Absolutely Theleman. I couldn't agree more. I know that 4 valve combustion chambers with variable valve technology seem to be needed to get power with good economy and least in the way of obnoxious emissions. But it really reminded me how nice, simple and pleasurable it is to work on these older designs when I did the head gasket on "Felicity" our old '92 Panda Parade a few years ago.Quite like the fact that my Panda Eco 1.1 is 4 cylinder 8 valves engine. Simpler design.
Since I decided to do more DIY work on the Panda, I am looking for simplicity as the most desirable merit.
I am trying to avoid any kind of complexity like a plague even sacrificing on performance.
Economy is added bonus to simplicity, I guess.
Hi Jock, found it here. Sorry I completely missed that thread at the time, but certainly enjoyed reading it - I wonder what the odds were of both the MS660/670 and Mazda 787 being mentioned in the same post twice in a month on a FIAT Panda forum?! Proof that these were two of the most glorious sounding engines that live on in the memory (and the ears - tinnitus might be a price worth paying!). Maybe in a parallel universe Matra MS670 owners are discussing the merits of the 169 PandaDon't know if you've read the post (somewhere elsewhere - still can't find my way around the forum efficiently!) about that Matra
tinnitus might be a price worth paying!). Maybe in a parallel universe Matra MS670 owners are discussing the merits of the 169 Panda
Just don't bother changing the inner track rod ends and if you have air conditioning, the alternator is a pig of a job. Access is poor to say the least.
To be fair I'm glad to have the air con. Cars are heat boxes with greenhouse glass. It's not "that" complicated but Fiat chose to put the air con pump above the alternator making access very bad.
The inner track rod (tie rod in USA) is the ball joint and shaft attached to the steering rack under the corrugated boots.
We have both 16V and 8V versions. The 100HP is nice but the 8V feels more appropriate for the car.