Alfa Romeo 164 Twinspark Super
Discussion
Thank you both - have PMed you Grant and I have managed to track down a reconditioned alternator - looks like many Bosch variants will fit, just need to match the bolt positions and output.
The 164 got me safely to Somerset today, with a bootfull of accumulated trinkets and gifts. For the Alfa. Also some presents for the family.
Hopefully the next few days will afford me some tinkering time in daylight.
The 164 got me safely to Somerset today, with a bootfull of accumulated trinkets and gifts. For the Alfa. Also some presents for the family.
Hopefully the next few days will afford me some tinkering time in daylight.
First of the new additions today - Bosch TPS. A potential culprit for the uneven idle as it bolts on to the Dellorto butterfly at the top of the intake manifold, and if not at 100% could be causing the feedback loop. A quick test revealed its maximum voltage opening to actually be only marginally off spec, not bad for 20 years.
Luckily for Bosch components the part number is stamped clearly, and 0 280 122 001 was also used in the Punto GT, so an unused replacement was sourced for a few pounds.
Post turkey and pudding, I swapped a Christmas sunset walk for a TPS swap. Awkward access 7mm bolts required all the socket set accessories:
20161225_164857_zpsltgvebrz by James Vincent, on Flickr
Old and new part. Again tested them side by side, only a slight difference in operation but I put the new one in any way:
20161225_170236_zpsftmwpna4 by James Vincent, on Flickr
Of course, no difference to the idle, but I now have a spare.
Discussing the matter with my dad and he said on any older car it sounds like a stuck valve, especially at the exhaust end, with a pattern of 1-2 1-2 1-2 1 putters, always an odd number. But with a modern engine this could be a number of items in the loop given the ECU and all the items mentioned earlier in the thread.
Injector number 2 seems to have evidence now of fuel leakage, in addition to the trademark blackening of leaking exhaust gases and oil up the engine:
20161225_163740_zpsysnnqswt by James Vincent, on Flickr
More to follow tomorrow.
Luckily for Bosch components the part number is stamped clearly, and 0 280 122 001 was also used in the Punto GT, so an unused replacement was sourced for a few pounds.
Post turkey and pudding, I swapped a Christmas sunset walk for a TPS swap. Awkward access 7mm bolts required all the socket set accessories:
20161225_164857_zpsltgvebrz by James Vincent, on FlickrOld and new part. Again tested them side by side, only a slight difference in operation but I put the new one in any way:
20161225_170236_zpsftmwpna4 by James Vincent, on FlickrOf course, no difference to the idle, but I now have a spare.
Discussing the matter with my dad and he said on any older car it sounds like a stuck valve, especially at the exhaust end, with a pattern of 1-2 1-2 1-2 1 putters, always an odd number. But with a modern engine this could be a number of items in the loop given the ECU and all the items mentioned earlier in the thread.
Injector number 2 seems to have evidence now of fuel leakage, in addition to the trademark blackening of leaking exhaust gases and oil up the engine:
20161225_163740_zpsysnnqswt by James Vincent, on FlickrMore to follow tomorrow.
Edited by Spinakerr on Sunday 16th July 15:59
A whole day, good weather and a working kettle gave me perfect conditions for the long-planned injector, inlet and fuel line refresh.
Firstly, a before pic of the fueling situation. In evidence are the probable leaking injectors and manifold rubbers, 110k EV1 Bosch injectors that are slightly loose and original fuel lines cracked with age.
20161226_100956_zpsqlgttcdn by James Vincent, on Flickr
Injectors unclipped, earths unbolted and the idle control valve moved carefully to one side:
20161226_101736_zpsrqsadacm by James Vincent, on Flickr
Fortunately the EV1s were easily pulled out once three bolts holding the fuel rail were removed:
20161226_104621_zpstosmcnac by James Vincent, on Flickr
The all came out intact, though the O rings were very tough and some evidence of fuel making it past them at the bottom. A recurring bane of mine, the 'single fit' clamps, were removed with great satisfaction and the rail came free. Rags soaked up the resultant fuel.
Next, the plastic intake manifold. Various breathers and hoses were disconnected, and then I removed the main 'S' intake and used a 6mm hex attachment to remove the Dellorto. Time to clean this side of the butterfly:
20161226_114753_zpsxo37iilj by James Vincent, on Flickr
The intake was in generally good order:
20161226_114801_zpsb60cuzni by James Vincent, on Flickr
Twenty years of use evident on the rubber, and yet more of my nemesis: the unadjustable hose clips:
20161226_122432_zps76hdwufc by James Vincent, on Flickr
Here's the end-of-life fuel line:
20161226_140552_zpsxhxuspr6 by James Vincent, on Flickr
The most troublesome bolts were the two 17mm item only accessible from below. Some blind socket-setting later, and reflex-testing catches of the bolts, allowed the intake to pull up and and out of the 'manicottos':
20161226_142533_zps3mzxfn0b by James Vincent, on Flickr
Pretty grimy but entirely in one piece and no cracks:
20161226_142812_zpsjlhrnwlx by James Vincent, on Flickr
Some correct 7.5mm SAE30R9 fuel hose was cut to replace the accessible sections, and new hose clamps added:
20161226_153512_zpsqcesnkaj by James Vincent, on Flickr
Fitted:
20161226_154541_zpshr3coo8k by James Vincent, on Flickr
After a few months of searching with the number 60593553 embedded in my retina, I finally sourced some new old stock from Italy:
20161226_162721_zpsgmm3pjt3 by James Vincent, on Flickr
The new 'manicottos' in place with some mikalor clamps, and the intake carefully cleaned before refitting:
20161226_165535_zpssephbd2j by James Vincent, on Flickr
Right, that was the straightforward replacement section completed. The injectors required more research and preparation. There are endless reports on replacement injectors and upgrades, but the one written on an Alfa board by a 164 owner replacing early 90s Bosch single-outlet items (EV1) with later Bosch quad-outlet items (EV6) was my main reference point. This was born out of owners in countries using E85 fuel keeping their cars running, but many others have seen other benefits.
If carefully matched to a slight increase vs the original output, these should give slight benefits in economy and performance without any other modification as they are the same size and fitment. I'll let you google the rest and grab a pitchfork if you wish for the endless discussion on it. The replacement for my units, yellow topped 0 280 150 702 were 0 280 155 746/702/712, going from 150cc per minute to 200. I ended up finding the 712 (blue) variant from a Vauxhall Omega, and had them refurbished.
20161226_104621_zpstosmcnac by James Vincent, on Flickr
Injector outputs clearly visible here:
20161226_104630_zpsilmlnhun by James Vincent, on Flickr
Everything went back together in short order, and after checking, double checking and triple checking the fuel lines I tentatively put the key in at ignition stage and let the pumps refuel the rail and prime for a few minutes. No leaks. Phew. I turned the key and - success! The twinspark burst into life with a customary growl, and settled into its warm-up idle.
As I'm due to do a few hundred miles this week, I thought it prudent to take it for a local amble before dinner. My dad came with me. 'Do I need hat and gloves?' 'No Dad, I got the heated seats working' I chuckled.
Winding our way through Somerset roads, the car was driving well and warming up to temperature when the idle could be checked. It seems to be smoother when letting off the accelerator, but nothing earth-shattering. As I approached a roundabout and came to a stop, the engine died. The heady perfume of super unleaded (circa 2016) permeated the cabin. Luckily the engine restarted and I gently nudged it, as 50% power, to a nearby petrol station.
Opening the bonnet revealed petrol all over the hot engine. Not ideal, so we let it cool down and ensured everything was off. From the spray pattern on the bonnet and the position of the offside injector it is clear it had come free at the top of the rail. In the below photo you should be able to see some metal as the bottom of the injector:
20161226_181057_zpslmopevot by James Vincent, on Flickr
My dad said he should have brought his hat and gloves, as it was cold. As always, he was right.
Backup arrived in a warm Mondeo laden with tools and torches (and hats and gloves). We mopped up the petrol and unclipped the injectors, then deduced from comparison with the original photos that one of the top clips to the rail was on incorrectly, allowing the injector to work free and leak with engine vibration. We put the clips in correctly, let the pumps prime again and turned the key - once again the engine leapt into life and we made worked it through the rev range to ensure it was all secure - done.
Slightly later than expected I parked up and listened. Smooth. Quiet. No hiccups or odd-numbered pops at the exhaust with the engine fully warmed. Could I finally have cured the uneven idle? Perhaps I was just delusional from a day in the cold and too much tea.
Dinner beckoned so better pictures, confirmation of the success and cosmetic finishing to follow tomorrow.
Firstly, a before pic of the fueling situation. In evidence are the probable leaking injectors and manifold rubbers, 110k EV1 Bosch injectors that are slightly loose and original fuel lines cracked with age.
20161226_100956_zpsqlgttcdn by James Vincent, on FlickrInjectors unclipped, earths unbolted and the idle control valve moved carefully to one side:
20161226_101736_zpsrqsadacm by James Vincent, on FlickrFortunately the EV1s were easily pulled out once three bolts holding the fuel rail were removed:
20161226_104621_zpstosmcnac by James Vincent, on FlickrThe all came out intact, though the O rings were very tough and some evidence of fuel making it past them at the bottom. A recurring bane of mine, the 'single fit' clamps, were removed with great satisfaction and the rail came free. Rags soaked up the resultant fuel.
Next, the plastic intake manifold. Various breathers and hoses were disconnected, and then I removed the main 'S' intake and used a 6mm hex attachment to remove the Dellorto. Time to clean this side of the butterfly:
20161226_114753_zpsxo37iilj by James Vincent, on FlickrThe intake was in generally good order:
20161226_114801_zpsb60cuzni by James Vincent, on FlickrTwenty years of use evident on the rubber, and yet more of my nemesis: the unadjustable hose clips:
20161226_122432_zps76hdwufc by James Vincent, on FlickrHere's the end-of-life fuel line:
20161226_140552_zpsxhxuspr6 by James Vincent, on FlickrThe most troublesome bolts were the two 17mm item only accessible from below. Some blind socket-setting later, and reflex-testing catches of the bolts, allowed the intake to pull up and and out of the 'manicottos':
20161226_142533_zps3mzxfn0b by James Vincent, on FlickrPretty grimy but entirely in one piece and no cracks:
20161226_142812_zpsjlhrnwlx by James Vincent, on FlickrSome correct 7.5mm SAE30R9 fuel hose was cut to replace the accessible sections, and new hose clamps added:
20161226_153512_zpsqcesnkaj by James Vincent, on FlickrFitted:
20161226_154541_zpshr3coo8k by James Vincent, on FlickrAfter a few months of searching with the number 60593553 embedded in my retina, I finally sourced some new old stock from Italy:
20161226_162721_zpsgmm3pjt3 by James Vincent, on FlickrThe new 'manicottos' in place with some mikalor clamps, and the intake carefully cleaned before refitting:
20161226_165535_zpssephbd2j by James Vincent, on FlickrRight, that was the straightforward replacement section completed. The injectors required more research and preparation. There are endless reports on replacement injectors and upgrades, but the one written on an Alfa board by a 164 owner replacing early 90s Bosch single-outlet items (EV1) with later Bosch quad-outlet items (EV6) was my main reference point. This was born out of owners in countries using E85 fuel keeping their cars running, but many others have seen other benefits.
If carefully matched to a slight increase vs the original output, these should give slight benefits in economy and performance without any other modification as they are the same size and fitment. I'll let you google the rest and grab a pitchfork if you wish for the endless discussion on it. The replacement for my units, yellow topped 0 280 150 702 were 0 280 155 746/702/712, going from 150cc per minute to 200. I ended up finding the 712 (blue) variant from a Vauxhall Omega, and had them refurbished.
20161226_104621_zpstosmcnac by James Vincent, on FlickrInjector outputs clearly visible here:
20161226_104630_zpsilmlnhun by James Vincent, on FlickrEverything went back together in short order, and after checking, double checking and triple checking the fuel lines I tentatively put the key in at ignition stage and let the pumps refuel the rail and prime for a few minutes. No leaks. Phew. I turned the key and - success! The twinspark burst into life with a customary growl, and settled into its warm-up idle.
As I'm due to do a few hundred miles this week, I thought it prudent to take it for a local amble before dinner. My dad came with me. 'Do I need hat and gloves?' 'No Dad, I got the heated seats working' I chuckled.
Winding our way through Somerset roads, the car was driving well and warming up to temperature when the idle could be checked. It seems to be smoother when letting off the accelerator, but nothing earth-shattering. As I approached a roundabout and came to a stop, the engine died. The heady perfume of super unleaded (circa 2016) permeated the cabin. Luckily the engine restarted and I gently nudged it, as 50% power, to a nearby petrol station.
Opening the bonnet revealed petrol all over the hot engine. Not ideal, so we let it cool down and ensured everything was off. From the spray pattern on the bonnet and the position of the offside injector it is clear it had come free at the top of the rail. In the below photo you should be able to see some metal as the bottom of the injector:
20161226_181057_zpslmopevot by James Vincent, on FlickrMy dad said he should have brought his hat and gloves, as it was cold. As always, he was right.
Backup arrived in a warm Mondeo laden with tools and torches (and hats and gloves). We mopped up the petrol and unclipped the injectors, then deduced from comparison with the original photos that one of the top clips to the rail was on incorrectly, allowing the injector to work free and leak with engine vibration. We put the clips in correctly, let the pumps prime again and turned the key - once again the engine leapt into life and we made worked it through the rev range to ensure it was all secure - done.
Slightly later than expected I parked up and listened. Smooth. Quiet. No hiccups or odd-numbered pops at the exhaust with the engine fully warmed. Could I finally have cured the uneven idle? Perhaps I was just delusional from a day in the cold and too much tea.
Dinner beckoned so better pictures, confirmation of the success and cosmetic finishing to follow tomorrow.
Edited by Spinakerr on Sunday 16th July 16:08
Thanks guys - I'm glad this running restoration is of interest to some! It's strange how this car has completely captured my attention, time and budget. The challenge and the exhaust note has done its work.
A frostier morning made me glad I stuck it out yesterday, and unfortunately I didn't get time to tidy the wiring loom:
20161227_094821_001_zpsvpf8v7va by James Vincent, on Flickr
For reference, the injectors should clip in securely as below. I had them on incorrectly, leading to the near-immolation yesterday evening, so I heavily recommend taking 'before' photos to refer to.
20161227_145948_zpsxatbfdow by James Vincent, on Flickr
I couldn't resist taking some carb cleaner to the engine now that it was all back together:
20161227_122231_zpsuj2aluft by James Vincent, on Flickr
Next stop - the New Forest, 100 miles away. The A303 was holding its traditional 'festive soltice' of a gigantic traffic jam, so I chose a non-A road route criss-crossing the countryside.
The B3081 with no traffic is a joy - great scenery, hairpin climbs, good visibility and relatively good road surface. I had to stop as a pink sunset spilled across the sky and the stars came out.
20161227_162129_zpsd4yrnpby by James Vincent, on Flickr
Don't worry, I only use the fog lights to flash oncoming motorists with their fog lights on (Partridge style).
20161227_162149_zps7a2v449r by James Vincent, on Flickr
The Alfa felt quite a bit more responsive but noticeably much smoother when letting my foot off the accelerator. I think there must have been problems with the previous injectors/hoses as I wasn't expecting this much of an improvement!
Most importantly, the route gave dozens of stopping places at junctions and roundabouts. At every stage - smooth idle. No hiccups, no uneveness or searching - just a smooth, quiet idle. Fantastic, I may have finally done it!
Of course, the Doubt Centre in my brain has grown from the shed in twenties to a thriving metroplis in my early thirties, so I'll keep driving and see how it goes...
A frostier morning made me glad I stuck it out yesterday, and unfortunately I didn't get time to tidy the wiring loom:
20161227_094821_001_zpsvpf8v7va by James Vincent, on FlickrFor reference, the injectors should clip in securely as below. I had them on incorrectly, leading to the near-immolation yesterday evening, so I heavily recommend taking 'before' photos to refer to.
20161227_145948_zpsxatbfdow by James Vincent, on FlickrI couldn't resist taking some carb cleaner to the engine now that it was all back together:
20161227_122231_zpsuj2aluft by James Vincent, on FlickrNext stop - the New Forest, 100 miles away. The A303 was holding its traditional 'festive soltice' of a gigantic traffic jam, so I chose a non-A road route criss-crossing the countryside.
The B3081 with no traffic is a joy - great scenery, hairpin climbs, good visibility and relatively good road surface. I had to stop as a pink sunset spilled across the sky and the stars came out.
20161227_162129_zpsd4yrnpby by James Vincent, on FlickrDon't worry, I only use the fog lights to flash oncoming motorists with their fog lights on (Partridge style).
20161227_162149_zps7a2v449r by James Vincent, on FlickrThe Alfa felt quite a bit more responsive but noticeably much smoother when letting my foot off the accelerator. I think there must have been problems with the previous injectors/hoses as I wasn't expecting this much of an improvement!
Most importantly, the route gave dozens of stopping places at junctions and roundabouts. At every stage - smooth idle. No hiccups, no uneveness or searching - just a smooth, quiet idle. Fantastic, I may have finally done it!
Of course, the Doubt Centre in my brain has grown from the shed in twenties to a thriving metroplis in my early thirties, so I'll keep driving and see how it goes...
Edited by Spinakerr on Sunday 16th July 16:10
The Alfa continues to march imperiously through the winter, a delightfully smooth idle and heated seats making each journey a little more enjoyable.
Last weekend it shrugged off an impressive frost shell to start without drama:
20161229_112735_zpsim0valwa by James Vincent, on Flickr
Heated wing mirrors have also decided to start working, which on any other car would be unexpected. I'm sure they will stop again soon.
Typical countryside motoring entails a dashboard of green/amber vehicular hieroglyphics:
20170120_210622_zpsdlaenpn2 by James Vincent, on Flickr
And when there's a tube strike, the skeletal clutch just about holds me through London traffic to evening events in the centre:
20170115_180010_zpse66ng7zu by James Vincent, on Flickr
Next up for Feb - new brake lines, an oil change and an MOT. I'm sure it will be fine.
Last weekend it shrugged off an impressive frost shell to start without drama:
20161229_112735_zpsim0valwa by James Vincent, on FlickrHeated wing mirrors have also decided to start working, which on any other car would be unexpected. I'm sure they will stop again soon.
Typical countryside motoring entails a dashboard of green/amber vehicular hieroglyphics:
20170120_210622_zpsdlaenpn2 by James Vincent, on FlickrAnd when there's a tube strike, the skeletal clutch just about holds me through London traffic to evening events in the centre:
20170115_180010_zpse66ng7zu by James Vincent, on FlickrNext up for Feb - new brake lines, an oil change and an MOT. I'm sure it will be fine.
Edited by Spinakerr on Sunday 16th July 16:12
Thoroughly enjoyed reading - congratulations on sorting the idle at last.
My winter car for the last 7/8 years is also based on the type 4 platform but hails from Sweden.
On my 9000 I have the optional heated washer fluid (which provides a satisfying steam when sprayed on cold mornings) as well as heated seats and mirrors. Makes for a lovely cross country trip to work on these frosty mornings.
My winter car for the last 7/8 years is also based on the type 4 platform but hails from Sweden.
On my 9000 I have the optional heated washer fluid (which provides a satisfying steam when sprayed on cold mornings) as well as heated seats and mirrors. Makes for a lovely cross country trip to work on these frosty mornings.
Really enjoyed your 164 thread. Hopefully there's more to come.
Your parts sourcing ingenuity reminds me of trying to run a 1985 Alfa Sprint in the late 90's. Parts could be rather difficult to source for what was then only a 12 year old car based on the very common Alfasud that sold in vastly higher volumes than the 164.
Your parts sourcing ingenuity reminds me of trying to run a 1985 Alfa Sprint in the late 90's. Parts could be rather difficult to source for what was then only a 12 year old car based on the very common Alfasud that sold in vastly higher volumes than the 164.
I would be very tempted to get that alloy cam cover polished up, then maybe get the exhaust manifolds nickel/chrome plated...!!
Speaking as an Alfa owner with a 156 JTDM 150, with nothing to polish as it is all hidden by an ugly big plastic cover...!!
Great thread by the way....not many 164s here on PH, and very few on the roads...( at least not in the North East of England !)
MrMoonyMan said:
On my 9000 I have the optional heated washer fluid (which provides a satisfying steam when sprayed on cold mornings) as well as heated seats and mirrors. Makes for a lovely cross country trip to work on these frosty mornings.
Heated washer jets? Goodness the Trolls got it right with the 9000. Most comfortable seats in existence, let's keep these Type 4's going.MJK 24 said:
Your parts sourcing ingenuity reminds me of trying to run a 1985 Alfa Sprint in the late 90's. Parts could be rather difficult to source for what was then only a 12 year old car based on the very common Alfasud that sold in vastly higher volumes than the 164.
Indeed, it's all part of the Alfa experience. I saw a Sprint with a 24v V6 in it this evening, the emotions of which I am still trying to process. Will take pictures tomorrow for the PH opinion.Paul S4 said:
I would be very tempted to get that alloy cam cover polished up, then maybe get the exhaust manifolds nickel/chrome plated...!!
Manifold powder coating should be coming free of charge from a friend, the rest I like to keep clean and close to original at present. We'll see.Yesterday I thought I would replace the perished top engine mounts. One small bush in the engine, a larger horizontal bush to the bodyshell.
20170131_155810_zpso5pldnj2 by James Vincent, on FlickrBolts came out with a bit of penetrating spray and a whispered swear:
But then I get to the issue of the small bush - it's stuck fast, and there is limited access for a hacksaw, and a Dremel might just implode given the volume of metal:
20170131_160120_zpsjkvt45h8 by James Vincent, on FlickrCan anyone suggest methods of removal with the engine in situ? I don't want to apply too much heat given everything attached to the engine lump. Some sort of G-clamp/bolt contraption perhaps?
Edited by Spinakerr on Sunday 16th July 16:14
Spinakerr said:
Can anyone suggest methods of removal with the engine in situ? I don't want to apply too much heat given everything attached to the engine lump. Some sort of G-clamp/bolt contraption perhaps?
Id say try pushing it out using a piece of thread, or a clamp etc..Is removing the arm from the engine an option?
Id very much like to see the V6 sprint by the way, love those insane project cars.
In my experience, that sort of steel sleeved bush in an alloy part will need quite an extreme amount of force to remove intact - it was a tight interference fit when new and now corrosion between the alloy and steel has had some time to take effect, it will be well and truly in there!
How much work would it be to remove the alloy "arm" from the engine and get it pressed out?
I doubt you'll get enough force with a G clamp arrangement, but I guess you might get lucky...
If removal in-situ is the only option, maybe drill away the rubber until you can get a hacksaw to the inside of the outer sleeve (if that makes sense) and cut through it to release the pressure. Will be a proper PITA to do that way though, especially if access is limited.
Good luck!!
How much work would it be to remove the alloy "arm" from the engine and get it pressed out?
I doubt you'll get enough force with a G clamp arrangement, but I guess you might get lucky...
If removal in-situ is the only option, maybe drill away the rubber until you can get a hacksaw to the inside of the outer sleeve (if that makes sense) and cut through it to release the pressure. Will be a proper PITA to do that way though, especially if access is limited.
Good luck!!
Enjoying this thread!
My e36 M3 Evo has the old style EV1 injectors; I've swapped them to flow matched EV6's too and the difference is subtle but definitely there - flattening the throttle from low revs results in much smoother acceleration than before, and as per your experience the idle (although not particularly bad before) is definitely smoother.
She's definitely doing a few more MPG than before - I get a solid 30mpg or better during a normal motorway of between 80-90 (leptons, officer...) whereas before I was looking mid/late twenties.
Regarding the bush - I have had a similar issue on my M3 with a rear suspension ball joint.
If you can find a socket big enough to fit the aluminium outer housing but let the bush slide inside, then find another socket that can pass through the housing just touching the outer rim of the bush you should be OK with those, some high tensile (12.9) bolts and some very thick washers to wind the bush out 'in situ'
Get a couple of bolts and nuts from here:
http://www.westfieldfasteners.co.uk/BZP-12.9_Screw...
(I've guessed you need an M6)
and get a big breaker bar and wind it through.
I have access to a lathe so making appropriate tools wasn't too bad but the good old socket method works well.
You can get some serious pressure using a nut and bolt in this way.
Good Luck!
Adam.
My e36 M3 Evo has the old style EV1 injectors; I've swapped them to flow matched EV6's too and the difference is subtle but definitely there - flattening the throttle from low revs results in much smoother acceleration than before, and as per your experience the idle (although not particularly bad before) is definitely smoother.
She's definitely doing a few more MPG than before - I get a solid 30mpg or better during a normal motorway of between 80-90 (leptons, officer...) whereas before I was looking mid/late twenties.
Regarding the bush - I have had a similar issue on my M3 with a rear suspension ball joint.
If you can find a socket big enough to fit the aluminium outer housing but let the bush slide inside, then find another socket that can pass through the housing just touching the outer rim of the bush you should be OK with those, some high tensile (12.9) bolts and some very thick washers to wind the bush out 'in situ'
Get a couple of bolts and nuts from here:
http://www.westfieldfasteners.co.uk/BZP-12.9_Screw...
(I've guessed you need an M6)
and get a big breaker bar and wind it through.
I have access to a lathe so making appropriate tools wasn't too bad but the good old socket method works well.
You can get some serious pressure using a nut and bolt in this way.
Good Luck!
Adam.
.. what an interesting thread.
great to see a restored 164.
I ran a 1993 164 TS Lusso from 2000 to around 2008 ( also black ) - loved the car, .. I should have kept it running in hindsight.
..and just yesterday was reminiscing with a friend here in Singapore about my 164 ... then this thread pops up
great to see a restored 164.
I ran a 1993 164 TS Lusso from 2000 to around 2008 ( also black ) - loved the car, .. I should have kept it running in hindsight.
..and just yesterday was reminiscing with a friend here in Singapore about my 164 ... then this thread pops up
Hi there,
Great thread, I used to run an LPG twin spark 164 phase 2 with leather chairs, was the best shed I have ever owned. Not as nice as yours..
I have a twin spark into my 105 GTV and converted it to jenveys and an emerald so I have a bag full of injection bits and a spare couple of coils if you can make use of them for spares. Free to a home as good as this!
Also for an alternator in my 105 I use a converted Suzuki Swift item - high output and lighter - Alfaholics sell a kit. Not sure that's an option for you if you're going the strictly stock route.
Happen to have a spare set of forged internals for one of these motors on eBay at present too.
Chris
Great thread, I used to run an LPG twin spark 164 phase 2 with leather chairs, was the best shed I have ever owned. Not as nice as yours..
I have a twin spark into my 105 GTV and converted it to jenveys and an emerald so I have a bag full of injection bits and a spare couple of coils if you can make use of them for spares. Free to a home as good as this!
Also for an alternator in my 105 I use a converted Suzuki Swift item - high output and lighter - Alfaholics sell a kit. Not sure that's an option for you if you're going the strictly stock route.
Happen to have a spare set of forged internals for one of these motors on eBay at present too.
Chris
Edited by Chris-34nmw on Saturday 4th February 11:46
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