Specifications

ENGINE
FUEL
There is an alternative solution for donor
vehicles that do not comply and for those
requiring a better management system than the
Bosch L3.1 Jetronic anyway. Since the
introduction of the Group A engine parts kit,
several engine preparation specialists associated
with Nova/Corsa engine building have been
developing their own alternative engine
management systems. These are all Group A
legal and in most cases the ultimate power is
slightly increased, but with significantly
i mproved mid-range performance and
drivability. Whilst there is a cost penalty for the
i mproved system it is worthwhile consideration
even if your donor car already has Bosch L3.1
Jetronic set up, simply because of the increased
performance readily available. This becoming a
more obvious decision should your donor car be
to one of the completely non-compatible
specifications!
If the engine is equipped with the full Bosch
L3.1 Jetronic system, both ignition and fuel
requirements are controlled individually. The
major changes to the camshaft characteristics
and compression ratio in full Group A tune,
dictate different fuel and ignition requirements.
The ignition system is electronically programmed
by a unit mounted to the underbonnet bulkhead.
This is replaced in the kit by a similar component
matched to the requirements of this engine
specification, and is plugged in as a direct
replacement.
The electronic control unit, ECU, for the
i njection system is integrated with the air flow
sensor and mounted in a cast alloy housing on
top of the air flow sensor. A reprogrammed unit
is supplied and can be fitted as a direct
replacement. Remove the standard ECU by
slackening the four attachment screws around
the housing.
NOTE: This engine has been developed to run
on FOUR STAR PREMIUM LEADED FUEL.
Before setting the idle speed and C.O. levels,
check the dynamic ignition timing. This should
be set with the engine running without load on
part throttle at 2000 RPM, and should be 32
degrees BTDC. The idle speed adjusting screw is
l ocated on the inlet manifold throttle butterfly
housing. To increase idle speed, turn screw
outwards.
The C.O. levels are controlled by a
potentiometer in the ECU housing, and adjusted
by a screw concealed by a tamperproof plug.
Idle on this engine may be slightly erratic, but
should be set to between 1300 to 1500 RPM and
with 1 1/2 to 2% C.O. level.
If the engine can be run on a dynamometer,
or the complete vehicle on a rolling road, the
ignition can be further adjusted on full load at
5000 RPM and should be set to 20 degrees
BTDC.
BOLT TORQUES.
Cylinder Head 1st stage: 3.5 Kg/m. (2516/ft.)
2nd stage: 6.0 Kg/m. (45 lb/ft.)
3rd stage: 9.0 Kg/m. (65 lb/ft.)
Main Bearing Cap:

8.0 Kg/m. (58 lb/ft.)
Con. Rod. Cap:

4.0 Kg/m. (30 lb/ft.)
Camshaft Pulley:

5.5 Kg/m. (40 lb/ft.)
Crankshaft Pulley:

6.0 Kg/m. (45 lb/ft.)
Flywheel:

6.0 Kg/m. (43 16/ft.)
FUEL SYSTEM
The standard 42 litre (9.2 gallons) steel petrol
tank is retained. The standard high pressure
delivery pump is also retained, but must be
repositioned to the area between the fuel tank
and spare wheel well. The existing mounting
bracket can be modified for use in this revised
l ocation. The fuel filter supplied should be
mounted on the special bracket and attached to
the bulkhead as shown in the photograph.
Armoured fuel lines (Aeroquip type) are supplied
to the correct length for running through the
i
nside of the vehicle and for connection to the
i njection system. These can be fitted by
following the guidelines in the chapter for the
i nstallation of brakepipes.
NOTE: Under certain extreme conditions of
vehicle use, for example tortuous `Alpine' ascents
on dry tarmac, intermittent fuel surge may occur
particularly when running with a low fuel
content. Keeping the fuel level ABOVE half full
will prevent this condition.