We need a new, not used crank shaft to a Fulvia 1600 HF Variante 1016. It is a special crank shaft, used only on this type of engine. Do you know where we can find one?
I would like to ask Roberto Casseta where he belives we can find a crank shaft but I can not find Roberto. Help!!
Bengt Gustavsson
Svenska Lanciaklubben
New crank shaft to a Fulvia 1600 HF Variante 1016
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Paul de Raymond Leclercq
Re: New crank shaft to a Fulvia 1600 HF Variante 1016
Ha-ha-ha-ha-ha!
Seriously this is the response Harry Manning used to give when asked if he had an aluminium bonnet for sale (this was 1988!).
And seriously again, please tell me how the VAR 1016 crank differed from the standard item. I have been told that the standard crankshaft was nitrided but that the steel used was not the equivalent of the English EN40B "Nitralloy" (Chrome/Manganese/Molybdenum steel) but probably something like EN19 , a lower-grade nitriding steel.
Was the VAR 1016 crankshaft made from EN40B or equivalent - and perhaps it was fully machined like a B20 crankshaft?
And since I have only heard of crankshafts breaking due to extreme circumstances (one, someone changed into second instead of fifth and two, the brass tube nut that holds the timing chain tensioner spring came loose and jammed itself into the works) I wonder why you specifically need the VAR1016 item?
I am really interested in this topic, so would be grateful for any information.
Best wishes and good luck in your search - after 21 years of Fulvia ownership, the first time I have seen VAR1016 stamped on an engine was when I saw No 14 at the Fulvia 40 celebrations in Turin in September this year.
PdeRL (aka VAR1016)
Seriously this is the response Harry Manning used to give when asked if he had an aluminium bonnet for sale (this was 1988!).
And seriously again, please tell me how the VAR 1016 crank differed from the standard item. I have been told that the standard crankshaft was nitrided but that the steel used was not the equivalent of the English EN40B "Nitralloy" (Chrome/Manganese/Molybdenum steel) but probably something like EN19 , a lower-grade nitriding steel.
Was the VAR 1016 crankshaft made from EN40B or equivalent - and perhaps it was fully machined like a B20 crankshaft?
And since I have only heard of crankshafts breaking due to extreme circumstances (one, someone changed into second instead of fifth and two, the brass tube nut that holds the timing chain tensioner spring came loose and jammed itself into the works) I wonder why you specifically need the VAR1016 item?
I am really interested in this topic, so would be grateful for any information.
Best wishes and good luck in your search - after 21 years of Fulvia ownership, the first time I have seen VAR1016 stamped on an engine was when I saw No 14 at the Fulvia 40 celebrations in Turin in September this year.
PdeRL (aka VAR1016)
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1017
Re: New crank shaft to a Fulvia 1600 HF Variante 1016
So why didn't you "whip the sump orf" No 14 while you were in Turin, huh?
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Randy Adams
Re: New crank shaft to a Fulvia 1600 HF Variante 1016
I guess some things just don't translate.
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Paul de R. Leclercq
Re: New crank shaft to a Fulvia 1600 HF Variante 1016
Further thoughts on the crankshaft problem:
I have the factory technical data book; undersized bearings were never officially offered for any 1600 models. The fact that Vandervell made them is another matter of course! At work (Evolution Engineering) we have 0.030” bearings in stock.
This all hinges around the nitriding process. Nitiriding is usually done to a depth of 0.020” (0.5mm), so it is easily seen why undersizes were not specified.
My present crankshaft has -020” (0.5mm) big ends and standard mains. I have driven this engine very hard. The big-ends are perfect but the centre main (as usual with Fulvias) is worn. I will regrind the crank so that the main bearings are -.020”
Doug Nye in his excellent BRM books, mentions that Nitrided crankshafts should not be ground – according to Tony Rudd (Rolls-Royce, BRM and Lotus) R-R would never permit aircraft cranks to be ground after nitriding because it is supposed to lead to cracking. My crankshaft has not cracked (and once when the throttle stuck it saw revs that it should never have seen!). Another point, the factory said that big-end bolts should never be re-used – again I have had no trouble!
All Fulvia crankshafts were made from steel forgings: casting was not in those days considered suitable for a proper engine and machining from a steel billet is reserved for small quantity production and not as good as forging. It is worth remembering that even the humble Morris Oxford had a forged steel crankshaft (though not of course nitrided). The Mini Cooper S cars on the other hand, had excellent crankshafts, made from EN40B steel and nitrided.
The “normal” 1600 crankshaft is not fully machined – that is, the surfaces of the webs are left in the “as forged” finish. Crankshafts for B20, Flaminia, were machined all over so all surfaces of the crankshaft were shiny – they were lovely things. Is the VAR1016 crank like this? If it isn’t ,then I think it most likely that standard 1600 cranks were used, unless of course they were made from different material as I suggested before.
I have a Fanalone crankshaft (it’s my spare); apart from the size of the spigot bearing, it appears to be identical to a S2 1600 crankshaft.
Paul
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Bengt Gustavsson
Re: New crank shaft to a Fulvia 1600 HF Variante 1016
Case closed. Thanks Paul!
Bengt Gustavsson
Bengt Gustavsson