Technical First drive and a problem

[124BC1]

Nothing wrong with offering #bugsmike and in the sense of engineering I should and will find and fit an inner washer on what I class as a very poor initial design bit I'm sure it won't improve it.
Another thought for you or anyone that cares to throw into the ring, I've managed to trace the camshafts to be Colombo and Bariani race medium profiled camshafts ,
1 x FB.114.300C.A
1 x FB.114.294C.S
my question is do you think this will put extra stress to the standard cambelt

I've never heard of Colombo and Bariani , although Giacomo Colombo was a very famous (Ferrari?) engine designer. Maybe someone on one of the other forums might know of these cams?

The 124 Sport 1438 and 1608cc (your engine?) had the sportiest cams i.e. 26/66 66/26* (IO, IC, EO, EC)., so duration = 272*.
All subsequent twin cam engines had much softer cams fitted, especially U.S. models required to comply with SMOG regs.

Your cams, going by the numbers, seem to have :- Intake valve duration of 300* and Exhaust valve duration of 294* (std 124BC = 272* for both in. & ex.).

I'm not sure, but the 114 on both cams might refer to what is called lobe angle centres, i.e. the angle between the in. and ex. cam lobe peaks (= max. lift)

A = Aspirazioni, Italian for Intake; S = Scarico, Italian for exhaust.

Here's a diagram showing the valve timing figures on a 124 BC engine (26/66 66/26*, = 272* duration, 52* overlap):-

It's quite likely that your cams also have increased valve lift, this will likely increase the stress on the timing belt. However, the standard belt has been used, afaik, without any problem on modified engines.

I have seen a wider 'performance' belt advertised on the Autoricambi w/site, c. 25mm wide (iirc the standard belt is c. 19?mm wide), but there was a warning that this wider belt should only be used with flangeless pulleys.

There was also listed a 'performance' tensioner bearing made by SKF. but I think the standard bearing is quite adequate (unless you're going racing?).

 

[GBGraham]

Interesting that the microfiche parts illustration kindly provided by @s130 above shows 2 washers fitted, one each side of the spacer that is fitted inside the tensioner spring. I compared this illustration with one in an original Fiat parts manual for the 124Bc engine - this manual only shows one 'penny' washer fitted under the bolt head bearing against the spacer and spring - the list of parts also lists quantity = 1, and the part no. was the same = 4180206.
The pic. I posted in post #45, clearly shows 2 washers and this is what I've found on every older Fiat twin cam engine I've worked on, so I'd use 2 washers.

Random thoughts (late at night!) -
Are 'penny' washers still being made after Decimalization occurred?
Another term for such large washers with small holes used to be 'Mudguard' washers, but mudguards haven't been used on cars in a very long time, so I don't know if these are still available.

It is a strange anomaly we come across from time to time. There are still many penny washers to be found of different size and bore, I've always called them "Wing" washers which I would imagine is the more modern term for "Mudguard" washer

 

[GBGraham]

I've never heard of Colombo and Bariani , although Giacomo Colombo was a very famous (Ferrari?) engine designer. Maybe someone on one of the other forums might know of these cams?

The 124 Sport 1438 and 1608cc (your engine?) had the sportiest cams i.e. 26/66 66/26* (IO, IC, EO, EC)., so duration = 272*.
All subsequent twin cam engines had much softer cams fitted, especially U.S. models required to comply with SMOG regs.

Your cams, going by the numbers, seem to have :- Intake valve duration of 300* and Exhaust valve duration of 294* (std 124BC = 272* for both in. & ex.).

I'm not sure, but the 114 on both cams might refer to what is called lobe angle centres, i.e. the angle between the in. and ex. cam lobe peaks (= max. lift)

A = Aspirazioni, Italian for Intake; S = Scarico, Italian for exhaust.

Here's a diagram showing the valve timing figures on a 124 BC engine (26/66 66/26*, = 272* duration, 52* overlap):-

View attachment 488594

It's quite likely that your cams also have increased valve lift, this will likely increase the stress on the timing belt. However, the standard belt has been used, afaik, without any problem on modified engines.

I have seen a wider 'performance' belt advertised on the Autoricambi w/site, c. 25mm wide (iirc the standard belt is c. 19?mm wide), but there was a warning that this wider belt should only be used with flangeless pulleys.

There was also listed a 'performance' tensioner bearing made by SKF. but I think the standard bearing is quite adequate (unless you're going racing?).

After a foolish f'up I had to reset my valve timing and I used a different way with my dial indicator on #4 tappet caps using the given settings of 3.9mm to the exhaust and 4.0mm to the inlet and firing on #1 with both its the lobes facing upwards and the crank set at TDC, and all is a success.

 

[bugsymike]

After a foolish f'up I had to reset my valve timing and I used a different way with my dial indicator on #4 tappet caps using the given settings of 3.9mm to the exhaust and 4.0mm to the inlet and firing on #1 with both its the lobes facing upwards and the crank set at TDC, and all is a success.

Back to basics as taught at college, although as long as a engine turned over by hand for several revolutions before firing up eh!

 

[GBGraham]

Back to basics as taught at college, although as long as a engine turned over by hand for several revolutions before firing up eh!

Always . . . and especially with the cams needing two crank revolutions to do one of their own.

 

[GBGraham]

I've never heard of Colombo and Bariani , although Giacomo Colombo was a very famous (Ferrari?) engine designer. Maybe someone on one of the other forums might know of these cams?

The 124 Sport 1438 and 1608cc (your engine?) had the sportiest cams i.e. 26/66 66/26* (IO, IC, EO, EC)., so duration = 272*.
All subsequent twin cam engines had much softer cams fitted, especially U.S. models required to comply with SMOG regs.

Your cams, going by the numbers, seem to have :- Intake valve duration of 300* and Exhaust valve duration of 294* (std 124BC = 272* for both in. & ex.).

I'm not sure, but the 114 on both cams might refer to what is called lobe angle centres, i.e. the angle between the in. and ex. cam lobe peaks (= max. lift)

A = Aspirazioni, Italian for Intake; S = Scarico, Italian for exhaust.

Here's a diagram showing the valve timing figures on a 124 BC engine (26/66 66/26*, = 272* duration, 52* overlap):-

View attachment 488594

It's quite likely that your cams also have increased valve lift, this will likely increase the stress on the timing belt. However, the standard belt has been used, afaik, without any problem on modified engines.

I have seen a wider 'performance' belt advertised on the Autoricambi w/site, c. 25mm wide (iirc the standard belt is c. 19?mm wide), but there was a warning that this wider belt should only be used with flangeless pulleys.

There was also listed a 'performance' tensioner bearing made by SKF. but I think the standard bearing is quite adequate (unless you're going racing?).

Different subject please, do you or anyone else happen to have a wiring diagram for the twin headlight CC