Hot Singles ! - Pictures

[willabee]

Yes peterse90, the Team picture above is the one I was looking for ..... thank you. However, the boats in the picture are not the ones I thought would be there. The #190 doesn't have the same cowling trim paint scheme as the #190 in the top picture at Phoenix. The #457 could be the #457 pictured at Parker, but it's sporting the low CG cowling. I also saw a picture of Renato driving this same color combo in Europe. Apparently Merc had several of the Molinari's painted this way before they switched to Seebold's.

[FUJIMO]

...i think #457 boat in middle photo, was re-numbered to the #190 boat in bottom photo. justa hunch.

[peterse90]

Black with the Blue/Yellow/Red had a big influence on the new paint job on my 19 foot Cougar tunnel...

[Mark75H]

So, if it used a BP mid and no lower pan, was it pinned at the top like a "lamp shade"? (LOL)

Yes. It continued thru the T-2, just adding the pan to the bottom

[willabee]

I thought that all T2s used blue stripe buckets? This must have been a very early prototype?

The C6, a six 'Morgan carbed 1350, was first raced in the 1970 Berlin 6 Hour. I believe this motor also featured a 'silo' type closed exhaust system and ran with no bottom pan. I recall that it ran okay for a few hours, but was nothing to get excited about. It ain't much, but the picture below is the only one I have of that motor. You can see the top rectangular carb sticking above the boat cowl. You can also see the front bridge bracket for the cowl support and one of the holding pins. The gentleman working on this motor is it's creator, Dr. Ted Morgan.

The next run for the C6 was the 1970 Havasu OWC. One motor featuring a single pipe open exhaust system was entered. That's Jim Acheson in the yellow jacket, really good dude, passed away not too long ago. He was the man that had to babysit the C6 through it's development. This boat was blown over during the race, consequently we didn't learn much about the motor. The picture clearly shows the front bridge cowl support bracket and two of the holding pins. No lower pan was used at this time. This picture is one of my personal favorites ..... that thing just looks like a racin' motor.

The next test for the C6 was the 1971 Parker 9 Hour. A couple were entered with a modified single pipe exhaust, still not running a bottom pan. These proved to be pretty fast until they broke. After the race it was decided to continue development of the 6 carber, but it was to use a closed exhaust system.

That brings us to the picture that started this conversation. It's Bob Hering at Grand Lake St. Mary's, Ohio in 1971. The motor has red decals because it is a C6 in 1971, not a TII. The race team didn't start using some TII's until late 1973. I believe they were offered for sale to the racing public in 1974. I can't tell, but I think this motor is using a bottom pan. None of the C6's raced through Parker had been tested on a boat. All had been run on a dyno and then taken to the race. After Parker, things warmed up enough in Oshkosh, Wisconsin to allow us to boat test. That was when it was discovered how easy it was to swallow a gulp of water when running without a bottom pan. A pan was developed and I think that initially it held four rubber handles that were used to secure that huge cowl. That didn't work very well.

Here is a picture of a C6 in 1972 and a 1973 TII. They show the automotive hood style pin and clip holders pretty clearly.

[WaterZebra]

The C6, a six 'Morgan carbed 1350, was first raced in the 1970 Berlin 6 Hour. I believe this motor also featured a 'silo' type closed exhaust system and ran with no bottom pan. I recall that it ran okay for a few hours, but was nothing to get excited about. It ain't much, but the picture below is the only one I have of that motor. You can see the top rectangular carb sticking above the boat cowl. You can also see the front bridge bracket for the cowl support and one of the holding pins. The gentleman working on this motor is it's creator, Dr. Ted Morgan.

The next run for the C6 was the 1970 Havasu OWC. One motor featuring a single pipe open exhaust system was entered. That's Jim Acheson in the yellow jacket, really good dude, passed away not too long ago. He was the man that had to babysit the C6 through it's development. This boat was blown over during the race, consequently we didn't learn much about the motor. The picture clearly shows the front bridge cowl support bracket and two of the holding pins. No lower pan was used at this time. This picture is one of my personal favorites ..... that thing just looks like a racin' motor.

The next test for the C6 was the 1971 Parker 9 Hour. A couple were entered with a modified single pipe exhaust, still not running a bottom pan. These proved to be pretty fast until they broke. After the race it was decided to continue development of the 6 carber, but it was to use a closed exhaust system.

That brings us to the picture that started this conversation. It's Bob Hering at Grand Lake St. Mary's, Ohio in 1971. The motor has red decals because it is a C6 in 1971, not a TII. The race team didn't start using some TII's until late 1973. I believe they were offered for sale to the racing public in 1974. I can't tell, but I think this motor is using a bottom pan. None of the C6's raced through Parker had been tested on a boat. All had been run on a dyno and then taken to the race. After Parker, things warmed up enough in Oshkosh, Wisconsin to allow us to boat test. That was when it was discovered how easy it was to swallow a gulp of water when running without a bottom pan. A pan was developed and I think that initially it held four rubber handles that were used to secure that huge cowl. That didn't work very well.

Here is a picture of a C6 in 1972 and a 1973 TII. They show the automotive hood style pin and clip holders pretty clearly.

Those C6 "lampshade" motors look ominous compared to their T2 successors. The C6 carb bodies appear to have bowls. I thought the C6 program might have have developed a "middle step" to fuel injection similar to throttle body injection (TBI)? What was Dr. Morgan's thinking behind their shape? Why did the T2 production race engines end up with a bank of Tillotsons instead? Were the reed cages common?

[FMP]

Any C6 TC carbs T1 silo cowbells pictures around?

[willabee]

Any C6 TC carbs T1 silo cowbells pictures around?

Sorry, I don't understand what it is you're looking for.

[RogerH]

"Cowbell" silo - Kenny Kitson

[Mark75H]

I was always stunned that they went with the conventional bowled TC3A over the diaphragm pumpers similar to what OMC put on the Supers. Tillotson had them refined for years as an off the shelf product and you could hardly over carb a motor with them. 10 years earlier McCulloch had 2 one inchers on their 7 cubic inch kart motors

[Mark75H]

Sorry, I don't understand what it is you're looking for.

Yeah, neither does he.

[Mark75H]

"Cowbell" silo - Kenny Kitson

Why would Kenny be driving a boat with an Austrian flag?

[FMP]

Sorry, I don't understand what it is you're looking for.

The cowbell silo motors are three carb fronts, wondering who may have built the C6 front to a standard fire order silo. I don't believe I've ever seen the C6 Tillotson front on a silo T1.
And nice Olds in the background.

The T2 Tillotson TC carbs do have unique bowls for spacing clearance vs off the shelf TC3A.

[FMP]

Yeah, neither does he.

How about you, did you ever build a C6 TC to a T1 silo?

I saw a great build of a smaller ci inline 6 , he built new bearing assemblies to separate the runners and did a fine machine job to the original front case to accept six carbs and v blocks, it was very impressive.

I have seen a C6 TC front on a six stacker. I assume he didn't use a TX2 but went the other way and also did bearing assemblies to replace the reed assemblies, possibly a little work to the standard fire crank for proper fit and made a C6 stacker.

I know of a C6 TC inline, it was assumed to be T2 but the block was older with standard order, also the leg -mid isn't T2 interesting motor though but not a silo T1. It came as a bit of a surprise to him to find it wasn't a T2 .

Funny the opinions some folks have.

Now I recall, you were tempted
https://www.screamandfly.com/showthr...hime-in/page3&

[Mark75H]

What we are ribbing you on it is the "T-1". A T-1 is specifically a silo motor with T-2 porting, unlike the red Twister with 135 porting; they aren't the same. The cowbell came before the red Twister, so it would be unlikely to find stuff that far apart screwed together like the 6 carb front 3 stack Frankenstien. No one outside of the factory would have a guess whether T-2 porting makes more power or less with stacks. My wild guess would be less.

You are making too much of the reed cage/bearing idea on a Frankenstien conversion. The case will seal the original reed cage mouth, the reeds will do the rest.


The block doesn't make the firing order, the crank and the exhaust do.