The British Anzani company with its adopting loop scavenging technology in 2 stroke engines especially the competition outboards triggered a world wide change as a result of their success on those 1950s period race courses especially in the hands of Bill Tenney an engineer and boatracer who imported them to the USA to do so remarkably with them and their adoption as a techology standard that changed the world of two stroke techologies so profoundly the rest of the world changed with it. That is a remarkable statement for what was and is a remarkable engine brand. The result was more and different loop scavenged engines turning up on racecourses to compete against Anzani and to compete amongst themselves. This thread is dedicated to those "other engines" not Anzani that Anzani caused to come into being with the same technology Anzani brought to the two stroke world that so profoundly changed it forever.
One of those new loop engines brands was the Quincy Welding Special (USA) - "Quincy Flathead" racing outboards in 2 (class A & B Alky),4 (classes C,D & F Alky) and 6 cylinder (classes F and X) in-line configuration engines. Enjoy the lead off picture of these new to the period competitor engines starting with a picture of what could be an A or B Flathead as they looked the same outside but had bigger bores and pistons inside making them either 250cc class A or or 350cc class B Alky engines.
And the Quincy Flathead engines just kept getting bigger as time and racing went on! Enjoy the picture.
Another engine brand adopting loop scavenging for racing and family class of outboard engines as well so early in the 1960s as a result of Anzanis success was the Swedish "Crescent" to later become the "Volvo Penta" 500cc racing engines in both Alky and Stock gas classes. It set records world wide in classes like class C Alky and then Super C - C Stock gas in the 1960s and later in the 70s with other engines it competed with.
The following engine is the British Anzani's first cousin, the American built by Birmingham Racing Products the (HRP) "Harrison" racing engine seen here undergoing restoration. As Anzani was winding up production in the UK as parts ran down in the USA, Kay Harrison at HRP was busy making replacement and interchangeable aftermarket parts for Anzanis. Eventually as major components for Anzanis ran down HRP produced its own engines using what left over parts there were Anzani until HRP became its own 100% Harrison A and B class Alky engines. Each Harrison was hand crafted and would be different from the next one until no more Harrison parts were available and Harrison ceased production but was continually involved in outboard racing well into the future our recent times just past. Harrisons were never very plentiful but at what ratio seemed like for every dozen Anzanis there was 1 to 2 Harrisons. Harrisons came in 1, 2 & 3 carb configurations and used the same style of crescent shaped open pipes so the engine could be easily confused with Anzani. In fact you could bolt up a class A Harrison block, head and pistons on to an Anzani crankcase, crankshaft assy, midsection and lower unit and you could use Anzani cast iron block, head and pistons on a Harrison crankcase assembly on downward was well. Cousins definitely!
Enjoy the picture. There will be others showing the evolution going one between the two cousins.
A rotary valve 3 Holer engine built in 1965 known as the McCulloch (ScotatWater & Scott McCulloch later becomes Chrysler) for class F Alky hydro for North American racing made its appearance but were not a plentiful engine that did not live up to performance expectations but came close.
Enjoy the picture.
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The following is the classic German Konig 4 cylinder loop engine that spanned from the very small to the very large from classes A through F Alky in world class racing. Dieter Konig originally designed the conventional deflector Alky engines but soon afterward realized that to win at their racing you had to adopt their technologies which they did which many more would also follow.
Enjoy the picture of a Konig VC - 500cc 4 cylinder (30 cubic inch) methanol burning racing engine.
Introducing the Quincy (Welding) "Flathead" 4 cylinder loop scavenged racing engine. Each 4 cylinder engine though looking the same had different bore sizes though the stroke and internals were the same across 3 classes of of engines. The engine bore size dependant would run class C at 30 bubic inches (500cc), class D at 40 cubic inches (700cc) or class F from 44 to 46 cubic inches (750cc to 850cc). Horsepower in these methanol burning engines varied from about 100 horsepower in the class C, to 130 horsepower in the class D to 140-150 horsepower in the class F amd there still was three more models of in line 6 cylinder engines, real monsters that came in at 60, 66 to 99 cubic inches! But we will leave them for other posts later.
Oh nutz! Here is an opening primer on the Quincy Flathead 6 cylinder 60 cubic inch engine whose horsepower was 150+ at some 9,000rpm. These engines sported anywhere from 3 to nine carburettors abd the engine has the distinction of being the only Quincy class F engine that has never been wound out at full throttle to find out how fast it would really go. Its nearest competitor at the time was the Quincy Flathead 4 cylinder 44 to 46 cubic inch engine would compete with the 6 cylinder version where the 4 cylinder would out accellerate it down the straightways only for the 6 cylinder to catch it just before the next turn where they would find themselves dueling for the positions to come out for the next straight to drag race down again until they hit the next turn again. In so many cases it was a tossup and in all cases finishes were unpredicatable.
The picture is Wayne Wallgraves experimental class F "tunnel hydro" circa 1981 sporting on of his typical Quincy Flathead class F sixes. His racing number in the Minnesota USA was always G-71. Enjoy the picture.
As most of my 'petrol sniffing' has been around 4 strokes up 'till recently, could you post something to clarify the diference between loop scavenging as used by Anzani and crossflow scavenging ie Mercury, I can understand how the Merc engine works having been intimate with the inner workings of a few now, but have never had an Anzani engine apart to appreciate the real differences...so when you can, a piece on the basic differences re the scavenging/porting would be interesting, I guess there are a few of us over here who know the words but are not to clear on what they really mean...enjoying the posts thanks :thanks:
John, can you also explain the term 'deflector' when used in this context. Thank you for all your input, never having been into the racing scene it's a real eye opener. I don't think these types of engines were seen here in the UK but I may well stand to be corrected here. Others will advise I hope. Great posts. :thanks:
Mercs are like women, no 2 are exactly alike. That's what testing is about. In general it is safer to test motors and props than women!
I absolutely will post a series of articles to explain and illustrate the difference between the "old" crossflow-deflector (Mercury, OMC etc.) technology versus the "newer" loop scavenging technology that motivated an entire world wide two stroke industry to for a while overlap with the two and then change completely to "loop scavenging" with British Anzani leading that charge and that absolutely huge change. The copycat effort by other engine developers and buidlers that happened around the world after Anzani introduced it in the 1950s where Bill Tenney demonstrated just how powerful the Anzani technology in the USA's racing scene was with speeds just never seen before coming from such small loop engines it shattered conventional wisdom how two strokes operate. It all really started here in the United Kingdom with British Anzani which is something really big Great Britan should be nationally proud of in what became a huge multi-billion pound & dollar industry few realize and fewer still know the history of. I will help to fill it all in.
