and lots of info that says it is,
the reference that states it isnt, isnt available for viewing.
Brabham BT19 - Wikipedia, the free encyclopedia
Repco's 620 series engine is a normally aspirated unit with eight cylinders in a 'V' configuration. It uses American engine blocks obtained from Oldsmobile's aluminium alloy 215 engine. Oldsmobile's 215 engine, used in the F-85 Cutlass compact car between 1961 and 1963, was abandoned by General Motors after production problems. Repco fitted their own cast iron cylinder liners into the Oldsmobile blocks, which were also stiffened with two Repco magnesium alloy castings and feature Repco-designed cylinder heads with chain-driven single overhead camshafts. The internals of the unit consist of a bespoke Laystall crankshaft, Daimler connecting rods and specially cast pistons. The cylinder head design means that the engine's exhaust pipes exit on the outer side of the block, and therefore pass through the spaceframe before tucking inside the rear suspension, a layout which complicated Tauranac's design work considerably.[17] The engine is water-cooled, with oil and water radiators mounted in the nose.
The 620 engine was light for its time, weighing around 340 lb (154 kg), compared to 500 lb (227 kg) for the Maserati V12,[18] but in 3 litre Formula One form only produced around 300 brake horsepower (220 kW) at under 8000 revolutions per minute (rpm), compared to 330–360 bhp (250–270 kW) produced by the Ferrari and Maserati V12s.[19] However, it produced high levels of torque over a wide range of engine speeds from 3500 rpm up to peak torque of 233 pound feet (316 N·m) at 6500 rpm.[20] Installed in the lightweight BT19 chassis, it was also relatively fuel efficient; on the car's debut Brabham reported that the BT19 achieved 7 miles per gallon (40 L/100 km), against figures of around 4 mpg (70 L/100 km) for its "more exotic rivals".[14] This meant that it could start a Grand Prix with only 35 gallons (160 L) of fuel on board, compared to around 55 gallons (250 L) for the Cooper T81-Maseratis.[11] The engine had one further advantage over bespoke racing engines: parts were cheap. For example, the engine blocks were available for GB£11 each and the connecting rods cost £7 each.[17]
and re studs:
Oldsmobile and Pontiac each used an all-aluminum 215 on its mid-sized cars, the Oldsmobile F-85, Cutlass and Jetfire, and Pontiac Tempest and LeMans. Pontiac used the Buick version of the 215; Oldsmobile had its own. The Oldsmobile version of this engine, although sharing the same basic architecture, had cylinder heads and angled valve covers designed by Oldsmobile engineers to look like a traditional Olds V8 and was produced on a separate assembly line. Among the differences between the Oldsmobile from the Buick versions, it was somewhat heavier, at 350 lb (160 kg). The major design differences were in the cylinder heads: Buick used a 5-bolt pattern around each cylinder where Oldsmobile used a 6-bolt pattern. The 6th bolt was added to the intake manifold side of the head, one extra bolt for each cylinder, meant to alleviate a head-warping problem on high-compression versions. This meant that Oldsmobile heads would fit on Buick blocks, but not vice versa. Changing the compression ratio on an Oldsmobile 215 required changing the heads, but on a Buick 215, only the pistons, which was less expensive and simpler. For that reason, the more common Buick version (which looks like a traditional Buick vertical valve cover 'nailhead' V8) has today also emerged as more desirable to some. But the Olds wedge-shaped/quench combustion chambers/pistons are more compatible with modern low-octane/low-lead motor fuels than the Buick 'hemisperical'-shaped combustion chambers and domed pistons. Later Rover versions of the aluminum block and subsequent Buick iron small blocks (300 with aluminum, then iron heads, 340 and 350 with iron heads) went to a 4-bolt-per-cylinder pattern.
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Swaggie
Originally Posted by Wortho
He won the Carrera pan America in it and Lancia got a 1-2-3.
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