Jaguar V12 60-2 Trigger Wheel For Sale

Here’s a custom trigger wheel mounting setup we came up with a while back. This 60-2 trigger wheel was mounted to a Jaguar XJ12 XJS harmonic balancer. Check it out!

Custom 60-2 Trigger Wheel

Jaguar XJ12 Pulley

Jaguar XJS Harmonic Balancer with Trigger Wheel

Jaguar 60-2 Trigger Wheel

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Fiat Hubcentric Wheel Spacers

Hubcentric Spacers We are often contacted about hubcentric wheel spacers for Fiats. In this post I will give a brief overview of the challenges with wheel spacers on a Fiat answer some of the common questions about them.

First of all, not all Fiat/Lancia wheel hubs are created equal. Many companies list Fiats as all having the same hub diameter. By measuring the actual parts, we’ve determined this is simply not true. Depending on what model you have, you will need a spacer designed for either a 58.5mm or 58.1mm hub.

The picture below is the design of the Fiat 124 front wheel hub which has a 58.5mm nose. The hub contains the wheel bearings which then ride on the front axle/kingpin.

Fiat Wheel Hub Dimensions

Front Hub

The Fiat X1/9 is vastly different, however. As in the picture below, all X1/9 hubs (front and rear) have splines cut into them. The hubs ride on a splined axle/shaft and the bearings are in the hub carrier, a non-rotating member of the suspension. All of these hubs have a 58.1mm nose. Depending on which year you have, the nose may be shorter but still able to center a wheel.

Lancia hubs are a different design but 58.1mm as well.

Fiat Wheel Hubs

X 1/9 Rear Hub

The Fiat 124 rear axle is different yet again. There is a 58.5mm hub but once you add the brake rotor, there is very little room for a wheel to center itself (6.66mm). The problem is even worse if you use the stock 5mm wheel spacer. The wheel is essentially not centered. This can be remedied by installing a hubcentric spacer, then indicating in to the rotating axis and then tightening the M8 bolts that hold the assembly together.

Fiat 124 Rear Wheel Hub

Fiat 124 Rear Hub

 

Knowing the hub diameter is the first step. Then you must determine the thickness of the wheel spacer. For testing purposes, we recommend stacking multiple stock spacers together and bolting on the wheel. This will give you a good idea of what the car’s stance will be and if there will be any interference problems. Do not drive around like this though!

On the Fiat 124 front hubs, you will see a small step. For spacers under 1″ you will have to use a centering ring like the one below and a non-hubcentric spacer. The reason being that if you added a very thin (.020″) hub to a spacer, it would just get mangled and be unusable. Thicker spacers allow you to have more hub material (.080″+) which is strong enough to center the wheel properly.

The Fiat X1/9 suffers the same problem but its minimum thickness is 5/8″

Fiat 124 Hubcentric Spacer

Fiat 124 Hubcentric Spacer

Fiat Centering Ring

Hubcentric Ring

If you’d like to order wheel spacers from us, see hub centric wheel spacers in our webstore.

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Mercedes 190e Aluminum Pulleys

A while back we made up a batch of aluminum pulleys for a Mercedes 190e Cosworth. I never got around to making a post about them until now! Check them out:

Mercedes Aluminum Water Pump Pulley

Water Pump Pulley Comparison

Mercedes Aluminum Water Pump Pulley

Water Pump Pulley (Back)

Mercedes Cosworth Aluminum Power Steering Pulley

Aluminum Power Steering Pulley

Mercedes Underdrive Crank Pulley

Underdrive crank pulley

Mercedes Cosworth 60-2 Trigger Wheel

60-2 Trigger Wheel

OEM Mercedes Crank Pulley

OEM Crank Pulley

Mercedes Cosworth Aluminum Pulleys

Aluminum Pulley Designs

If you’d like more information on the pulleys above, contact us or visit the Mercedes section of our webstore.

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Abarth R10 Volumetrico Supercharger

A client requested a few pictures of one of the Abarth superchargers I have on the shelf. I don’t have a whole lot more to say than that!

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Lancia 037 Dry Sump

Who doesn’t like to see parts like these? This is from my personal collection of Abarth parts, a genuine Lancia 037 dry sump oil pan!

Bottom view of Lancia Dry Sump

Bottom view

Cast from magnesium and thus very light, only 3.4kg. It has a sloped construction due to the canted nature of the 037 block. There are cooling fins down the major axis, also tell tale signs of a longitudinally mounted engine.

Pump mount detail

Sump pump mount detail

The pump is mounted directly to the oil pan and has two scavenge ports, one for the front two cylinders and one for the rear two.

Dry Sump Interior

Dry Sump Interior

The inside of the pan houses a windage tray. Note the direction of the louvers for a clockwise rotating engine.

Lancia 037 Dry Sump Pan

Windage Tray Removed

Here’s a view with the windage tray removed. There are two distinct sections to the sump.

Dry Sump Pan Drainage

Drainage Detail

Detail of the sump pickups.

Lancia 037 Windage Tray

Windage Tray Components

And finally detail of the windage tray. I’m not sure why they decided to add the perforated screen. A mystery for another day?

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Fiat Roosevelt Wheels

Fiat Center Caps

Installed Center Cap

Just a little post of some information regarding Fiat-Roosevelts. We can provide machining services for tapered seats, new center caps, and all the necessary mounting hardware.

Fiat-Roosevelts use very strange mounting hardware, a 0.600″ straight shank shoulder bolt. This is far from ideal, since the bolts are not able to center the wheel and because the bolts are no longer available. The solution is to machine the wheels to accept tapered seats. Check our web store for pricing.

Wheel Lug Seats

Machining for Lug Seats

Once the wheel is machined, tapered seats can be pressed in.

Tapered seats installed

Pressed in seats

Now we can move on to the center caps which are easy enough to just make new ones. Here you can see the new vs. old:

Fiat Center Caps

Comparison of old vs. new center caps.

We provide these center caps as a kit including all the necessary mounting hardware. See them in our web store for pricing.

Center Cap Kit

Center Cap Kit

We can also consult on wheel mounting, wheel spacers, bolt length etc. Just contact us for more details.

Wheel Lug Dimensions

Wheel mounting dimensions

 

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7 and 8 inch Trigger Wheels in Stock

Large Ford Crankshaft Trigger Wheel

36-1 Trigger Wheels

After a long drought we have both 36-1 and 60-2 wheels in stock! These larger sizes are more popular with the American V8 crowd since they have larger crank pulleys/harmonic balancers. See 36-1 trigger wheels or 60-2 trigger wheels for more details.

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Rally Heaven (for Lancia nuts)

Back in May, Pirelli put together a group of classic rally cars to promote their new tire, the P7 Corsa Classic. What better way to celebrate the product launch than with a Lancia Stratos, 037, Integrale, S4 and ECV2? If you are a Lancia rally nut, you must see this video, period.

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Custom Trigger Wheels

Laser Cut Trigger Wheels

Did you know we offer custom trigger wheels? The major design parameters are:

  • Outer Diameter (OD)
    We typically have 5″ and 6″ trigger wheels in stock but can make them in any diameter.
  • Tooth Pattern
    Do you need 60-2, 36-1 or something more sophisticated?
  • Offset Angle
    The angle from the bolt pattern to the missing tooth or index tooth.
  • Center Bore
    Every trigger wheel needs a hole (bore) in the center of the part. This keeps the part centered on the trigger wheel and rotating on the same axis.
  • Bolt Circle
    Usually trigger wheels are affixed with a set of bolts. We typically use 5 M5 bolts, 72 degrees apart.
Crankshaft Trigger Wheel Design

Custom Trigger Wheel Design Sheet


  • Bolts vs Slots
    This will depend on if your ECU can be configured to adjust the sensor-trigger wheel offset. If you can adjust it, then bolts are ideal. If you can’t then you’ll have to adjust the physical location of the sensor to the trigger wheel, the easiest way to do so is by using slots on the trigger wheel.
  • Lightening Holes
    They’re never necessary but lighter parts are always nice!
  • Balance
    The final thing to consider is the balance of the part on the rotational axis. Using our CAD modeling software, designing perfectly balanced parts is easy!

If you’d like to order a custom trigger wheel, see the EDIS section of our webstore or contact us directly. If you have the information above already handy, it will help move the design process along quickly. In addition, photos of the crank pulley (harmonic balancer) and/or the front of your engine will be helpful.

 

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MegaJolt and Boost

Garret GT28RS TurbochargerMegaJolt is a perfect system for boosted (turbo/supercharged) engines. Not only can it retard ignition timing given positive manifold pressure, you can also use it to replace Hobbs switches, fire extra injectors, and even act as a boost controller.

I have outlined a typical setup for a turbocharged Fiat engine below. This system uses the stock Bosch L-Jet fuel injection system, and a Legend turbo kit that was offered in the 80’s. Maximum boost pressure will be 12psi.

  • Setting up MegaJolt for boosted engines
    To use MegaJolt on boosted engines, you’ll need to configure it manifold air pressure (MAP) vs  RPM. This is necessary for the computer to know if the engine is boosting (has positive manifold pressure). TPS is not a viable option at all. If you’re planning for more than 1.45 bar (21psi) of pressure, you should also upgrade the MAP sensor to a 3 bar sensor.
  • Advance Curve/Map
    There are also some differences in the ignition map for a boosted engine. For one, you’ll have to configure your pressure/load bins to go from vacuum to your maximum manifold pressure.
  • Firing Additional Injector
    Boosting an engine, by definition, adds more air into the combustion chamber. To maintain the proper mixture, additional fuel must also be added. To do this, we fire the cold start injector when boost starts to come on. This is done easily through MegaJolt’s optional outputs.
  • Boost Control
    In this application, we use 12psi (83kPa) as our maximum boost pressure. When we are at or above this pressure, we want to actuate a solenoid, which will open the wastegate on the turbo, and reduce boost.  This is something that is traditionally controlled by a spring but through the wonder of vacuum diaphrams and solenoids, we can now control this electronically using a vacuum control valve.
    Now we just have to set this up as an optional output in the MegaJolt configuration screen and voila, we have a boost controller!
  • Methanol/Water Injection
    Another benefit can be to add methanol/water injection using the same optional outputs as the extra fuel injector.
  • Adjusting for IAT
    Boosted engines, especially those without intercoolers, are very susceptible to increases in intake air temperature (IAT). As the temperature rises, the engine as more likelihood to ping, and we want to retard ignition timing accordingly.
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