Have it Dyno'd by another shop, show the graphs side-by-side. Clearly you did not misrepresent, but, for the sake of full disclosure and enlightening it would be very interesting to see a dyno on different equipment. No one faults you. We are all quite curious.

@@amgguy4319 Thanks. I'm planning on doing that, until than I have great bragging numbers.😜

Wow an rattling engine after an "profesional" rebuild is very annoying. I think your d.i.y. rebuild will be more successful !!!!💪 Good luck.

Thanks. For now I'm not planning on doing a video on the injection system as I'm not an expert on this subject. For my daily driver I used a centrifugal pump from a Alfa 75 TS and mountend it to the fuel pickup line in the tank( the tank gauge sender unit )and also solderd a return pipe on this unit.( very fiddly ) For my track day car I used a pump/sender unit ( same centrifugal pump) from an S4 spider and welded a return line on the tank. These centrifugal pumps feed a standard inline roller vane fuel pump

​@@nord.tuning Thanks for the information. Your fuel pump set up worked for the Spider and I guess you're not getting any starvation issues with your trackday car, so no need for surge tank complications. I'd looked at brazing a return line through the S4 Spider sender unit but heat would be an issue on the electrical connectors. I'll give solder a shot. Cheers.

@@Nick_T105 I have soldered it with copper, even with tin/lead ( to weak I think ) heat will always destroy your electrical connections. Removing the tank, fill it with water and weld on a return line, and drying it with a heat gun was the solution I chose for my trackday car. And yes no issues so far.

Hi Joseph, Wow 50 psi is really low, did you have the throttle open when testing? Always use new piston rings and always hone the cylinders for proper bedding in of the rings, Use hone oil or something like that and a battery powered drill they turn slower so it's easier to make a nice cross patron. ' Iff after honing there is still an untouched airia at the top of the cylinders that's normal your not resizing just making it possible for the rings to bed in, personally I like the hastings rings they have nice 3 piece oil rings for good oil control, only they are harder to instal. I won't be drilling the extra oil supply to the main, I have not experienced any lubrication problems there. Are you gonna use the spica system after the rebuild? greetings, Otto

Well that's the question I'm trying to answer in the course of this video series and can not answer jet. The 75 2l (116.55.032.00.08 ( it was only used on the inlet) ) cam seems a save bet, 11.5 lift and little more duration then the stock cam, but maybe not the power gain you are looking for. It also seems that the exhaust needs a milder cam than the inlet to keep more torque down low. The fore last engine in my track day car could do city driving and thake full throttle from 2000 RPM. It had stock heads cb 48 and cb 47 cams, only to make it work I modified the inner wing so I could fit 75mm airhorns used a 123 programable ignition with vacuum advance and the exhaust header was a bit smaller then the alfaholic header. I also spent a lot of time getting the carburetors set up right. Good luck choosing your cams

the inlet cams of the 2l 75, 2l motronic and the 2l twinspark all have the same lobe whit 11,5 lift and a bigger base diameter of 29.6mm vs 27,7 stock 2l. For the motronic head you can see that the housing around the inlet valve bucket is lower then on the exhaust side So yes you can run an inlet cam up to 11,5 lift. you could use a motronic inlet cam and don't use the variable timing. ( 2l 75 cams ( 116.55.032.00.08) are rare ) I believe the motronic valve springs are also heavier at 104 pounds at 1 inch length vs 87 pound for stock springs not completely sure here.

@@nord.tuning I will check more closely but my head is from a S3 L-Jetronic with VVT not from a S4 Motronic, unfortunetly will be not the same base diameter. Thanks

@@fmb9429 O sorry I use the term motronic for engines fitted with the higher compression "motronic"pistons not quite correct. One engine I have is from a alfa 90 with two sensors on the flywheel so this a L-jetronic I assume ? fill me in on this. The "motronic" VVT cam I measured has number 116.8003.200 01. If you measure the base diameter with a caliper you get 29,7 + 2x0,21(ramp)=30,12mm

​@@nord.tuning Hi, yes this engine has two sensors on the flywheel. I know so closely because the engine didn't start after my 'rebuilding'.Just wired both sensors incorrectly. When i put it in the correct order the engine fired up as it should 😅

De throttle body's zijn van kms ( gelijk de fuel rails mee bestellen ) en de spacers zijn de aluminium vervanging delen voor de rubbers tussen de carburateurs zoals aangeboden door verschillende alfa specialisten. Ik heb geen video's over het injectiesysteem gemaakt, ik ben geen expert op dit gebied maar mocht je vragen hebben...........

@@nord.tuning Bedankt! Lijkt toch goed gelukt te zijn ;) Eind vd zomer ga ik mn blok onder handen nemen t.z.t eens kijken wat ik allemaal tegen ga komen

The 105 reveres to the type of car. These same engines are also used in the 75 range. Only difference : no pilot bearing in the crank and different oil pump and sump. The twinspark engine deferens on a lot more points of course.

Hello, The numbers at the dyno were 202 HP and 217Nm ( I didn't pronounce it very well and will chance the subtitles ) As I said I was not expecting these numbers and when I mentioned this to the dyno guy his comment was: the dyno does not lie. So........