Expert care for Fulvias and much more
- and now with added political incorrectness
A bit of music from the lamented Radio Blog Club
Toujours, je suis désolé pour mes amis( et amies) français(es), mais il est difficile pour moi d'écire en français. Peut-être un jour... S.V.P. regardez ce LIEN
Wednesday, February 06, 2008
Front spring specs from the factory data book Click on the image to enlarge it
In this part of my suspension “mini-series” a few words concerning springs.
First, naturally enough the front.The table here shows a range of six different specifications and a couple of observations are worth making.First notice that the Fanalone had the same front spring fitted as the SI 1200 and 1300, 1300S and 1300 Sports.Second, notice the special spring fitted only to 1200 and 1300HFs (818-140 and 340).This spring is flatter and softer than any of the others, so if you have one of these, my advice is don’t break it, as they are hardly likely to be found in your local breaker’s yard!
Not much to add about the front spring: after all they are a pain to change and as the list shows, practical choice is limited.If you do want to change one, take the greatest care as they are installed with considerable pre-load and are perfectly capable of taking your arm off.You have been warned!
Rear spring specs from the factory data book Click on the image to enlarge it
Turning to the rear, there are just five types.This time the Fanalone shares only with the SI 1200 and 1300 Zagatos (Sports) – the 1200 Zagato 818-132 gets mentioned here – and once again the early HFs have the flattest and softest springs, reflecting no doubt the reduced weight of these types.
Rear springs do corrode badly: this tendency is not helped by the plastic interleaving fitted.I have frequently rebuilt rear springs and since the plastic is usually shredded – and even if it isn’t – I discard it.I remove all the rust and if I had an industrial polishing machine I would polish all the leaves too, just like old Bugattis and Grand Prix cars.I then apply grease and Waxoyl.The simple buckle clamps (two per spring) I fix very tightly and weld up afterwards, this keeps the spring aligned and in good order.
For those who wish to lower the rear there are two approaches.First one can invert one of the leaves, usually the third counting from the bottom.Alternatively an additional leaf – a third or longer fourth - may be added at the top again inverted, which has the effect of both lowering and stiffening the rear.To do this you will need a longer centre clamp bolt, but a 6mm cap screw works perfectly.
Finally, Fulvia springs do sag and sometimes break (as do front ones sometimes).Some of the modern spring makers’ ideas of replacements are frankly laughable.I once was given an SII sedan fitted with replacement rear springs.Instead of six thin leaves they had four thick ones.The car’s ride was very hard on my liver and of course on the chassis too!
With 25 years’ experience of the wonderful Lancia Fulvia (not to mention experience of many other marques as well) I am able to offer an expert and personal service for Fulvia owners. In addition, I have some solid experience of the flat-4 Flavia and 2000 models.
I am located near Cruseilles in Haute-Savoie, about 30km from Geneva.
I am fairly well-known to Lancisti world-wide through Huib Guernink’s website http://www.viva-lancia.com/ where on the Fulvia forum, my many contributions may be seen and read. For a number of years I worked at Evolution Engineering (Lancia Specialists) in London, and was the manager there before I moved to France.
This time a 1968 Alfa-Romeo T33 Stradale; one of 18 built. This was I believe the most expensive production car in the world at the time.
A 1955 Chevrolet fitted with a Rolls-Royce Merlin aero engine. See post 6th Jan '07.
A lovely period impressionist photo of the giant FIAT at speed in Dec 1913 at Ostende. See post 2nd December '06
A shot showing the lovely detail engineering of the Lucas Injection installation on a Ferrari 512M Le Mans car (Photo by me - I did a small amount of work on this bolide!) Click on the link in the posting (24th Nov '06) for a bigger picture
The stuff of which dreams are made: a Ferrari 250 SWB lightweight. Again, no lottery win...
I removed this from the the top of the page, but it's too lovely to lose altogether!
The second in my series of monsters, this is the 28-litre FIAT S76 from 1911. See post 25th November '06
ALG & KLG Saltburn 1908 with the 200HP V-8 Darracq. See post 23rd November '06
Another snap of the monster!
A more general snap of a delightful Le Mans Ferrari. See post 27th November '06