Old Fiat Lancia Twin Cams never die, they just get stronger, more reliable and powerful!
Prices include VAT unless stated otherwise. This will be removed if you are outside of the EU.
The 2 ltr 16v engines producing the power on the graphs below were built by us using parts from this website:
2.2 litre Stroker kits £3200
If you want the ultimate driving machine then start with a 2.2 litre conversion. Bigger capacity means greater torque and earlier turbo spool.
25mm cambelt kit
How many car manufacturers have used a 19mm belt on a performance I4 multi-valve engine? None.
As time marches on and parts become harder to find it’s a good idea to think about protecting your investment. The weak point of the Lampredi 16v engine is and always has been the cam timing belt, at 19mm it just isn’t up to the job, if you put too much tension on it eventually breaks resulting in (at best) a few bent valves:
If you don’t tension it enough or it stretches it eventually slips, the engine carries on turning briefly and makes one heck of a mess:
Either way you are then looking at a rather large repair bill and fitting higher lift cams gives failure even more potential. It will almost certainly bend valves, the last remaining new sodium filled exhaust valves are now around £80 each, as above it could damage the head and also bend the connecting rods.
The cam timing belt in the above picture was fitted by a Lancia specialist (not in the UK) it did around 30,000kms/19,000 miles in one year before it broke.
Prevention being better than cure, here is the answer.
We have been producing this kit since around 2010 and it has been constantly improving and evolving, all components apart from the belt are produced exclusively for Deltaparts, here below is its latest iteration. Please note we do not use the original tensioner bearing as it is too narrow, the belt can move and run off the bearing in service.
Don’t be tempted by poor quality copies of the belt kit and the BSRK, they really are badly made. We have been producing these for circa 10yrs now and they have been constantly evolving into what you see today.
This kit will not work with the balancer belt still fitted.
It will work with the balancer shafts still in the block, but disconnected.
The belt cover will fit fine.
It uses a commonly (in Europe at least) available belt
Life of belt and bearing: 5 yrs, 40,000 miles, 64,000kms
25mm cambelt kit: £450 with adjustable pulleys.
It does not include the belt idler bearing in the pic, this is part of the BSRK.
Life of belt and bearing: 4 yrs, 40,000 miles, 64,000kms
Don’t do what many people do and fit one after a breakage…
30mm belt tensioner bearing: £45
This bearing will work with and is an upgrade to earlier kits sold Pre-2012
Vernier pulleys £240
For standard 19mm cambelt, black centres are now blue.
Unique pin and hole system – find the next available hole, push in the pin, loosen and twist pulley till it engages and has moved precisely one degree.
Balancer shaft replacement kit:
19mm wide belt kit: £160
25mm wide belt kit: £180
The ideal set up if you are re-building your engine and want to get rid of the balancer shafts, this is a complete kit of several parts (not pictured) with everything you need to do the job of removing the balancer shafts and blanking them off. It fits both the 8v and the 16v engines. The whole kit is CNC precision machined and the bearing holder is anodised for long life and to keep your engine bay tidy.
Can be fitted with ordinary workshop tools, no machining is needed.
This kit cannot be fitted whilst the engine is in the car.
Instructions are supplied.
Available in many different levels: Road medium, fast road/track and full race, made from steel billet, all the same price. Read about our camshafts here:
High performance Inconel exhaust valves and stainless steel inlet valves, swirl polished, back cut, lightened heads.
Black nitrided inlet x8 £200.00
Inconel exhaust x8 £260.00
Over sized Nimonic valves (for big valve conversions) available, please ask for prices.
Valve stem oil seal £1.50 each
Solid camshaft Buckets and top hat shims
Cuts down valve train weight dramatically and helps prevent power robbing valve bounce at high RPM
Coated in Balinit C (similar to DLC).
Under bucket shims
Uprated springs and retainers for higher lift cams.
Gasflowed/ported cylinder heads
Re-worked, flowbench, road and track developed to a high standard.
New aluminium/bronze guides all round, 3 angle seats, appreciable increase in airflow at all valve lifts.
Power increase circa 15 – 20% dependant on accompanying modifications.
£550 +VAT + a head to work with.
What goes into one of our heads?
First the head is dismantled and cleaned thoroughly in solvent before being rinsed. It is then examined and pressure checked before being ported, flow balanced and new valve guides fitted . The valve seats are then re-cut 3 angle, back cut put on inlet valves, guides are brush honed and face resurfaced before having its final wash.
As an extra to the above the head can be assembled and shimmed before being carefully packed ready for shipment or fitting. This whole process takes days of work.
Widely considered to be a black art, the porting or gasflowing of a head does not mean simply grinding out or polishing the ports and hoping for the best, in the hands of an amateur quite often the head can be made to work less efficiently than it did before.
The shape and finish of the ports in these heads is the result of a lot of time on our flow bench, on running engines and is produced to individual specifications – a head for a 360bhp engine wouldn’t be the same as one for a 650bhp one which is why a CNC ported head is not a good idea and that’s before we consider (due to core shift and changes over the years) one head is never the same as another.
Forged pistons and rods
Wossner, Piston set: £650
Made to a newer, better bespoke design than their other pistons (below) these are the one to have and feature:
84.4 and 84.6 bore sizes only.
These are the best off-the-shelf pistons you can buy, I fit them in most engines these days.
£1000 for four rods and Wossner pistons (everything in picture)
Wossner forged pistons: £530 bore sizes 84, 84.2, .4, .6 and 84.8mm
Wossner Steel rods: £730
Forged steel rods: £420
Shot peened forged steel includes ARP bolts.
We have been selling and fitting these ourselves for a couple of years now with not one problem, they are extremely strong and accurate.
Long rods £420
4mm longer than standard, H beam, includes ARP bolts, these will need a non standard piston design.
Uprated upper sump gasket integrale: £25
Tired of seeing oil oozing out of that tired old crappy soggy gasket? Here is a permanent fix, a reinforced heavy duty gasket.
Fit one now and forget about oil leaks from your upper sump. I fit these on all new engine builds.
Solid so you can get some tension on the fixing bolts and they don’t come loose.
Bi-Metal crank bearings:
A good quality bearing, we have used these in many high powered applications.
Crank mains: £45
Connecting rod/big end £40
Thrust washer £12
Tri-metal full race crank bearings:
Crank mains: £130
Connecting rod/big end £110
High capacity oil filter £15
Much more filtration capacity, the all important anti-drain back valve and higher by-pass pressure release than the original. The best oil filter you will ever buy for this engine.
Made by MANN filters, high capacity is on left, OE Lancia item on the right.
What does that mean? Not convinced? Read here for expert advice: http://www.bobistheoilguy.com/forums/ubbthreads.php?ubb=showflat&Number=309756