Litton Corse build with 2.0l Lancia 8v TC

[Paul Eustace]

Sorry for such a delayed reply. The door check straps are actually 'Peugeot 206 Door Hinge Stop Check Strap Front 3DR 5DR N/S O/S 9181C8'. These may well be shared with other cars but these are the ones I ordered! On the drivers door I shortened the check strap by cutting and welding an overlap that resulted in the fully open position providing a few millimetres clearance from the front clam shell.

The passenger door doesn't open quite so far. The passenger door only has one stage of opening but the drivers door has two stages.

[Paul Eustace]

Michael and I now have the car through the IVA test and the certificate and registration documentation is with the DVLA team.

We learnt a few things along the way:
To improve the speedometer accuracy I mounted my VDO speedometer inductive sensor on the gearbox lined up with a Fiat Ducato reluctor ring that I mounted on the differential flange. 54 teeth per revolution results in a really smooth and accurate speedometer. I also ran a screened cable for the speedometer wiring as the speedo was susceptible to interference resulting in the needle flickering whilst at a standstill.
The VDO tachometer was erratic when driven from my Bosch distributor with inductive pickup and electronic amplification! A simple diode in the tachometer feed results in a smooth rev counter needle.
I at last brought the correct size springs (Coilover Spring Faulkner 10.5 Inches Long - 2.25 Inch Inside Diameter | FRS-105-200) for my front Leda shocks and now I can mount the shocks the right way up.
I fitted new front suspension ball joints, top and bottom, plus repacked the Litton steering rack with EP grease. The front steering is now really nice and self centring is as it should be.
I have re-aligned the front suspension to 10 minutes toe in, 40 minutes negative camber, 4 degrees of castor. The rear suspension has 10 minutes of toe in and 1 degree of negative camber.
I have 205/50VR15's on the front and 225/50VR15's on the rear. I am currently running 16psi in the front and 20psi in the rear but I suspect these are too high. 350kgs front axle and 540kgs rear with full fuel tanks, 90litres.
I fitted rear mudguards to meet the wheel covering requirements.
Guy Croft solved my over fuelling problems by recommending that I fit a fuel pressure regulator. My engine ran fine with just a couple of gallons in the fuel tanks but when I brimmed the tanks for the IVA test I could not meet the emissions test. The Silver Top road specification fuel pump is able to overcome the Weber DCOE 45 needle valves and neat fuel drips from the accelerator pump jets! A Malpassi Filter King from Northampton Motor Sport cured this issue and we sailed through the emissions test.



Photograph shows the reluctor ring on the differential flange and the speedometer inductive pickup mounted in my bracket.
Whilst I am waiting for the DVLA to process my paperwork and provide me with a registration number I have a few other things to do:

I am currently working on a steady bar for the engine. I have not used the Lancia head mounted solution as this leads to head gasket issues. I have designed a bell housing mounted solution. I will post some photographs soon.

[john]

Hi Paul. Well done on the IVA.
Good tip on the reluctor ring. I guess the more pulses there are the more accurate and steady the signal?
Do you have the welded top front shock bracket or bolt on triangular brackets?
What open and closed lengths are the front shocks?
I did use Clio check links. Bit fiddly to fit but do the job well. Can post pic if you like?

[Strat Fan]

Corse S's always had the welded on front damper brackets, the I's were the ones with the bolt on option. (Citation needed).

[john]

Well that's exactly what I thought, but as it happens, I put the phone down only half an hour ago after talking to someone with a different set up!
Hence the question....

[Strat Fan]

Post Litton then?

[Darkspeed]

Corse S's always had the welded on front damper brackets, the I's were the ones with the bolt on option. (Citation needed).

Not on the "I" chassis number 33 oddball - welded front and rear.

[Paul Eustace]

Whilst I am waiting for my registration application to be processed by the DVLA K&R team I have been working through my jobs list.


I have fitted my engine steady bar and the clutch footrest.


I extended the standard Lancia Beta engine bar and brought new bushes from Beta Boyz. The Lancia bracket which is normally mounted on the end of the cylinder head has been welded to a plate I fabricated and bolted to the bell housing. If the steady bar had remained on the cylinder head it is highly likely that the head gasket would fail due to the stress the steady bar applies to the end of the head.


I have also correctly aligned the headlamp shells in the pods and now have the headlamp pods nicely aligned with the front clam bodywork.

The countdown continues to a registration number plate!

[Paul Eustace]

Last week I received my V5C and I am on the road! I am delighted with the way it drives and even in 'Engine Break-In' mode the engine is really crisp and is clearly going to be lots of fun. No oil or coolant leaks, plugs look ok, gear change is a little stiff but will likely improve, the new drivers seat set up with 'Recaro Double Locking Runners' has provided slightly increased headroom and adjustment to enable my sons to drive!

I have at this stage only driven around the local lanes but unfortunately I must now return the car to my workshop for a couple of days whilst I modify the rear clam bodywork. The bodywork does not have sufficient clearance to accommodate the exhaust system as you can see from the photograph below.

When Lance of OJZ Engineering discussed the design of this system we agreed that I would modify the rear bodywork to provide clearance. I was fooling myself by hoping that the bodywork heat shield and Zircotec coating would suffice. There are no short cuts!