Technical tipo to uno

[alexGS]

Haynes Service and Repair Manual, Supplement: Revisions and information on later models: Chapter 13, section 7. Nice picture of a 1372cc i.e. engine with camshaft mounted distributor

Ahhh... page 13.7...
OK you win

But, just look at page 13.56, Fig. 13.30, Cooling system circuit, 1372cc Turbo i.e. engine. Even though the picture above it (1372cc i.e. engine) clearly shows the camshaft-mounted distributor, I will not surrender completely. The Turbo picture shows a cover over the end of the cam!

Sad, eh...
I really must spend more time working on my Uno Turbo and less time reading about the other models I can't afford!

-Alex

 

[Oldschool]

Why not fit the new 1368 FIRE?

 

[bill/uno]

sorry for not getting back to the forum until now..been very busy...thank you for all the info and advice . still not sure which road to go .....i think 1986uno45s idea would be perfect but someone might notice the grinder marks

 

[Chas Uno]

Ahhh... page 13.7...
OK you win

But, just look at page 13.56, Fig. 13.30, Cooling system circuit, 1372cc Turbo i.e. engine. Even though the picture above it (1372cc i.e. engine) clearly shows the camshaft-mounted distributor, I will not surrender completely. The Turbo picture shows a cover over the end of the cam!

Sad, eh...

Let's call it a draw then Alex

I'm sure the mk2 turbo had the block mounted distributor simply because the turbo induction system (AFM?) wants to be where the camshaft mounted dizzy is on the 1372 engine. I'm pretty sure too that all non turbo 1372 engines had camshaft mounted dizzys, though then again I'm more familiar with the FIRE engines than the earlier ohc engines.

So I win just a little bit then!

 

[Chas Uno]

i think 1986uno45s idea would be perfect but someone might notice the grinder marks

A bit of engine paint and no-one will be any the wiser :idea:

 

[alexGS]

Yes, we call it a draw, Chas...

You might be interested to know that the 1372cc Turbo motor wears its injection 'brain' on its airflow meter... the Mk1 had the airflow meter in the same place (just about touching the cam-mounted distributor...) but the brain is safe within the cabin, under the dashboard on the RH side. Both cars have a separate brain for the injection to that for the ignition, which is at the back of the engine bay in both cases. That seems a little odd to me, since a number of the inputs could be productively shared.

For example, the ignition has an engine-speed sensor which tirelessly counts flywheel teeth as they whizz past. It also has a TDC sensor that registers once per revolution. And a MAP sensor that registers vacuum/pressure, to aid with selecting the appropriate ignition advance map. There's even a knock sensor...

If the injection knew about all these things... imagine the possibilities... the idle speed could be automatically controlled, the fuel-air ratio could be progressively enriched as manifold vacuum turns to pressure, and the turbocharger boost could be cranked up or down by PWM solenoid on the wastegate transducer - up to the specified maximum.

Instead, the injection operates by looking at the airflow as a flap swings in the breeze, and guesses what is going on by whether the throttle is snapped closed, or at least two-thirds open (the throttle position switch has only these two possible signals...)

Oh golly, this turned into a bit of a rant. But I guess, my idea with respect to this topic is simple: use an aftermarket engine management system if you want to get the greatest efficiency - and look for one that uses all the sensors wisely.

-Alex