts.

James

**Da Bull** · 01-19-2018, 09:38 AM

Sounds like Mr Anderson is an important figure in Merc V-6 High Performance. His name keeps coming up. Sure wish he would show up here and tell his story to.

**John Schubert** · 01-19-2018, 11:27 AM

Originally Posted by Da Bull

Sounds like Mr Anderson is an important figure in Merc V-6 High Performance. Hi name keeps coming up. Sure wish he would show up here and tell his story to.

He won’t working on the Saudi’s stuff

**Da Bull** · 01-19-2018, 12:18 PM

Damn!

**rckid74** · 01-19-2018, 06:19 PM

Originally Posted by Da Bull

Damn!

Agree!!

**John Schubert** · 01-20-2018, 12:20 PM

Originally Posted by rckid74

Agree!!

But they pay well

**lars strom** · 01-20-2018, 12:48 PM

Ron Anderson did a lot of work for Team Nordica/Renato Molinari also after he left OMC.
He also did work for a Swedish F1 driver and he was in Sweden many times.

**rckid74** · 01-27-2018, 02:52 PM

Originally Posted by lars strom

Ron Anderson did a lot of work for Team Nordica/Renato Molinari also after he left OMC.
He also did work for a Swedish F1 driver and he was in Sweden many times.

Ron really likes that toilet bowl -fuel injector setup. Looks just about like what he designed for the T3 many years ago.

**Chummy** · 01-27-2018, 06:14 PM

That earlier posted 1750xs was probably one of the first 50 test mules.. the owner said it came straight outta mercury that way. It’s a really cool piece.

**rckid74** · 02-11-2018, 11:38 AM

I did say awhile back that I’d tell you a little about the X12 project, so here we go.

It was back in 1987 and OMC had already come out with their 3.8 liter V8 rated at, I think, about 300 HP and Merc had the 2.4 liter V6 rated at 225 HP with fuel injection. I didn’t like being behind so I thought about ways we could quickly get the advantage back. Back in the ‘70s they had beaten us by just adding 2 cylinders to their V4 which gave them a large displacement advantage so I decided to just add a second V6 to our present one back to back making an X12 configuration with 4.8 liters displacement and the likelyhood of 450HP. So I talked to Bob Johnson about it and he agreed to let me try.

The idea was to take two complete V6’s -- remove their entire inlet systems including the crankcases -- make a new crankcase casting which could mount up both blocks with their complete crankshaft/rod/piston assemblies, (See the diagram) one block facing forward the other aft. This casting was 5.5” face to face. Just enough room for the two cranks to clear each other with a thin wall between the throws. There was no axial offset. Cyl 1 of one block was at the same height as cyl 1 of the other. Then the port and st’bd sides of this new casting had cavities cast in for the horizontal reed blocks and the two fuel injector assemblies on top of those. Any one reed block could feed two cylinders at the same time and since there were 6 reed blocks on either side of the casting there would be two reed blocks feeding the same two cylinders at the same time. No reduction in inlet flow capacity. Both engines fired cylinder 1 at the same time, etc, etc. This gave perfect inertial balance -- considerably better than the single engine.

Then there were two driveshafts going down to the gear case where they were geared to the propshaft such that both crankshafts turned in the same direction -- their normal direction -- and brought number 1 cylinders to TDC at the same time.. That way no changes need be made to the water pumps or ignition systems. The gear case thus became an integral part of the engine. We could not run the engine without it being hooked up to the gear case. We had two gears driving the propshaft -- like a speedmaster except I didn’t have to divide up the torque -- it was already split up -- half to each gear set. The torpedo could be nice and slim for the amount of power going thru it. --- More later.