Are you sure:

List of FIRE engines

The FIRE engine has been available in the following displacements:

• 769 cc (0.8 L) - 65 mm bore x 58 mm stroke
  • [ame="http://en.wikipedia.org/wiki/Single_overhead_camshaft"]Overhead camshaft - Wikipedia, the free encyclopedia@@AMEPARAM@@<title>Overhead camshaft - Wikipedia, the free encyclopedia</title>@@AMEPARAM@@Overhead camshaft[/ame] (1986 - 1992)

• 999 cc (1.0 L) - 70 mm bore x 64.9 mm stroke
  • 8v (1986 - 1993)
  • 8v SPI (1987 - 2003)
  • [ame="http://en.wikipedia.org/wiki/Double_overhead_camshaft"]Overhead camshaft - Wikipedia, the free encyclopedia@@AMEPARAM@@<title>Overhead camshaft - Wikipedia, the free encyclopedia</title>@@AMEPARAM@@Overhead camshaft[/ame] SMPI (1998 - 2003, Brazil only)
  • 8v SMPI Flex-fuel (2005 - current, Brazil only)

• 1108 cc (1.1 L) - 70 mm x 72 mm
  • 8v (70 mm x 72 mm) (1983 - 1993)
  • 8v SPI (1993 - 2000)
  • 8v SMPI (2001 - current)

• 1242 cc (1.2 L) - 70.8 mm bore x 78.9 mm stroke
  • 8v MPI (1993 - 1999)
  • 8v SMPI (1993 - 2009)
  • 8v SMPI [ame="http://en.wikipedia.org/wiki/Variable_valve_timing"]Variable valve timing - Wikipedia, the free encyclopedia@@AMEPARAM@@<title>Variable valve timing - Wikipedia, the free encyclopedia</title>@@AMEPARAM@@Variable valve timing[/ame] (2007 - current)
  • 16v SMPI (1998 - 2009)

• 1368 cc (1.4 L) SMPI - 72 mm bore x 84 mm stroke
  • 8v (2003 - current)
  • 8v [ame="http://en.wikipedia.org/wiki/Variable_valve_timing"]Variable valve timing - Wikipedia, the free encyclopedia@@AMEPARAM@@<title>Variable valve timing - Wikipedia, the free encyclopedia</title>@@AMEPARAM@@Variable valve timing[/ame] (2005 - current)
  • 8v Flex-fuel (2005 - current, Brazil only)
  • 16v (2005 - current)
  • 16v StarJet [ame="http://en.wikipedia.org/wiki/Variable_valve_timing"]Variable valve timing - Wikipedia, the free encyclopedia@@AMEPARAM@@<title>Variable valve timing - Wikipedia, the free encyclopedia</title>@@AMEPARAM@@Variable valve timing[/ame] – [ame="http://en.wikipedia.org/wiki/Variable_length_intake_manifold"]Variable-length intake manifold - Wikipedia, the free encyclopedia@@AMEPARAM@@<title>Variable-length intake manifold - Wikipedia, the free encyclopedia</title>@@AMEPARAM@@Variable-length intake manifold[/ame] (2005 - current)
  • 16v [ame="http://en.wikipedia.org/wiki/Turbocharging"]Turbocharger - Wikipedia, the free encyclopedia@@AMEPARAM@@<title>Turbocharger - Wikipedia, the free encyclopedia</title>@@AMEPARAM@@Turbocharger[/ame] (2006 - current)
  • 16v [ame="http://en.wikipedia.org/wiki/Multiair"]MultiAir - Wikipedia, the free encyclopedia@@AMEPARAM@@<title>MultiAir - Wikipedia, the free encyclopedia</title>@@AMEPARAM@@MultiAir[/ame] (2009 - current)
  • 16v MultiAir Turbo (2009 - current)

I thought my engine was a safe engine so tge pistons will never touch the valves?

VVT = risk of collisions.

FIXED timing 8V = safe

I do hope you fix the car for 300GBP, if possible it would be nice if you could make some pictures, so we could learn some more.

i would be concerned that the rods may have stretched, was the cam timing out (belt slipped)?

what peak rpm did you hit, if you know?

varesecrazy said:

VVT = risk of collisions.

FIXED timing 8V = safe

Click to expand...

Its not that simple at all. The valves won't hit the engine only if the piston has a certain shape that would make it avoid hitting the valves even if they fully opened at top dead center.

In anyway, none of the bravo's engine have variable valve timing in any form except for the multi-air engines which are pretty rare, and the OP here has a T-jet engine which is 16v, fixed timing.

KHALED25 said:

Its not that simple at all. The valves won't hit the engine only if the piston has a certain shape that would make it avoid hitting the valves even if they fully opened at top dead center.

In anyway, none of the bravo's engine have variable valve timing in any form except for the multi-air engines which are pretty rare, and the OP here has a T-jet engine which is 16v, fixed timing.

Click to expand...

So 1.4 16v T-JET engine is a non interference (safe)?
and 1.4 16v NA- is an interference (not safe)?

RobW said:

i would be concerned that the rods may have stretched, was the cam timing out (belt slipped)?

what peak rpm did you hit, if you know?

Click to expand...

Didn't go above 4,500 rpm, theres also been a chunk taken out of piston 2, the timing is all fine

is the turbo fine?

Yeah the turbos fine

cmosfxx said:

So 1.4 16v T-JET engine is a non interference (safe)?
and 1.4 16v NA- is an interference (not safe)?

Click to expand...

Again, its only about how the pistons are shaped. It doesn't matter if its a turbocharged engine or if it has VVT. But since both 1.4 engines share the same block, I think they could be the same. Judging by the picture it looks like it MIGHT be a non-interference engine. Is this the t-jet in the picture?

£850 for the repair, thats £2,000 in the last 3 months on repairs, after having the gearbox and driveshafts done, after its finished i think it will be bye bye bravo

I don't think you can blame the car for this one... but i do understand the feeling, having just spent 450€ on clutch parts for my bravo, and then another 3 days underneath it ( should have been half the time .. but had problems with throwout bearing).... and on top of that i still have the worst cold start in history.

Maybe is 211 BHP only problem of this car

*Tunes car up to 211 BHP*

*Blames car for lack of reliability*

lul whut?

RobBravo said:

*Tunes car up to 211 BHP*

*Blames car for lack of reliability*

lul whut?

Click to expand...

i haven't blamed it for the reliability, had a lot of fun with this car, its the best car I've had, just fancy something different, going to get the lexus is250

So here's the piston that was damaged, also the manifold has a blue dot on it where it's been heated to in excess of 1000 degrees in all £1300

tomharrison said:

So here's the piston that was damaged, also the manifold has a blue dot on it where it's been heated to in excess of 1000 degrees in all £1300

Click to expand...

looks like detonation/melting

would have been better off fitting an exchange engine?

Engines were roughly about that price, and labour would have been at least 2 days, at least I know why It happened anyway, this part of the piston flew into the valves and that's why they were bent

tomharrison said:

So here's the piston that was damaged, also the manifold has a blue dot on it where it's been heated to in excess of 1000 degrees in all £1300

Click to expand...

That looks like cylinder temperatures where to high. some alcohol/water injection might have helped (but just as well more fuel would have helped keeping the temperature lower).

The temperatures are to high, the tolerances to tight (space between the ends of the rings), the rings expand eventually cracking the top of the piston. as in the photo.


Sorry to bring back to life an old thread, but somebody might be interested.