In 1952 Ettore Nassetti released the engine aid
Il Pellegrino as a successor to the AR. This engine received the type name Brunetta. As far as we knew there were two possibilities with the Pellegrino. Man could buy a complete moped with the type naam Pellegrino (Pelgrim).
But man could also buy a seperate engine and fix it under a bicycle.The engine did not fit on alle bicycles; the crankaxle had to be the type BSA. To make space for the fixing of the engine there has to be fixed an extensed axle, which fitted only in a BSA crankaxle. The engine on the photograph on the right is from 1952 but it is brand new.
The Pellegrino is a so called roller driver; the engine is pulled tot the back tyre by a pulling rod with handel. This is a skill you have to learn, but it's in city traffic a lot of work. When the engine is detached from the back tyre, you can let the engine idle. Before you use the engine,
it has to be checked. The engine did not work for more than 50 years, but it worked smooth and did not make strange noises. At the piston was some smelling oil. First the cylinder head is going to be disassembled and the cylinder will be removed to look inside if everything is still working. As the photographs show, the engine looks brand new inside. Still it is necessary to renew some parts, after all these years. The ignition condenser will always be dehydrated and not working. Sometimes it looks allright, but when the engine gets warm, it will always cause problems. So you have to renew parts.
You cannot expect very much of the rubber oilseals.
Mostly they have become hard and dried up.First you have to check if the measure is still available. You have to renew them and spread special seal fat on it. Normal fat can be too sour. It is the least thing you can do. Fortunately this engine looks good. The cilynder foot seal was still good and the ,br> head seal is not necessary, because the cilynder and cilynder head fits with eachother.As a result of this the assembly of the cilynder head is a very precisely job. You have to tighten the nuts of the cilynder head regularly.
The Pellegrino has three crank axle bearings. Two of them are at the side of the driver axle. The bearings seem to be good, so they work as they should. The ignition contact breaker is a little rusty, but usable. Another story is the crank axle of the Pellegrino. It is made of one piece. Technically it is a bit of an invention. The connection rod is shifted at one side of the crank axle. Then you assemble through a hole roles between the connection rod and the crank axle. With the placing of the last role the connection rod bearing is built. Personally I think it's a good construction. The ignition and the voltage coil are placed inside the engine. The dynamo magnets turn around them.
The old condensator a museum piece.
A piece of technic and a piece of art.
The dynamo can not produce enough power, when the resistance in the ignition coil (bobine) is too low. There will be nothing or very little left of the ignition spark. The dynamo coil of the Pellegrino itself is low resistant.
As a spark-
oil you can mix 1 to 25. In antique engines you should not use synthetic oil.
This causes damage to the bronze parts. For the Pellegrino I use standard self mixing two stroke oil, for instance Shell 2T.
The friction-
The carburator of the Pellegrino Brunetta is from the trade mark Weber, type mc 11. This is a 11 mm carburator with an open airfilter. The choke works different as usual. On choke the engine of the Weber gets extra fuel, through a large nozzle. This works good, but there is a big chance that the engine gets too much fuel and drowns.
The Nassetti Pellegrino.
The ignition timing is not changeable; only the contact
breaker has to be adjusted to 0,30 mm. Inlet and outlet
gaps are very large. According the experience I have with
these engines, this engine will produce more than 0,8hp.
This happens at 3200 rpm. The Pellegrino is a so called
long stroke engine. The cilynder diameter is 38 mm and
the stroke is 42 mm. This relation makes an easy driving
engine, also at low rpm. The dynamo magnets of this
engine were after 53 years still very powerful. The
dynamo has a power of 6v/15 Watt. For the ignition there
has to be a 6 volt bobine, which has a resistance of more
than 6 Ohm at the active side (measured passively).
