Engine Development 2009

_0015251When the car was acquired in Holland in 2006, the engine had been stripped and rebuilt. Issues with the cylinder-head became apparent within a few miles of UK road use. The problem manifested itself with the rocker cover bolts that despite correct torque setting became loose within 1 hour of driving. Several camshaft caps had helicoil damage. Further investigation revealed a worn and bent cam shaft, improper cam cap matching and a bent inlet valve. The head was rebuilt with superb inserts, better cam caps and Rally profiled cams by Fulvia expert Peter Gerrish in 2008 and all was well until a head gasket water leak last winter. This was tracked down to the gasket itself. In addition the intake valves had been touching the sides of the piston valve recesses - checking earlier photos, this was something that had begun, very faintly, with the 2006 rebuild. With better lift cams and alignment the issue was now more severe. The block featured unusual Head Compression rings which may have affected the gasket's positioning.

After a full engine strip down and with the benefit of PG's advise, SEP conducted a full bottom end rebuild. The timing chain tensioner was found to be loose and was rebushed and re-aligned. Although not essential, new bottom end bearings fitted. Cavalitto supplied a set of Race HC Pistons with deeper valve recesses to address the previous problem.

The head was re-assembled with excellent G&S valves (39mm intake, 37mm exhaust) as specified by Neale Shepherd for his Fulvia Sport/Competizione projects. These feature better materials than standard - in particular harder stem tops to reduce rocker tappet wear. New head bolts and washers held the NOS, machined to fit, Copper gasket in place.
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The legendary Peter Gerrish completed assembly and set up valve (46/76, 76/42) and static (9 deg No4) timing.

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Fulvia Racing