128 1100 special exhaust header\piping

I couldn't see any of the pics. If your car has the early 4-2-1 manifold and downpipe then I think headers won't help much for street tune.
 
I believe that seller is the same as our member "128ZFA". His name is Bojan, you can email him at: info@stolesraceshop.com
And his website is: StolesRaceShop.com
Take a look at the info on his site and send him a email with any questions. He is a good guy, however he gets busy at the shop so may not get back right away. Also there can be a little bit of a communication barrier due to language differences at times. But I'm sure he can offer more info on it.
 
actually the main listing pic is gone.. but you can see some pictures in the bottom of the blank pictures frame; i just received an ebay message reply fro the seller (his name is andrea, is from croatia,but i guess it's another shop: stolerace should be in serbia..anyway it's the old yugoslavia as well..).

yes, the car has the OEM cast header, with twin pipes that goes down to the cabin floor and became 1 single pipe before the central muffler..these cast headers make me think to flow restriction.. but probably because i came from motorbikes and i'm not so inside cars tech..
 
Your current setup is considered the holy grail so don't dismiss it. If you do get headers you will have no problem selling yours as they are quite desirable. Since you come from the bike world maybe you can consider a Hyabusa conversion!
 
yes i know that USA marketed 128s had less power due environment restrictions.. my car (when new) was rated for 64hp.. but now my 1994 fiat cinquecento (unknow city car for you in the US) has 899cc version of the pushrod motor (600, 850, 127 ), single point primitive injection, rated for 39 hp and has more juice then the coupe..i love the 128, that's why i'm searching for some more driving pleasure..motor swap it's an option .. but maebe less invasive ways are available...
 
What induction set-up do you have on it? And compression ratio? You might be able to get the increase you desire with some basic "tuning" modifications; intake, compression, ignition, exhaust. The exhaust manifold you have should be good, but perhaps the rest of the exhaust system? Then induction (carbs) would be next I think.
 
good evening doctor (here it's 20 to six pm).. the car it's bone stock.. so weber 32 twin choke, c.r. around 8,7 (?)..exhaust line it' stock as well (except for a small hole in the rear muffler that let me here a nice fast rev sound when pushing through the gears with the sidewindow open and my elbow laying on the door..) i only fitted a transistor ignition box that i must say changed the driving feeling surprising much for the 29 british pounds that it costed..lets say that the car goes well when driving on flat lands.. but i live in a plenty of hills island..

so any input is welcome here..one thing that unfortunatelly i must take in account it's fuel mileage...the gas here it's more expensive then chianti wine..that's why i did not focused my attention on some "big and many" carbs eperiments..
 
Good point about your gas prices and maintaining economy. I assume from your forum ID you are in Italy?

Honestly I'm not a 128 specialist, nor do I have particular experience with the 1100 engine, but the design is pretty much the same as the X1/9's 1500. So I am trying to think of general performance mods that typically offer some benefit while not severely altering the engine's reliability. A tube-type header can help in most cases, but the stock cast manifold on these engines is quite good and offers some other benefits that off-set any minor gains a tube header might bring over it. So I agree with the others and say to keep it as it is. Improving the rest of the exhaust's flow capability might help (despite that trick "performance" hole you have :)). The ignition you describe sounds excellent. I'm not sure if you want to go so far as remove the head and have custom machine work done to it; porting, larger valves, mill it to increase compression. And I understand about not going to bigger/multiple carbs, as mentioned. The next item might be the camshaft, however without doing some of the custom head work that might not be the best plan...everything needs to be done in balance with each other for the full benefit.
It would be expensive and involved to do, but a really big improvement you could do is replace the carb induction with a modern electronic fuel injection system. That would not only improve performance, it would also actually increase fuel economy. But consider the cost compared to the net improvement. Perhaps there is a factory injection system from a later model that can be directly fitted to your model? Being in Italy you should have access to such things (certainly more than we do here). Otherwise it would involve a lot of custom parts.
 
jeff, note that fuel injection in italy was introduced only in the mid '90s: due environment law, in 1994 all the new cars were equipped with catalytyc converter exhaust, and so with e. injection; before this year very few cars were produced with e. injected for the internal market.
for example all the mid 80s lancia delta\prisma, fiat uno\regata\ritmo (that share the lampredi sohc motor) were carbed equipped (uno turboi.e. and delta HF integrale were exceptions)

as mild tuning of the 1100 i'm considering a head job that includes 3 angle valve seat grind and a slight compression increase (i guess no more than 0,2 - 0,3 ?)

anyway probably the easier solution its' a 1300 motor (70 - 75 cv) but i'm not sure i can bolt on it directly on my original 4 speed gearbox..
 
If you are thinking of installing a 1300 why not go to a 1500? I put 1500s in my 128s and they directly bolted on with the proper changes (oil pan, flywheel, starter and manifolds from the 1300.
 
SL 1100 coupe uses a different camshaft duration to the 1300SL coupe, even though both cams use the same amount of lift... that would be a good place to start.
sohccamspecs 128 coupea.jpg


SteveC
 
If your considering head work, then the best option would be to use a cylinder head from a later model 1100cc engine, or even from a tipo 1372 engine... as these both have an improved combustion chamber design, and the 1372 head will also have larger valve sizes as standard (37.5/33.4 as opposed to 36/30.5)

The early 1100 head combustion chamber isn't the best performance wise from the available range of stock heads to suit your 80mm bore engine, here's a picture showing the early style combustion chamber.
1100 head part number 4195125 stamped 128A000 a.JPG


here's a picture showing the later style combustion chamber.
1100 head part number 4372399 stamped 128A 4372398.JPG


here's a picture of a tipo 1372 head with the larger valves... yes it's a "14 bolt" type head and has a few minor differences, but it can be made to fit your 1116 engine.
7588475 tipo 1.4 head (2).jpg




SteveC
 
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@carl: actually i considered also a 1500 swap (found motor+ trans from a ritmo cabrio @good price and not far from home) but 1500 it's taller than 1100\1300 (that should be the same engine apart the bore difference).. so i think easier (note that i havent got a shed to work in, and i'm forced to have the help of lazy and primitive mechanix that are available here)
actually, if no problem to mate a 1300 (early type, so from a ritmo or delta mk1 are not that hard to find) with my gear box i would go this way.
note that 1300 128s (special, coupe, 3p) here were rare..so not easy to source the real easiest thing..

@steve: thanx for your inputs..a tipo 1400 head it's not hard to find (there were a lot back in the days)..also i've read about china made tipo head!?!?).. what does involve the work required to make it fit on an early sohc (1100 or 1300)?
 
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