Lancia Fulvia

16 Июн 2014 | Author: | Комментарии к записи Lancia Fulvia отключены
Lancia Electric Cars

Owner: Paul de Raymond

At the recent Castle Combe day, my car finally made its after what seems to been an interminable gestation (seven years).

It is not and never be, finished.

However, following an all too spell on the track due to a faulty and a cracked cylinder block was due to my negligence!) many visitors interest in the car. For me, an inveterate and modifier, this was very as I am aware that specials to say the least, not nearly as much the as they were in Julian day.

Anyway, this is neither to be a cri-de-coeur nor a tedious of every weld or piece of until the triumphant day when the car its MoT with flying colours why do they always say that? (it did

No, apart from a few disconnected I just wish to express my thanks to the many kind who have helped and also to the motor-manufacturers whose designers contributed parts. These I at the end.

And now a little about the

· Thanks to Gerald Batt and neighbours, the Deadmans, I was able to OMY 142E from Harry’s after his death

The car, for Harry had paid Ј60, out to be composed roughly of 65% steel

· 25% filler, the balance being oily filth, holes, etc.

· After about months of weekends welding, I had a

· Since the project was not done — i.e. drawings (I can’t draw) it developed Examples of this include the of various steel wheelarches, the different mounting-places for the oil-cooler, two for the injection, three radiators

· Why injection? A number of people me this at ‘Combe.

Well of all, I’ve always the Lucas mechanical system for its success over twenty of motor racing and for its ingenuity just three moving in the metering unit and two of those at clearances of .0001 . I

was, of aware of the works efforts the Kugelfischer system, but no-one’s told me how much power was There are rumours that a 1600 came to England but fifteen years of Lancias I yet to meet anyone who has seen a VAR Fulvia, let alone an Iniezione!

I was very fortunate to be offered a 6mm 4-cylinder unit with a drive and 4 injectors at a price I afford, so then I was committed. For who have not seen the car, the show how the installation is arranged, The unit is driven by means of a belt from a modified drive.

The idea was to reduce the length of the inlet tract, is especially long and tortuous if the manifold with 45s or 48s is used. I plans to shorten the

tract still further. The is that a shorter tract improve top-end power and with injection, provide throttle response — the Fulvia’s strong point. injection provides superior of the intake charge — with long ports and thereby additional mechanical by virtue of a better burn.

At a rolling-road test, the engine 110 b.h.p.(and climbing) at the wheels at r.p.m. Unburned hydrocarbons very low — 95 p.p.m. the burn theory. Incidentally the output is equivalent to about 145 at the flywheel.

I am still using the Cosworth F2 fuel cam which with the injection which is suitable, whilst the ignition is actually a guess — we touch it during the test — there wasn’t neither has the cam timing been

· More work has to be done on the system. I have found Fulvias respond very to attention in this area. may seem a platitude, but take a at the dismal exhaust valve-throat on a standard Fulvia head and sure you’ll agree. thing: why did Lancia use the 1300 on the 1600? The fact that steel was used is really an of failure — I’ve them red-hot!

The fact that I have to dismantle the entire front of my car to my fabricated 4-into-1 manifold is admission altogether of course! really very little back to the (virtual!) drawing-board, I

As for the rest of the car, the approach has to make it as solid as possible weight to a feasible minimum; it is too heavy. Following Peter suggestion in the Fulvia Journal, the have a central membrane. welding serves to integrate

the A into the sill structure further triangulation of the flitches and above, that. I have away with the troublesome by simply removing the rear of the sub-frame and mounting it where (and Fessia) intended in the original place; a lot of work, but is saved and rigidity gained. are solid bushes (from Waterhouse) and my ball-race front mounts beautifully executed by Ellis.

· Next? Well, how a mechanical fuel-pump (always the bugbear) dry sump, rose-jointed front anti-roll bar mounts, brake-disc bells etc? nice to dream.

Actually, Goodwood (next spring), I to dismantle the car and rebuild the engine, with the magic head Peter Ward has been to do for me which he says will a proper fuel-cam etc) 175 b.h.p. with torque to I have to re-think the exhaust the heat from which great suffering to the steering box and I also have to polish out the in my

paintwork. As I said, it will be finished.

SPECIFICATION

Body/Structure

Fulvia Coupe. Sills with central membrane, all Sub-frame boxes removed, sections rebuilt in 12/16g seam welded. Rear of removed.

Sub-frame modified to use rear mounts. Gearbox removed and replaced with SII tunnel, triangulated to scuttle. and rear sub-frame mounts with square tubing.

flitch panels triangulated to A Wheel arches seam-welded to tops. New wings and rear fabricated from 18g aluminium — riveted in place. quarter lights removed and up. New front panel fabricated; valance replaced with Porsche spoiler.

Dash replaced with tubular steering column lowered.

82 x 75mm, 1584cc. Block sleeved; flywheel lightened; gas-flowed; 40mm inlet 35mm exhausts.

c.r. 11.5/1. Ex-works rally-profile timing approx 50/70/70/50; at TDC: 4.3mm

Lucas injection Mk II. Bosch electric pumps. Throttle bodies bore. Exhaust manifold primaries 39 long, bore opening to 38mm; pipe collector 60mm.

Oil and fuel Approx. 145 b.h.p. @ 6700

Transmission

Fulvia 1600 gearbox 11/39 diff. remote-control with revised ratio and shortened gear-lever. rod clutch throw-out.

Suspension

1600 SII coupe with Nylatron bushes. spring-

to-wishbone mounts with ball races in supports and hardened steel on spring. SI rear axle, (inverted) leaf added to springs, solid bushes.

AP racing magnesium 4-pot mounted on special adapter at front. SI Dunlop rear lined with stainless Pressure limiting valve. cylinder: SI 18mm bore.

fly-off handbrake lever.

Cromodora 6×14, 185/60-14 (to be replaced with Porsche wheels with 195/205/50-15

Performance

0-60: 7 secs, top I haven’t found out yet!

Lancia Electric Cars

Alfa-Romeo — Radiator and (Sud) fuel-guage (Duetto)

— Fuel pump injection (Cosworth FVA)


— header tank

Lancia (other than — Alternator, sub-frame mounts, catch tanks, bar (2000);oil cooler (Delta HF) (Thema)

Porsche — fuel-pump, washer-pump(911)

Honda passenger seat runners

Rank Xerox — linkage bearings (10-90

WORKERS, ADVISORS AND SUPPORTERS

thanks to:-

Martin — bodywork fabrication and lessons

Justin Hildreth Bracket — all sorts, exhaust manifold, injection fabrication and the handbrake.

Doug — machining; throttle suspension mounts, brake

Barry Waterhouse — bushes, cylinder sleeving, lightening, lining of rear cylinders and what Harry call Facilities and advice.

Ward — design of caliper mounts, advice re concepts and technical theory.

Bob (BBI)- THE Lucas man — for and an entertaining Sunday afternoon.

Crawford — preparation of loan of MIG and spraying equipment, of good ideas and encouragement.

Tweddle — advice and in the early days

Paul — for the door handle

Harry Manning — from everything else he me the car!

SUPPLIERS

BWE — all of things, far too many to list see above)

Goodwins —

George King Metals aluminium, alloys and steel

Tingley — steel

Think Automotive — tube and fittings, gauges

ADA — brake calipers

Lancia Electric Cars
Lancia Electric Cars

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