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News: Meetameeta21 Oxfordshire 27th-29th August
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Author Topic: Beta Spider 2000 engine rebuild/refurb  (Read 16990 times)
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mangocrazy
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« Reply #120 on: June 27, 2021, 12:44:54 PM »

Hi Eric,

Many thanks for that, much appreciated. There are no less than 3 genuine top-mounted Weber linkages, one with a single cable, two with twin cables; LP1000, LP2000 and LP2500 respectively. As far as I can make out the LP1000 and LP2000 cables enter from the LH side of the car when viewed from the front, and the LP2500 cables enter from the RH side of the car (which may be better suited to a LHD car). Having said that, the quality of the castings and machining on the LP2500 linkage is superb. Here are equivalent photos for the LP1000, LP2000 and LP2500. Which one did you use, Eric? (Assuming it was actually one of these).

Graham



* Weber_LP1000_linkage_001.JPG (100.84 KB, 1154x821 - viewed 162 times.)

* Weber_LP2000_linkage_001.JPG (104.12 KB, 1165x951 - viewed 155 times.)

* Weber_LP2500_linkage_002.JPG (111.78 KB, 1146x825 - viewed 154 times.)
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1980 Lancia Beta Spider 2000 (S2FL)
2002 VW Transporter T4
2017 KTM Duke 690R
2008 Aprilia SL1000 Falco
1992 Ducati 888 SP3
1988 Honda VFR750F
1980 Yamaha RD350LC
mangocrazy
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« Reply #121 on: July 02, 2021, 05:06:16 PM »

More small steps today. I hunted down some manifold studs of the required size from WDS Components (https://www.wdscomponents.com/en-gb/metric-steel-studs-wds-405/c-424/p-394/v-4754, in M8 x 1.25 and an overall length of 50mm. I fitted these earlier and effectively made them a permanent fixture with green (strong) Loctite. Prior to that I'd established that there was sufficient clearance when the carbs were mounted using the Misab plates between the end of the stud and the carb body. There was - about 2 mm. It was a real juggling act in terms of getting the studs long enough to allow fitment of the two cup washers, rubber sleeve and nyloc nut and not so long that the end of the stud fouled the carb body.

Prior to that I'd done the final fit of the GC manifold to the head using wave washers and Aerotight nuts, and tightening the nuts up as much and as evenly as I could manage. Final tightening will be at the next visit, as I need to dig out my stubby ring/OE spanners and also grind a sacrificial ring spanner sufficiently to allow me to get the spanner head over the nut (clearance to manifold is VERY tight). My collection of 'special tools' is expanding...
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1980 Lancia Beta Spider 2000 (S2FL)
2002 VW Transporter T4
2017 KTM Duke 690R
2008 Aprilia SL1000 Falco
1992 Ducati 888 SP3
1988 Honda VFR750F
1980 Yamaha RD350LC
WestonE
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« Reply #122 on: July 02, 2021, 05:37:26 PM »

Hi Graham

The second one with one cable, but I should have used the first one with an adapted cable.

Eric 
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mangocrazy
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« Reply #123 on: July 02, 2021, 08:21:18 PM »

Thanks Eric, I'd pretty much decided on the first one. Two operating cables is just another opportunity for something to go out of balance. The only way I've seen it used successfully is on many bike throttle cables where there is a 'push me pull you' opening and closing cable.

Thanks for the confirmation.
« Last Edit: July 02, 2021, 08:26:39 PM by mangocrazy » Logged

1980 Lancia Beta Spider 2000 (S2FL)
2002 VW Transporter T4
2017 KTM Duke 690R
2008 Aprilia SL1000 Falco
1992 Ducati 888 SP3
1988 Honda VFR750F
1980 Yamaha RD350LC
mangocrazy
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« Reply #124 on: July 13, 2021, 09:26:33 PM »

The LP1000 linkage has been purchased and delivered, but is still currently sitting in its box. My focus has currently turned to the dipstick tube, as that is in the area I'm working on, and needs resolution before I go much further. I was hopeful that the OE dipstick tube could be made to fit between the inlet manifold ports for cylinders 1 and 2, but after removing the locating bracket it appears that it still doesn't, and a new dipstick tube will need to be fabricated. Bugger.

So some 10mm mild steel tube has been ordered and my Rothenberger tube bending tool has been retrieved from the depths of my plumbing tool kit. This is all going to be a case of bend the tube - trial fit - bend the tube some more - trial fit - get it something like - fabricate a bracket - trial fit - attach bracket to tube temporarily - trial fit etc. etc
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1980 Lancia Beta Spider 2000 (S2FL)
2002 VW Transporter T4
2017 KTM Duke 690R
2008 Aprilia SL1000 Falco
1992 Ducati 888 SP3
1988 Honda VFR750F
1980 Yamaha RD350LC
mangocrazy
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« Reply #125 on: September 02, 2021, 09:29:17 PM »

It's taken me this long to get the replacement dipstick tube bent to shape (several iterations were required before I was happy), fabricated the top section where the rubber part  of the dipstick sits, got all the bits welded up and got the part electroless nickel plated. It just squeezes into the tube in the block as it passes inside the inlet manifold, and the top section is only a fraction of a millimetre away from the manifold. I'll probably wrap that section in rubber or foam, Ithink. But it fits and it moves the dipstick holder away from the no-mans-land near the distributor and frees up a tiny bit of space in front of the dizzy. I've yet to figure out how to clamp it in place, but I'm working on ideas.

Here are the obligatory pictures. First is a comparison between new and old dipstick holders. The OE part has had its mounting bracket removed. Then there is a front on view of the part in place, then views from three-quarter and looking straight down.



* DSC_5666.JPG (178.66 KB, 501x996 - viewed 70 times.)

* DSC_5668.JPG (312.3 KB, 649x1101 - viewed 68 times.)

* DSC_5670.JPG (297.89 KB, 968x756 - viewed 68 times.)

* DSC_5673.JPG (240.49 KB, 982x725 - viewed 70 times.)
« Last Edit: September 02, 2021, 09:31:21 PM by mangocrazy » Logged

1980 Lancia Beta Spider 2000 (S2FL)
2002 VW Transporter T4
2017 KTM Duke 690R
2008 Aprilia SL1000 Falco
1992 Ducati 888 SP3
1988 Honda VFR750F
1980 Yamaha RD350LC
mangocrazy
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« Reply #126 on: September 10, 2021, 03:55:44 PM »

At last, some more major progress to report. The 'enabler' has been the creation of a Mk 2 engine dolly that has allowed me to fit the flywheel (the Mk 1 didn't) and subsequently the clutch. It also provides full access to the oil filter housing so I can fit the Torques oil cooler take-off. Lastly, it will allow the gearbox to be fitted , once I've made up the necessary supports on the extended deck. I'll need to measure up carefully to get heights and dimensions right, but it should aid fitment and will also give support to the gearbox once fitted.

So the flywheel has been fitted as per GC's instructions (and TDC 1 & 4 green pen mark) and torqued up to 100 lb/ft. It's certainly proper tight... Then I was able to use the clutch centring tool I had made up, which made centring the drive plate a breeze. Next the outer housing was fitted. I'm glad I don't have to fit a new clutch lying on the floor, as locating the dowels in the housing has to be absolutely precise. Get all three dowels 'just' located in their respective holes, then fit the six M8 bolts finger tight, slowly and gradually tightening them up in sequence. Prior to that I'd cleaned all the clutch and flywheel surfaces with brake cleaner - lots of it. The green pen that Guy used to marke TDC on the flywheel was completely untouched by all the cleaning, I noticed. The flywheel is a VX unit, lightened, balanced and skimmed by GC and the clutch is a 16v Thema Turbo unit.

So the next step will be to drag the gearbox out of its storage place, fit the clutch release bearing, operating arms and top hat collar and work out how best to mate it with the engine.

But that will have to wait for a while - I'm off to France on Monday to visit the moneypit (and Spider) and hope that nothing untoward has happened to either in the intervening 12 months. Fingers crossed.

Pictures of the engine on its new stand follow...


* DSC_5680.JPG (319.53 KB, 993x792 - viewed 47 times.)

* DSC_5682.JPG (287.23 KB, 889x723 - viewed 45 times.)

* DSC_5690.JPG (268.53 KB, 653x1015 - viewed 50 times.)

* DSC_5694.JPG (278.51 KB, 963x643 - viewed 49 times.)

* DSC_5676.JPG (292.67 KB, 654x940 - viewed 49 times.)
« Last Edit: September 10, 2021, 03:59:12 PM by mangocrazy » Logged

1980 Lancia Beta Spider 2000 (S2FL)
2002 VW Transporter T4
2017 KTM Duke 690R
2008 Aprilia SL1000 Falco
1992 Ducati 888 SP3
1988 Honda VFR750F
1980 Yamaha RD350LC
peteracs
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« Reply #127 on: September 10, 2021, 04:02:22 PM »

Hi Graham

And very nice looking too.

Keep on chipping away, you will get to the end of the road.

Hope your trip to France is a success, we are off in a weeks time and see the testing requirements ha e been eased somewhat which is a welcome move.

Peter
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Beta Spyder S2 pre F/L 1600
Saab 9-3 1.9Tid Cabrio
WestonE
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« Reply #128 on: September 10, 2021, 04:13:30 PM »

Hi Graham

Nice work and suitably shinny. I still love your engine dolly idea. As you know I copied it to be able to move my engine closer to the engine bay. I never considered fitting the gearbox with it in the Dolly and might play with some empty casings I use for mock ups.

Eric
PS I prefer stronger Cap head bolts with Snor serrated washers for securing the clutch. But I am giving the whole assembly a lot of load so no need to switch over. I also use the Helix VX Steel flywheel simply because it is stronger.     
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mangocrazy
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« Reply #129 on: September 10, 2021, 04:47:16 PM »

Thanks chaps...

Peter,

Yes, I'm a bit apprehensive about it all, but it's either now or wait until next year. I'v downloaded the necessary self-certification doc and got my fully vaccinated ststus confirmed by an NHS doc, so I've done as much as I can.

And yes, keep chipping away and one day it will be done...

Eric,

The bolts you see there will not be the ones used- they were just used to pull the housing up to the FW. They're only nipped up. I'll be doing as you've done, using 10.9 cap head bolts and snorr washers. It's not coming off without my say-so...
That dolly was definitely one of my better ideas, if I say so myself. The Mk 2 has 6 castors, each with a load capacity of 150 kg, so it's suitably over-engineered.
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1980 Lancia Beta Spider 2000 (S2FL)
2002 VW Transporter T4
2017 KTM Duke 690R
2008 Aprilia SL1000 Falco
1992 Ducati 888 SP3
1988 Honda VFR750F
1980 Yamaha RD350LC
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