The Lancia Fulvia 1,3S engine bits are back from machinist and starting to go back together.
The Fulvia’s narrow-angle V4 utilizes a cast-iron cylinder block, sandwiched between an aluminum head and crankcase. It is shown above in a cleaned, pressure-tested, and freshly machined state. Because this motor overheated, the block was resurfaced and overbored.
This a stock Fulvia crankshaft. Steel, counterbalanced, and beautifully machined.
Here is a photo of the crankshaft, nose pulley, and flywheel in the machinist’s dynamic balancer.
We found a set of NOS Lancia cast pistons for this rebuild. Before installation, the entire set is balanced for weight and each piston is matched to a cylinder bore.
Here are the connecting rods.
Lancia designed their connecting rods with additional weight on the big and small ends. These steel pads are designed to be ground down in order to balance each to rod one another.
Pistons and rods wait to be assembled while I set the piston ring end gap.
The camshafts, rockers, and rocker shafts were worn beyond spec in this engine. So we had to source new rockers and rocker shafts from Italy. We had intended to refurbish the camshafts here in the States. However, the cam grinder we contracted to do the work had a tremendous backlog and was unable to repair the camshafts. A big thanks goes out to fellow Lancista, Paul Vanderberg and his shop Vere Lancia in the Netherlands – they ended up sending us a pair of new camshafts on short notice.
Heads on. The oil pump is on. The timing case is assembled. Here we are dialing in the camshafts. The factory marks should only be used as a reference point, and the cam timing should always be set with a degree wheel and dial indicators to measure valve lift and piston location.
To be continued…