HOW TO MAKE YOUR PERFORMANCE

 CAR WORK BETTER!

 

Some Info that should help your HP ALFA make better performance!

I built my first Alfa in 1966 and the EP Duetto in 1969. It was a struggle to find or build the right parts.

Maybe some of this info can help you!

 For more information or Photos click here

 

 

LIGHTWEIGHT CLUTCH  DISK

The best performance improvement for the dollar!

 

From many years of experience both racing and in building the close ratio gearboxes & transaxles, the lighter the clutch disk the easier it is for the transmission's synchronizers to function. Their large diameter & heavy weight causes the most inertia that the synchros have to slow down or speed up with EVERY SHIFT! By using a lightweight disk with no wafer springs or torque springs shifting is crisp & quick. For street & racing lighter fixed friction material disk can be built to suit your car & application. This is more effective than gear lightening at 3 times more costly not to mention a teardown. It goes without saying that reduction in flywheel weight is an important factor in getting your engines HP to the rear wheels.

Alfa`s have always had too much flywheel and clutch weight. Stock Alfa flywheels can be modified for aftermarket Clutch assemblies which are far lighter. I`ll attach a few pictures of some modified ones for suggestions.

 

Below are descriptions of some disk types available:

Steel Plate 4 puck sintered metallic   Durable, not the lightest due to puck material (sintered metalic) never use less than 4 puc as PP warping is a problem.  More pucs reduce torque capacity.

Aluminum Center High Temp Woven Lining for street or track --- very light & relineable, smooth non-grabby engagement

Aluminum Center with Woven Kevlar Lining--- (lightest) for street or track

 
 

 

 

RJR CUSTOM  FABRICATED 5.5 inch FLYWHEEL & CLUTCH FOR RACE APPLICATION ONLY

FOR 116 Transaxle cars:

This is the ultimate flywheel & clutch application for 116 Transaxle race cars. The complete assembly including flywheel, clutch cover and clutch disk (Tilton triple disk) weigh under 8 pounds.

 

For 1300/1600:
flywheel with adaptor & Tilton single plate clutch assembly. Fits 105/110 tooth ring gears (1750). Assembly weighs less than 12 pounds. Clutch is rated at 250 LB ft Torque.

 

 
 

 

 PROPERLY DESIGNED CAMSHAFTS!

Not off the shelf junk

 

These are grinds that have proven performance gains, that work as designed for ALFA motors. They have been built for me by Web Cams' (see Web Cams' link on the links page) for years.

First there are some overviews & comparisons of Alfa Stock & common cams:

 

 V6 12 V Alfa Cams

 

The RJR 28+2.5-74 4 are the cams I had built for the 10.25 to 1 compression  3.0 liter that is built as a street motor for the tube frame 2 seat RJ-R Coupe . These cams, and the RJR961+6-82 set (farther below) were developed as the highest lift cams that could fit in the V6 12 valve heads without the normal extensive metal removal required for high lift cams.  Head modification in the V6 12V heads is far more extensive than in an Alfa 4 cyl. head.  Though both sets of heads are ported and chamber shaped,  I chose the lower lift as both motors are Fuel Injected (Programable) and are built for TORQUE and HP, with torque being the key word.  ("Horsepower sells cars, Torque wins races"). The RJR 28-744 cams are faster ramp than stock, so idle & lower RPM power are not problems as with cams with lots of overlap. Many things acting together contribute to the performance of the high output engine. Overlap in the camshaft design

 plays an important role in how the header affects the characteristics of the competition engine.

 Today modern cylinder head design has led to less need for excessive overlap designed into the

 camshaft due to faster flowing smaller intake and exhaust ports.

The higher lift and longer mid & late lift duration provides much more HP & TORQUE!   The Lobe spacing is critical on all 6 cyl. 12V cams, as is exhaust lobe shapes. (The 1.4 rocker ratio changes duration as well as lift)  Over the last 11 years of building V6 race cams, I have spent the time to build the right cam for each application. 

                       

Comparison of RJR Mildest cam to Alfa Stock Cams

                                          

  164"S" 164"S" Milano/GTV6 Milano/GTV6
  Intake Exhaust Intake Exhaust
  287 277 278 264
Duration @ .050 235 205 222 205
Lift lobe centers 110.5 108.5 108 108
Centerline Spread 109.5   108  
Valve Lift "0" Lash .398 (10.1mm) .352 (8.9mm)  .358(9.1mm) .352(8.9mm)

 

Base Circle Diameter #28

1.050

744

 

S-Int

1.080

S-Exhaust

 

M/GTV6-Int

1.080

Exhaust

 

.020 264 247 287 228 276 228
.040 245 222 248 210 232 210
.050 239 213 235 204 226 204
.100 214 188 210 174 206 174
.200 170 144 166 96 162 166
.250 147 123 136 124 138  
.300 123 102 113 108    
.350 90 70 71 64    
             
.380 67 9 20      
Max Lift .408 .383 .398 .352 .358 .352

 

 

RJR 961+6/82 Was developed as a track cam with ease of fitment as heads do not require modification.  It is the highest lift possible without head mods and a stock base circle.

These cams were originally designed as .375 lift cams to meet SCCA`s restricted prep rule when the GTV6 was allowed into ITS. With the .375 lift cams on a stock FI 2.5, well prepared motor, rear wheel HP increased from 165.8 to 185.3 at 5900 RPM, and torque from 138.6 to 158.6 at 5600 RPM. . The increased lift and duration was added to provide additional breathing for larger motors & higher RPMs.

The RJR 616/481 was the best of the cams developed for the 3.0 GT2 motor. The cams dynoed at

over 305 HP in the 13.5 to 1 motor consistently. 

The RJR 23/481 is a higher lift version of the GT2 616/481 cam to give more intake flow to larger motors or improvement in torque, as lobe center and separation is different (as in all the V6 cams). With the racing cams I suggest changing early motors to the newer stronger 164 type exhaust rockers

 

Lift & Duration             Orig GT2

RJR 961+6 / RJR 82            RJR 616 / 481           RJR 231 / 481

.020   295         297                 299   289                    300   289

.040   277         270                 282   272                    280   272

.050   269         256                 276   262                    273   262

.100   240         227                 256   228                    248   228

.200   191         168                 210   172                    206   172

.300   136         123                 160   127                    160   127

.350   100           83                 127     91                    124     91

.400     46           10                    88     24                    102     24

.425                                                     20                      76                           

Maxlift.402    .410 (at valve)  .443  .414 (at valve)   .470   .414 (at valve)

 in mm)10.2   10.4mm          11.28  10.4                   11.95   10.4

 

 

 

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Four Cylinder Alfa Cams

Camshafts for 4 cylinder Alfas

 

Comparisons of popular Alfa Factory Cams1054800320051 and 1054800320001 these cams were applications by Alfa Romeo in the 1750 & early 2000 in Europe. The "51" cam has been relatively unknown in the US but several examples are known. It was a factory application in the 2 liter ROW cars. They are a factory marked cam and not a reproduction/regrind as some have suggested. Lobe shape indicates good application for F.I. cars because of shorter opening ramp than stock 105480320001, & early flank's duration carried into the nose, would suggest a good HP Street/Track Day application. Much better lobe shape than the "01" cam. Seating (lash) area is profiled at .014 to .022 from base circle. Seating (lash) area is profiled at .014 to .022 from base circle. Because of old ramp design suggest lash settings of .020 for the intake & .021 for the exhaust to reduce "wasted ramp duration" bleeding off effective use. Note: The "51" cam is a different profile from the 115010320032 cam everyone refers to as the GP 1 cam (10.9 lift 246 @ .050). These cams were around before those, and have a much better profile. The "32" cams were flat flanked cams that were "hammers", that would not make good HP Street / Track cams like the "51" cams. Statements from people who have driven the "51" cam confirm its excellent performance & drivability, unlike the "32" "GP1" cams which were very flat except at high RPM. Understandable as the "32`s" were designed as "lower performance " race cams.  Alfa Romeo 10548 03200 51 Cam 10548 03200 01 Cam Data "115010320032 GP1"

Lift at Cam Duration at "0" lash

  "51" "01" "32"
.020 284 278 278
.050 252 230 246
.100 229 211 232
.200 185 173 180
.200 137 118 126
.400 68 10 76
.425 43 32 max
Max Lift .434 .401 .429


 

CUSTOM CAM PROFILES

4 CYL. Alfa 105 / 115 / 116 Application:

These were designed to work in the Alfas' valve system to optimize intake & exhaust flow in my race & street/track  motors. These cams all had their design based on the premise of HP and TORQUE to make a better performing engine for the street and or track. REMEMBER "Horsepower sells cars, TORQUE WINS RACES". A wider HP and Torque band makes a much better driving race car. Too much overlap will cause an extremely "peakey" or high RPM only motor.

Cams can be used in either intake or exhaust position, not only the place I have suggested.. Just be aware these are good proven matchings. If you think you need more Intake or exhaust, help yourself!  Be sure you have piston to valve clearance.  There is no absolute regarding cam lobe centers for high performance Alfa 4 cylinder motors. 

RJR#51 a long duration all out racing cam for well prepared high compression racing engines.

A 12mm lift cam with moderate ramp rate. Paired with the RJR cams below the power band can be tuned to a broader range than with paired cams of equal duration without loss of upper end performance. Power band 4000-8000 RPM. (DO NOT confuse this lobe design with the 1054800320051 cam!) RJR#125 and 796 are a fast ramp cam that works well as a racing exhaust for all out larger race motors. It would however as well be a good intake for a track cam for moderately well prepped motors. RJR#796 is covered below. 

                                                                                                          

Lift Duration Duration Duration
  #51 #125 #796
.010 326 292 298
.020 311 288 278
.050 289 261 254
.100 266 234 230
.150 244 218 209
.200 223 187 188
.300 175 140 141
.400 113 72 72
max lift .472 .435 .437

 


 

RJR 136-785 matched Set Race Cams 12.15mm Intake, & 11.32mm Exhaust . These cams were made to go in my head I built for the 2 liter motor I was going to put in my Giulietta but changed direction. These cams are a matched set designed to work most effectively in a moderately high revving (7500RPM)1750 or 2 liter Alfa, providing more torque & drivability than most race cams. Designed to make good cylinder pressure between 2500 and 7000 RPM so you don't have to rev the motor out of the engine bay to make power. ****

Cam Lift & Duration Intake 136 Exhaust 785

Lift Duration Duration

.020    295       273 

.050    268       247

.100    242       220

.200    197       176

.300    156       139

.400    105         88

.450      65         38

.482 .461 Max lift

RJR 796 Excellent as a Race intake cam for a 1600/1750 with fast lift and good mid & upper flank & nose duration for effective breathing. Shorter overlap design but enough early ramp to start initial flow critical to intake velocity on small motors. Designed to be used with RJR 590 as an Exhaust cam in Race Application. Cams design is to provide wider power band and more torque. Effective power range with matched exhaust 3000 - 7500. Can be used in 1600 as well with high compression dedicated race application. I suggest using RJR 776 as exhaust on 1600 CC race application. This cam would be a excellent exhaust cam for 2 liter HP / Track Day / Race applications where RPMs are generally under 7000 RPM to enhance overall power range.****

Cam 796 Lift & Duration
Lift Duration
.020     280
.050     256
.100     231
.200     189
.300     141
.400      72
.436 Max . Lift

RJR 221-776 matched Set of New RJR High Performance/Race Cams for Variable Intake Setup. Intake is 12.0mm lift with faster ramp and 1mm more lift than "International" design so more duration could be used with Spica or EFI and still be drivable. Exhaust is again a faster lift with less duration at low lift but more in the nose of the lobe where the valve is open higher and is breathing better. The Exhaust grind 776 would be an excellent exh. cam for larger displacement Race motors with longer duration Intake cams (like RJR136).
Intake 22 Exhaust 776
 

Cam 221-776 Lift & Duration

Lift Duration Duration
.020    281       271
.050    257       246
.100    234       221
.200    195       180
.300    152       135
.400     98         74
.450     56
.477 Max .445 Max

RJR 590 Cam designed for Alfa 1600/1300 use as HP Street / Racing intake, or larger motor exhaust. Fast ramp, much more open valve duration than old style race cams, with less wasted duration (overlap) to bleed off power. Fast ramp & early flank make cam a good application for lots of Street/ Track Day / High Performance use where desire for low & mid range power in large displacement motors is wanted, as well as upper RPM punch. . This is a better version of the 105480320051 factory cam. An all around good performer.
 

Cam 590 Lift & Duration
Lift Duration
.020      277
.050      252
.100      225
.200      180
.300      134
.400        69
.437 Max . Lift
 

 

 

 

Dropped Spindles & Steering Arm Modifications

 

The correct way to lower without crapping the roll center!

The most "drop" that can be done, is dependant "physically" by the clearance of the lower ball joint body in a 750/101 suspension, and the ball joints' threaded taper & nut on 105/115 and the 116 type cars.

Optimally, the suspension would be designed so that with the lower arm level (key to suspension design), the rotational part of the ball joint would be barely clearing the designed rims' inner shell. (see pictures of the RJR GT-R on my website) However, doing this requires the rest of the suspension points be designed into the car so that geometry is functional.


When working with compromised suspension designs on existing cars, only a limited amount of change is possible, or you have to go into pick-up point modifications (typically not legal). On the Alfas' you have to consider the distance between the pick-up points on the body for the upper & lower inner pivots. That is about 12 inches . On the stock car the outer ball joints are almost exactly the same, relying on a shorter arm to give camber change (less than can be optimized for performance). By adding to the length of the upright (dropping the spindle) with the car situated with the lower arm level, the upper arm outer ball joint will be higher in relationship to its' inner pickup point. The result is a lower car, without a terrible roll center drop, with more camber change as the wheel moves up & down. This gives better compensation as the car rolls into a turn (moving negative on the outside wheel & positive on the inside wheel. Since the lower, longer arm is "level" it has less movement "in & out" than the upper which enhances the camber change, Even when the lower arm is not level the camber change is enhanced, but not as perfectly.

The other consideration is body clearance which is also an issue, & that has to be accommodated. On my wide body 101 racecar the spindle drop is 1.5 inches. Typical drop is a 1 inch drop as they go on a lowered, stock fender vintage car. The steering arms are dropped to eliminate bump steer since most are lowered to get the arm level by shorter high rate springs. The amount of steering arm modification is dependant on the total drop of the car. The Ackerman is adjusted as well, so that the car does not need to be set with initial toe out to eliminate initial understeer. The toe can be set at "0" toe for less wear, AND better braking stability ( a big plus!).

Some samples of "Dropped Spindles":

 

 

 

 

 

 

 For more information or Photos click here

 

 

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