Hello gentlemen,
I'm new here. First I would like to introduce myself with a few words. I'm from Germany and my hobby is working on old Renault R4 cars. Especially "tuning" based on engin conversions. If you don't count the Alpine engines, the biggest engine avalible in Westeurope ist the Renault C1/2/3J with 1390/1397 ccm. I developed a lot of tricks and ideas to rebuild this engines in a way, that tey fit into the old model with engine "the long way" and gearbox in front.
But since several years I think about improving this engine (wich is very similar to the Dacia 1400) with pistons, liners and crankshafts from the 1557 ccm model.
But there is two versions of the "set motor 1600". As far as I understand the "footsealings" of the liners can be copper-sealings or rubber rings.
http://www.bestautovest.ro/piese-auto/pies...motor.html?p=12
I guess the high of the liner might be different too. Can anybody explain the differences in detail to me?
Three more questions: Has there been a 1557 modell with carburator (not injection)?
Is it true that the cilinderhead of the 1557 ccm model has bigger valves than the 1400?
Does anyone know where to get the screws for the conrods?
Im looking forward to get advice from the experts here, best greetings Olaf
[attachmentid=1628071943]
Full Version: pistons and liners Dacia 1600
DaciaClub - Forum Dacia > Celelalte modele Dacia - 1100, Berlina, Papuc, Nova > Probleme tehnice - Dacia Clasic
Welcome,
I'm sure you will get better answers then mine.
Three more questions: Has there been a 1557 modell with carburator (not injection)?
yes, a Solex type double body -2barrel carburetor. You can also install normal carburettor on it with a flange.
Is it true that the cilinderhead of the 1557 ccm model has bigger valves than the 1400? Afaik, only for intake, not for exhaust.
Exhaust are the same = 30,3. intake 1,4 = 33,5 ; 1,6 = 34,6.
you can buy here a working 106 engine for 2-300eur and a whole Dacia car for 500eur.
Beware, the cranckshaft bearing is larger for the 1557 engine and it's family. AFAIK it is 54 versus 46mm
I'm sure you will get better answers then mine.
Three more questions: Has there been a 1557 modell with carburator (not injection)?
yes, a Solex type double body -2barrel carburetor. You can also install normal carburettor on it with a flange.
Is it true that the cilinderhead of the 1557 ccm model has bigger valves than the 1400? Afaik, only for intake, not for exhaust.
Exhaust are the same = 30,3. intake 1,4 = 33,5 ; 1,6 = 34,6.
you can buy here a working 106 engine for 2-300eur and a whole Dacia car for 500eur.
Beware, the cranckshaft bearing is larger for the 1557 engine and it's family. AFAIK it is 54 versus 46mm
Welcome to our community. 
Our engines,both 1.4 and 1.6 L had the 'footsealing' either rubber or copper.You can gues which one was more efficient.
If you have the engineblock made for copper,you must use only a copper engine kit sealing,and viceversa.I gues this is the tipe of sealing on your engineblock.The conversion is plug and play(the height of the cilinder on the level of the block is the same).
1)Yes.But it's preety much the same with the fuell injected one.
It used a 2-barrel Carfil carburetor(derived from Solex).We also used 1-barrel one,but with poor results.
2)Almost correct.Only the intake valves are bigger(read dizzy's post for exact diameter).
3)Hard to say.Even here it's difficult to find some parts for our Dacia's....
By the way,the engine from the foto is restored by you?Look's amazing!
P.S-here,a working 1.6L Dacia engine is about 50-100E(even less),not 2-300E.
Our engines,both 1.4 and 1.6 L had the 'footsealing' either rubber or copper.You can gues which one was more efficient.
If you have the engineblock made for copper,you must use only a copper engine kit sealing,and viceversa.I gues this is the tipe of sealing on your engineblock.The conversion is plug and play(the height of the cilinder on the level of the block is the same).
QUOTE(elch101 @ 30 Sep 2017, 13:44)
Three more questions:
1)Has there been a 1557 modell with carburator (not injection)?
2)Is it true that the cilinderhead of the 1557 ccm model has bigger valves than the 1400?
3)Does anyone know where to get the screws for the conrods?
1)Has there been a 1557 modell with carburator (not injection)?
2)Is it true that the cilinderhead of the 1557 ccm model has bigger valves than the 1400?
3)Does anyone know where to get the screws for the conrods?
1)Yes.But it's preety much the same with the fuell injected one.
It used a 2-barrel Carfil carburetor(derived from Solex).We also used 1-barrel one,but with poor results.
2)Almost correct.Only the intake valves are bigger(read dizzy's post for exact diameter).
3)Hard to say.Even here it's difficult to find some parts for our Dacia's....
By the way,the engine from the foto is restored by you?Look's amazing!
P.S-here,a working 1.6L Dacia engine is about 50-100E(even less),not 2-300E.
Thank you very much - I didn't expect such competent answers so fast.
About buying a used engine or the hole car: I'm thinking about both. Best would be to buy a car and fill it with engines as much as the axels can take :-). But it's a logistical problem. At the moment it is much easyer for me to ask some friends that visit Romania regulary to bring me the spare parts. And - I didn't tell that - I need one engine set to rebuild a Alpine Turbo engine. I have in mind to rebuild it as a longstroke engine but without the turbo. Of course I don't know if the pistons will like 120+ hp but I woulkd like to try.
In our engines the didn't use copper sealings since the early 70s. The 1.4 l engine has very thin rubber O-rings. They work perfect. Never problems with them.
I didn't understand the thing about the crancshaft bearings. As far as I know the conrods from the 1.4 l engine can be used for the 1.6 conversion and the longstroke crankshaft fits into the 1.4 shortblock. A friend of mine did the conversion sucsessfull but he bought his parts in Turkey (bäh).
Can you tell me the name or number of the two-barrel carb?
And, as we are here yet, did Dacia use different cams for 1300, 1400 and 1600 ccm engines? Renault had a very hot cam, near to race, in the 1300 engines (often combined with a reduced single carb wich makes absolutely no sense) but a smooth torque-optimized cam in the bigger engines.
I rebuild the engine shown on the picture for a friend of mine. Usually I collect the bare metall parts of three or four engines and gearboxes and than I take them to sandblasting and to a little galvanic factory. That gives them the better than new optic for 25,- Euro per engine.
And here is how the project started:
[attachmentid=1628071985] [attachmentid=1628071985] [attachmentid=1628071985]
30 Sep 2017, 23:34:
Oh - I'm sorry. That seems to be two pictures to much.
About buying a used engine or the hole car: I'm thinking about both. Best would be to buy a car and fill it with engines as much as the axels can take :-). But it's a logistical problem. At the moment it is much easyer for me to ask some friends that visit Romania regulary to bring me the spare parts. And - I didn't tell that - I need one engine set to rebuild a Alpine Turbo engine. I have in mind to rebuild it as a longstroke engine but without the turbo. Of course I don't know if the pistons will like 120+ hp but I woulkd like to try.
In our engines the didn't use copper sealings since the early 70s. The 1.4 l engine has very thin rubber O-rings. They work perfect. Never problems with them.
I didn't understand the thing about the crancshaft bearings. As far as I know the conrods from the 1.4 l engine can be used for the 1.6 conversion and the longstroke crankshaft fits into the 1.4 shortblock. A friend of mine did the conversion sucsessfull but he bought his parts in Turkey (bäh).
Can you tell me the name or number of the two-barrel carb?
And, as we are here yet, did Dacia use different cams for 1300, 1400 and 1600 ccm engines? Renault had a very hot cam, near to race, in the 1300 engines (often combined with a reduced single carb wich makes absolutely no sense) but a smooth torque-optimized cam in the bigger engines.
I rebuild the engine shown on the picture for a friend of mine. Usually I collect the bare metall parts of three or four engines and gearboxes and than I take them to sandblasting and to a little galvanic factory. That gives them the better than new optic for 25,- Euro per engine.
And here is how the project started:
[attachmentid=1628071985] [attachmentid=1628071985] [attachmentid=1628071985]
30 Sep 2017, 23:34:
Oh - I'm sorry. That seems to be two pictures to much.
QUOTE(elch101 @ 1 Oct 2017, 00:33)
1)Can you tell me the name or number of the two-barrel carb?
2)And, as we are here yet, did Dacia use different cams for 1300, 1400 and 1600 ccm engines? Renault had a very hot cam, near to race, in the 1300 engines (often combined with a reduced single carb wich makes absolutely no sense) but a smooth torque-optimized cam in the bigger engines.
2)And, as we are here yet, did Dacia use different cams for 1300, 1400 and 1600 ccm engines? Renault had a very hot cam, near to race, in the 1300 engines (often combined with a reduced single carb wich makes absolutely no sense) but a smooth torque-optimized cam in the bigger engines.
1)Yes.Its a Carfil 28/30 DCI derived from Solex,model initialy used on Oltcit car wich also is derived from Citroen Axel...
If proper adjusted,is a good carburetor.If not,you can easly trow your car in the Elba river...
2)No,unfortunetly...
They used the same crap from the start until the end,in 2004 on all engines.Plus,we didn't had available on the market modified camshafts,only the ones who worked in the factory could have this goodies.Also the competition cars could benefit this tipe of 'improvement'.I gues de camshaft you are referring is the one from the Renault 12 TS,or 5 Alpine.Am I right?
This is how it look's a brand new two-barrel Carfil carburetor.[attachmentid=1628071986] [attachmentid=1628071987] [attachmentid=1628071988]
i was talking about bearings 1 2 3 4 5 6
you can have an engine or whole car delivered to .de, no need to drive it.
you can buy almost any part online and have it delivered as long as you know it's name in ro language.
you can have an engine or whole car delivered to .de, no need to drive it.
you can buy almost any part online and have it delivered as long as you know it's name in ro language.
I know it sounds a little strange but about one year ago a romanian friend of mine asked several big online stores about delivering parts to Germany (+ - 1000,- Euro, no big deal but more than peanuts) and they were not interested at all.
The Renault cams: The Alpine cams are completely different due to the different head design. The cam timing is 30-72-72-30 (Athmo). This timing doesn't fit the serial two-barrel carb, the disign is made for 4 single or 2 double-carbs.
All 1289 ccm engines have 22-62-65-25. Same problem like the Alpine: The cam doesn't fit a two-barrel carb to well. A big loss of midrange torque is the result.
The same cam was used on some 1397 ccm engines with 72 hp.
The usual cam for 1397 ccm is 12-56-56-12 (64 hp with two-barrel carb/55-60 hp with a single carb).
On the 1397 ccm engine you don't feel the 8 horses more with the "hot" cam very much because there is as well a loss of midrange power.
I tried a lot of different cams, carbs and even gearboxes and the result was that a 64 hp engine with a "smooth" serial cam works best. But I guess things might be different with 1557 ccm.
I'm looking forward to it :-)
The Renault cams: The Alpine cams are completely different due to the different head design. The cam timing is 30-72-72-30 (Athmo). This timing doesn't fit the serial two-barrel carb, the disign is made for 4 single or 2 double-carbs.
All 1289 ccm engines have 22-62-65-25. Same problem like the Alpine: The cam doesn't fit a two-barrel carb to well. A big loss of midrange torque is the result.
The same cam was used on some 1397 ccm engines with 72 hp.
The usual cam for 1397 ccm is 12-56-56-12 (64 hp with two-barrel carb/55-60 hp with a single carb).
On the 1397 ccm engine you don't feel the 8 horses more with the "hot" cam very much because there is as well a loss of midrange power.
I tried a lot of different cams, carbs and even gearboxes and the result was that a 64 hp engine with a "smooth" serial cam works best. But I guess things might be different with 1557 ccm.
I'm looking forward to it :-)
This is a "lo-fi" version of our main content. To view the full version with more information, formatting and images, please click here.