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Hello.

I have two Solex 26/35 CSIC carburettors, one installed on car and another one that I have never tested. These are their characteristics:

Installed one (corresponds to a very late model, therefore a bit of mpg conscious): 
Primary venturi bore: 18 mm
Secondary venturi: 26 mm
Primary main jet: 102
Secondary main jet: 90
Idle jet: 39
Primary air correction jet: 1F2
Secondary air correction jet: 2AA
Pump injector: 1 (¿35?)
 
The one I have never tried: 
Primary venturi bore: 21 mm
Secondary venturi: 24 mm
Primary main jet: 120
Secondary main jet: 70
Idle jet: 40
Primary air correction jet: 1F2
Secondary air correction jet: 2AA
Pump injector: 40
 
My engine has the biggest compression ratio allowed by Tech Regulations and also the Club camshaft. Currently I am using the carburettor standard settings, but I believe there is some improvement available on this matter. My first idea is to switch to the second carburettor as it has more air pass, but I do not know what to do with the jets.

Does anybody have any advice about this topic that can be shared?

Thanks in advance and best regards,

José M. Oliva

Difference in development between 145 R 15 and 145/65 R 15 is 7%, so I do not see it as big issue.

Hello.

We have just come back from 8 hours racing at Paul Ricard and I have a couple of questions/comments to share. It has been the first time we have tried the high compression ratio and Club cam engine.

Question:
We have found the oil to be extremely (and worryingly) thin when hot.  It was a good quality and completely new 20W50. Outside temperature was around 20ºC, so quite decent. Have you experienced this and have any oil suggestion to improve?

Comment:
Due to the unavailability of 145 R 15 Firestones, we decided to fit 145/65 R 15 Vredesteins Quatrac (Smart Fortwo size) instead. We have found the car to be much more predictable when cornering and healthy at limits. Moreover, we noticed that our car was fitted with a fourth gear! If you face supply shortness with 145 R 15, this is an option I would recommend.

Thanks and regards,

José M. Oliva
Madrid (Spain)

Yours is a real NOISE, mine was much more subtle.

Finally I had to dismantle again the rebel cylinder as noise was reluctant to dissappear totally. Once again I found traces of piston to head contact, so I removed with emery and now everything goes fine.

Paul, I didn't have barrels honed but now I think it could have been a wise decission. After 250 km run-in the engine has burned a little oil, so I will keep an eye on it. Good news is that after this process now I am an expert in dismantling barrels with engine in car...

Regards,

José

Hello everybody and happy new year.

I have just finished my engine and have found pistons "kissing" heads (not valves) at TDC. The story is as follows:

I rebuilt the engine fitting new pistons and barrels. Pistons are 9:1 compression ratio ones made in Argentina (Kereben) and so are barrels. These have been machined to the Tech Regs minimum allowed distance (395,50 mm top of barrel to top of barrel).

Engine turned normally by hand and you could notice nothing. Once the car started, the noise was a bit of a diesel, with a slight clack-clack-clack coming from both head covers. I was afraid of valve to piston contact, because I have fitted a new Club camshaft too.

Then I dismantled both cylinder heads and found signs of slight contact between pistons and heads on both cylinders at the area opposite to the spark plug. I removed these traces with just emery cloth and refitted everything.

After doing that the noise has totally dissapeared on one side, remaining at the other. After some time at fast idle and a brief drive (max. 4000 rpm) through the neighbourhood this has nearly completely dissapeared too.

After this explanation my question is: has anybody experienced this issue before? What amazes me is the incredibly close tolerance between pistons and heads that you can get them in contact by removing such a little amount of material from the barrels (with 9:1 and not 8,5:1 pistons, I know). Perhaps not a very accurate machining job with the barrels?

Thanks for your comments and best regards,

José M. Oliva
Madrid (Spain)

After two months trying, I must admit it is impossible to buy Lumenition both from the Club and from ECAS.

Does anybody know any other source to get the Lumenition approved system?

Apparently, there are two different models for the 2CV, called ZD and MM. Does anybody know which is the correct one?

Many thanks,

José

Hello again,

I have received my camshaft regrinded from Kent Cams (no. 187) and have finished installation by matching both crankcase halves again.

Now I do need to get in contact with Wayne Cowling to ask for a Club Lumenition but the email passed by Trevor Williams does not seem to work. I suppose now he has won the 24hr event it is going to be even more difficult...

Can anyone pass me any other email of Wayne or suggest any other way to buy one Lumenition from the Club?

Thanks in advance,

José

This is what I need:

Qty   Ref   Description
1   98960   Barrel and piston set 9,0:1 compression ratio
1   808ZD   Lumenition 2CV Racing Club approved ignition system complete including removal of advance weights
2   00910   Gasket, exhaust manifold to cylinder head
2   00905   Gasket, inlet manifold to cylinder head
4   00916   Cam follower (standard)
1   00911   O-ring oil pump cover to crankcase
1   00912   O-ring oil strainer to crankcase
1   71902   Piston ring set 602 cc late 76 onwards (8,5:1 to re-use my current set)

Best regards,

José

In line with this...

I have asked ECAS for a very simple quotation and availability (prior to ordering) nearly one month ago without success. I need the parts to build my engine during my summer holidays but now it is clear I won't be able to do so, despite of repeating the request twice during this period.

Any suggestion?

Jose M Oliva
Madrid (Spain)

Trevor and all the rest,

I have tried to contact Wayne Cowling by e-mail with no success. I do not know if his e-mail is active.

Meanwhile I have asked ECAS too, but I would like to know if there is any price difference with the Club.

Many thanks,

José

Hello again and thanks for your answers.

The main reason to be tempted by Lumenition is because my original system does not seem to follow the theoretical advance curve as RPM increase (due to weights, I suppose) so you can only adjust it properly on one single point of the entire curve. I guess Lumenition avoids this by having the ignition diagram electronically programmed.

I have already emailed Kent Cams to ask for price, delivery time and so on, and I have my original camshaft ready for delivery. Who should I contact to buy Lumenition from the Club?

Thanks a lot,

José

Hello everybody.

As I am new to the forum, please let me introduce myself and my team first. We are four guys from Madrid (Spain) involved in classic rallying and racing during our spare time and with a long term project: travelling and competing in your 24hr race someday. We have a currently half-prepared car which nowadays is as reflected in the attached photos.

Recently we have removed and dismantled the standard engine (used up to now) and want to prepare it accordingly with the Tech Regulations during this summer holidays. For this purpose we need first to get the two specific Club items: Lumenition and camshaft.

I would appreciate very much if somebody could advise me where to buy these two specific parts.

Many thanks in advance and best regards,

José