The engine rebuild has taken longer than expected due to some delays sourcing parts and because the crankshaft needed attention. The engine is now being assembled and an update is coming.
Saturday, December 26, 2009
Friday, September 11, 2009
Engine rebuild, part two
As the accessories and sheet metal came off, the details began to reveal themselves. Present is the correct 'siamesed' 695 cylinder, cast as a single unit unlike the stock Fiat 500 cylinders which are separate.
Under the valve cover was the telltale blue color of Abarth valve springs, and an extensively modified rocker assembly running on needle bearings. The before picture:
...and the rocker shaft after cleaning & inspection. As far as I know the stock 695 used a fairly standard Fiat 500 rocker assembly, so this must be a later addition.
Cylinder head was disassembled and thoroughly inspected, and required only minimal work to be put back in good order. No, the valves couldn't be any larger.
The proper Abarth 206 camshaft (tipo 206 was the designation for 695 series engines).
More to come.
Under the valve cover was the telltale blue color of Abarth valve springs, and an extensively modified rocker assembly running on needle bearings. The before picture:
...and the rocker shaft after cleaning & inspection. As far as I know the stock 695 used a fairly standard Fiat 500 rocker assembly, so this must be a later addition.
Cylinder head was disassembled and thoroughly inspected, and required only minimal work to be put back in good order. No, the valves couldn't be any larger.
The proper Abarth 206 camshaft (tipo 206 was the designation for 695 series engines).
More to come.
Thursday, September 3, 2009
Engine rebuild, part one
It didn't take much time behind the wheel to determine that this engine was tired. It was hard to start, leaky, and loud - but not in a good way. Amazingly it still made excellent power, so I was anxious to put it back into good fettle and see how it goes.
It also looked rough, as several months languishing in a seaport awaiting shipment to the USA had left every fastener with less than ideal plating - meaning all of them - with a uniform layer of surface rust. The engine sheet metal was also painted a rather undignified shade of school bus yellow. Something had to be done.
I was interested in seeing what was on the inside. The obvious worry with a production-based car is that along the way the special Abarth parts might have been replaced with something more mundane. Fortunately that was not the case. More to come.
It also looked rough, as several months languishing in a seaport awaiting shipment to the USA had left every fastener with less than ideal plating - meaning all of them - with a uniform layer of surface rust. The engine sheet metal was also painted a rather undignified shade of school bus yellow. Something had to be done.
I was interested in seeing what was on the inside. The obvious worry with a production-based car is that along the way the special Abarth parts might have been replaced with something more mundane. Fortunately that was not the case. More to come.
Monday, February 2, 2009
Improvements
This undated photo shows more changes accumulated over the decades, some good and some, well..
It is unknown when and by whom the air intake ducts were added, and without a wind tunnel it's hard to tell if they have any significant effect, but the craftsmanship is superb. The non-original Campione del Mondo and '695' emblems added to the flanks will be addressed, i.e. removed, as restoration progresses.
It is unknown when and by whom the air intake ducts were added, and without a wind tunnel it's hard to tell if they have any significant effect, but the craftsmanship is superb. The non-original Campione del Mondo and '695' emblems added to the flanks will be addressed, i.e. removed, as restoration progresses.
Monday, January 26, 2009
Some history
Please excuse the long delay between updates. There is a backlog of material to be posted.
As told by the original driver, his first mechanic and tuner was Di Stefano. With much skill and creativity they managed to extract good performance from the car, but a limited budget kept them from top finishes. After some time the decision was made to entrust the car, along with a lot of money, to Giovanni Saccone who was among the most highly regarded tuners in Italy.
In order to remain competitive the mechanical specifications evolved over time. This photo is undated, but shows the engine configured more or less as it is today. Visible are the Weber DCOE carburetor on Abarth intake manifold, aftermarket cog belt drive for the accessories, electronic ignition, and lines for an external oil cooler and remote filter assembly.
As told by the original driver, his first mechanic and tuner was Di Stefano. With much skill and creativity they managed to extract good performance from the car, but a limited budget kept them from top finishes. After some time the decision was made to entrust the car, along with a lot of money, to Giovanni Saccone who was among the most highly regarded tuners in Italy.
In order to remain competitive the mechanical specifications evolved over time. This photo is undated, but shows the engine configured more or less as it is today. Visible are the Weber DCOE carburetor on Abarth intake manifold, aftermarket cog belt drive for the accessories, electronic ignition, and lines for an external oil cooler and remote filter assembly.
Monday, April 14, 2008
Mystery
This photo is a bit of a mystery, identified as a race in Ganzirri (Messina). There was a Circuito Laghi di Ganzirri during the late 1950s to early '60s. It was briefly reopened in some form in 1971, but a spate of racing fatalities closed it permanently. Obviously if this is Laghi di Ganzirri it could only be 1971.
Sunday, April 13, 2008
Some background
This car is based on the Fiat 500F chassis, which differed from earlier Fiat 500 models with its conventional non-suicide doors. The Abarth 695 differed from a standard Fiat not only in displacement (~700cc versus 500cc), but in numerous other details. Available options included wider fenders, disc brakes, 10" Campagnolo wheels and a five speed gearbox.
The original registration date of this car was May 2, 1968. The registration reflects the fuel type (benzina), bore and stroke (76mm/76mm), total displacement (689,5cc), and a four speed gearbox. Abarth advertised 695 output as 38 CV.
The car was actively raced between 1968 and 1974, after which the 700cc class more or less ceased to exist. This racing history is partially documented in the Elvio Deganello - Renato Donati book Abarth 595/695:
3° Coppa Val d'Anapo-Sortino. Sortino, 6 Ottobre 1968
12° Coppa Belmonte Città di Avola. Avola, 23 Marzo 1969
XIII Coppa Monti Iblei. Ragusa, 20 Luglio 1969
XV Trapani-Monte Erice. Trapani, 10 Agosto 1969
2° Salita Cefalù-Gibilmanna. Cefalù, 31 Agosto 1969
IV Val d'Anapo-Sortino. Siracusa, 12 Ottobre 1969
28° Corsa del Monte Pellegrino. Palermo, 14 Giugno 1970
XIV Coppa Monti Iblei. Ragusa, 6 Settembre 1970
XVII Coppa Nissena. Caltanissetta, 13 Settembre 1970
Corsa dell'Etna. Catania, 20 Settembre 1970
V Coppa Val d'Anapo-Sortino. Sortino, 4 Ottobre 1970
XV Coppa Monti Iblei. Ragusa, 5 Settembre 1971
XVIII Coppa Nissena. Caltanissetta, 26 Settembre 1971
30° Corsa del Monte Pellegrino. Palermo, 25 Giugno 1972
Trofeo Scuderia Etna. Pergusa, 27 Agosto 1972
XXIII Catania-Etna. Catania, 17 Settembre 1972
XIX Coppa Nissena. Caltanissetta, 24 Settembre 1972
VII Val d'Anapo-Sortino. Siracusa, 1 Ottobre 1972
Nicastro-Acquaviva. Catanzaro, 29 Aprile 1973
3° Trofeo Scuderia Etna. Pergusa, 14 Luglio 1974
XXV Corsa dell'Etna. Pergusa 15 Settembre 1974
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