Uno 1993 Uno MKII - punto 1242cc conversion - MALTA.

Re: 1993 Uno MKII - punto 1242cc conversion - MALTA

wow, very good job converting this engine

what are all the mods on the engine? how much does it drink now? since i have the same engine i would consider converting to carb if the fuel consumption doesn't go too high

Re: 1993 Uno MKII - punto 1242cc conversion - MALTA

So the list of mods apart from a full overhaul are.

Custom punto 75 intake manifold
Weber 32/34 DMTL carb running 55/110 and 60/102 jets
K&N Filter specific for above carb
Facet electric fuel pump running approx 3psi
Uno Distrubutor (direct fit)
De cat system
4-2-1 manifold with lambda probe to monitor mixture to be fitted this week.

The engine is still pretty economical...just dont push the throttle as far as it goes since this will open the 34mm barrel and consumption will shoot up!

Re: 1993 Uno MKII - punto 1242cc conversion - MALTA

blu73 said:

I'm not a fan of it in general, its just my preference though and as you say, not like it can't be undone.

My main problem with them is they look ok but then you open your bonnet and everyone knows it ain't real. I'd have real carbon bonnet though (if someone gave me one, no way i'd spend that much on a bonnet lol)

Click to expand...

You don't need to see the undernerth to tell is not real carbon if you are opening the bonnet, the weight you feel will tell you enough .

But in saying that i kinda like the carbon on it, looks a good job !

Ming

Re: 1993 Uno MKII - punto 1242cc conversion - MALTA

Thanks Ming....

Dont really care bout the weight...the car is already under 750KG....so what are an extra 5kg gonna do to it? ... I wanted a good finish thats all!

Re: 1993 Uno MKII - punto 1242cc conversion - MALTA

I still not a big fan of carbon wrap but as Ming said it looks very well done. And so long as you like it thats all that really matters

Re: 1993 Uno MKII - punto 1242cc conversion - MALTA

I wasnt a fan of carbon wrap either...but I bought an A4 size sheet to cover the scratched carbon paint on the hand brake lever..... I fell in love with the thing...easy to apply, durable and man the texture and effect...you cant tell it apart from the real thing...

Re: 1993 Uno MKII - punto 1242cc conversion - MALTA

nice uno there ! wish mine is as clean as yours

Re: 1993 Uno MKII - punto 1242cc conversion - MALTA

Notice to anyone willing to help a fellow Fiat enthusiast....

My local agent in Malta has launched a competition that offers the winner some sort of fiat merchandise... would appreciate any help from you guys if you could simply like my Uno's pic on Fiat Malta facebook page...

simply like fiat malta page and then like my uno and you'd be doing me a great favour....

http://www.facebook.com/l.php?u=htt....47129.129112203783830&type=1&theater&h=0215c

this is my car's pic on fiat's website

Re: 1993 Uno MKII - punto 1242cc conversion - MALTA

Well your winning so far it would seem, not that you deserve to with headlight eyebrows

Re: 1993 Uno MKII - punto 1242cc conversion - MALTA

Latest update...Finished the engine with the 4 in 1 and jets and all the works....and went to an MOT station to get it checked since i didnt want any surprises when the actual testing is due....

CO emissions were at 0.3% whilst the limits for a car its age is 3.5%....a staggering 12 times lower!

Recent tests with GPS software, reveal 0-60 in 8.9Sec...

And btw that is with 15" wheels not standard 13's

racing cam shaft coming up next as one final engine mod....hoping to achieve a drop of 1-1.2 sec over the 0-60 time which puts the car in standard UT territory

GPS? Standard UT territory. Sorry to rain on your parade but no way. Use a stop watch not a gps, they give false speed reading when your cruising for over 10 mins let alone an accurate reading in 9 seconds.

Secondly, the 75 engine is that, a 75 bhp engine, when it has multipoint injection. That is the difference between the p60(1242cc) and p75(1242cc) engines. The p60 is single point and the p75 is multipoint. The other difference are that the punto 75 block is stronger than the p60 and tuners choose that block if they were going to make a 1242cc low (or high if you use 1242 16v pistons) boost turbo engine.

I'm not saying your uno's not nippy but no way will it ever have the poke a 1.4 Aurelio Lampredi turbo engine will have.

I'm absolutly loving the mods you've done. Tell us about what you've done to your instruments. They look technical

You've done a great job at keeping the car in good condition i am with alot of people on here about the eyebrows :S they absolutly ruin what you've done (my opinion) but the bonnet looks professionally done from the pic's, well done.

Dan

Hi there, I tend to disagree with your answers for the following reasons...

1) the gps system I'm using has been tested on my Mito and only varied consistently about 0.3 sec from the values declared by the manufacturer. So if the gps is lying, so are the manufacturer's claims

2) I did several runs an got roughly the same results every single time...

3) I'm talking about the STANDARD 118hp UT engine with no overboost etc. Consider that the UT setup is some 100kg heavier if I'm not mistaken.

4) the P75 engine varies from the P60 in the following manner

a) Multi-point vs Single point
b) Bigger valves
c) Different higher lift cam
d) larger inlet ports (manifold from the 75 wont fit the 60)

I'm aiming for about 105-110 hp. Whilst P75 engines have been known to run up to 125 hp with independent throttles and minor head work. 20hp less than that is very possible with correct fueling, a fast road cam, a carb designed for a 1.8L and a full exhaust inc headers etc.

So basically 12hp less than a factory UT, 100Kg less in weight, no turbo lag should in theory put me close to the 7.7sec acceleration....

What do you think?

Good Morning! I am very impressed with your car and your work- looks very professional. What are the mods to the engine other than the carb and dizzy? I have a mk1 45 myself and have been toying with the idea to bump the performance up a bit. I briefly owned a uno 70 and although it was not a FIRE engine, it was still quite lively and I liked it.
You quote 90-100hp on an engine that had 73hp as standard with fuel injection, so to achieve the extra 20-25% while dropping the fuel injection and engine management at the same time is fantastic and I would love to have the same kind of performance without going the complex route of turbocharging.
Well done on the rest of your car- one can sense your dedication to the brand from the pictures.
Johan

Good Afternoon Johan,

So basically the first step is taking the engine apart, replacing all seals, gaskets, timing components, water pump. Checking valve seating and cylinder bores for defects etc.

Once you reassamble everything you've got a 75 block in perfect conditions and Its here that you need to start your modding job.

The 75 engine pumps out 75 hp roughly with the following constraints:

1) The engine is designed to run lean coz of emissions
2) The punto has a catalytic converter - the uno does not need it
3) The throttle body is 34mm

The mods to get about 95ish hp which where I should be according to my measurements (acceleration and car weight etc) are:

a) Exhaust manifold 4-2-1 with lambda probe to monitor mixture during setup
No Catalyser+Sports muffler

b) Weber carb - I used a 32/34 DMTL so now I have an extra 32mm throttle body IN ADDITION to the standard 34mm

c) The standard manifold needs to be customized to accomodate the weber

d) The distributor is a straight fit from the uno

e) You need an electric low pressure fuel pump

f) A decent air filter instead of the standard restrictive airbox.

So basically I upped the breathing capabilities of the engine, The exhaust system and increased fueling...

A racing cam which is in the pipeline as i mentioned earlier should give that extra punch....

Hope This helps

Today I went for an hour's worth of cruising and tested the car's overall drivability. Its a breeze to drive, handles well and accelerates from 60 to 130 in top gear in no time...couldnt believe my eyes...The old 999 fire felt as if it was going to explode past 120km/h or 5000rpm....

Here is a general summary of the performance upgrades i did so far.

Engine:

Refurbished 1242cc P75 engine with full headers and exhaust
(Up from 999cc with extremely restrictive headers)


32/34mm Weber Carb (1.8L Golf derived)
(Up from the 32mm on the 999cc and the standard 34mm throttle on the 1242cc)

K&N filter
(Replaces the plastic inlet with restrictive element)

Electric fuel pump
(unfortunately the camshaft does not have a fuel pump lobe)

(Uno derived) distributor

Suspension:
Boge Springs all-round
(-40mm and +30% stifness)

Front Monroe Gas Shocks
Rear Gabriel Gas Shocks

Brakes:

257mm Bravo 1.6 Derived discs and calipers
(up from 225mm standard)

Goodridge Braided lines all round

Uprated load proportioning valve


Wheels & Tyres:

Lenso Samurai 6.5J x 15" light alloys
(up from 13"steel rims)

Toyo Proxes 195x45x15 rubber
(Standard are pirelli 145x70x13 if I recall correctly)

How did you go about jetting the 32/34DMTL? Do you find it thirsty, or no more thirsty than before for same welly, just able to give more welly (with thirst) when reqd?

I have a brand new 34/34DMTR destined for my otherwise standard 1301 70SX which comes with 30/32DMTL. Afraid the 34/34 may be overdoing it, tho it's standard on 127 1300GT (different, similar but longer stroke 'Brazil' engine).

There should be little difference between a 32/34 and a 34/34 especially when used on a 1300. Jetting is the key....the trick to do it properly is to install an af ratio meter which requires a lambda probe in the exhaust manifold.

A wideband sensor is better but I found that a normal probe will still give you a good indication. An emissions test will let you jet the primary idle jet properly, or you can do it with a vacuum gauge, turning the mixture screw until the reading is at its highest.

It will take time and patience to do a good job and many road tests staring at the AF meter to see where needs adjusting.

Regarding thirst, no its not particularly thirsty. especially if the primary idle is set right. This the jet you're driving on most of the time....so in effect if driven carefully and not pushing hard so that the second throttle doesnt open... its in the same range of an uno 45....

That's a helpful reply, thanks. But you said "should be little difference between a 32/34 and a 34/34" but point is, original is a 30/32 - so quite a step from 30 to 34 primary (28% extra area), which I agree is the thing that matters until you floor it.

I am not saying there is no difference, the difference is visible at the top band of the rev range and this assumes there are no other restrictive components. For example its useless swapping to a larger carb and having a restrictive inlet manifold or a weak camshaft (ie not sufficient lift).

In your case you'll see a jump in performance especially if jetted correctly and particularly at the higher end of the rev range but only if you have no other component that's severely limiting performance.

In my case for example, the camshaft is now a limiting factor since the inlet and exhaust are much better than the original whilst the valve lift remained unchanged. When I do change the camshaft, the head would probably be a limiting factor and that goes on indefinately. The trick is to find a point where you'd say "that's enough ... I'm happy with the current setup" Its not an easy decision to make but the reality is that the higher you go with HP the more expensive it gets to get an extra horse or two....