NOTE: What your application is, and model year. Example 2016 Spider 124. Put this inside the comments section or email us if you forgot.
Ok, this is getting outside the realm of normal engines. This is for those extreme guys who want 400/500/600 HP from their 1.4 turbo engine. These are for the hard core racer who wants nothing but the best! We up the bore 3MM oversize, using seasoned blocks with ultrasonic testing of block bore, making sure we have proper wall thickness to support the oversized pistons. Why the 3MM overbore? Because we do not want valve shrouding on the intake valves at valve to bore interface, so... larger bore, means less valve "curtain" or flow disruption at the edge of the valve entering into the intake stroke. We highly recommend upgraded valve body (Dodge Dart 2.4 works wonderful) paired to a custom intake manifold. You do not run a stock turbo on this engine, it would be pointless. Big turbo and extreme effort modified stock turbo on E85/E98 would be the recommendation here. Highly recommend a twin disk clutch if you plan on shifting over 7400 RPM. This is max effort build, not your average run of the mill engine build.
With the age of the Fiat 1.4 turbo engine we are seeing a demand for engines. heads, and performance applications and we have decided its best to put an engine together, that addresses the failure points of the 1.4 design.
So, lets address those.
Failure number 1: Valve springs. The factory valve springs have a very low "closed spring" holding pressure. This low holding pressure will cause valve "bounce" in higher RPM use, especially with the stock turbo. We have a new high rev kit that gets applied to all our Staged engines, thus it helps eliminate the burnt valves associated with the Fiat 1.4 turbo engine. Our valve springs are not heavy overloaded units when you open the valves, we retain 98% of the stock open valve spring pressure, but address the closed valve spring pressure, thus not putting any additional strain on the MultiAir unit. This is key in making a 1.4 turbo engine and MultiAir brick live a long happy life.
Failure number 2: Hydraulic valve lash is set incorrect. Combine to much lash correction into the system and it overcomes the factory valve springs. So, combine proper valve lash, with upgraded valve spring, you have the best solution to address the number 1 failure of the 1.4 turbo engine. This is a 1 - 2 punch, to inherent failure point of the engine/design.
Failure number 3: Heat... heat and more heat. The factory pistons love to eat the top ring land, tuned or not tuned, and the thermal barrier coatings help reduced ring land damage from to much heat. Combine the thermal coatings to the forged pistons, ultimate in protection.
Let get to the details now:
King rod and main bearings XRP coatings
Hastings Nitride top ring, steel scraper, and low tension oil control ring
Molnar forged connecting rods with ARP bolts
3mm oversize Forged pistons with thermal barrier coating
Bore and hone to hand fit pistons
Balanced rotating assembly (mandatory clutch on hand to balance assembly)
Professionally assembled short block
ARP head studs (because factory bolts are no longer available)
ARP mail bolts (custom)
Brand new Gates timing belt/water pump combo
Modified oil pump with high pressure pump shim, this aids in MultiAir operation
Race port work with gasket matched runners, opened seat area for oversize valves
CNC'ed combustion chambers to match that of the oversized bores
High rev valve springs/retainers
Custom spring seats with spring locators
2.6MM oversized sodium filled exhaust valves
1.6MM oversized intake valves
Upgraded valve seats
Radius valve grind
Cometic 3mm oversize 4 layer head gasket (copper coated)
NA 1.4 camshaft (mild increase over stock, 15/20 WHP top end power gains)
Valve cover and oil pan
New MultiAir filter and Tork Motorsports MA springs (mandatory on all new engines)
This is a complete engine less MA assembly/brick. We have options for refurbished bricks, and brand new bricks.
What does all that mean above? It means years of knowledge, experience and multiple torn down engines to identify and sort the root cause of the engine failure. The simple thing like valve springs and spring seat washers, sure... it may not seem like a lot, but these two items alone, will solve 99% of the burnt valve issues that people experience with these engines.
These engine do have a core charge, you must be able to return a core that is in good working order to our facility. We can facilitate pick up, but that cost will come out of the core price refund. What is a good core? One that doesn't have excessive bore scoring, excessive bearing wear, rod knock, hold in block, all the valves bent from broken timing chain, etc. Build time is 3 to 4 weeks, but we are doing our best to keep these in stock at all times.
Note: If you want a block with new or refurbished MA brick, please order that from the website and we will email you to confirm you want it installed on your Ultimate engine.
What makes this different from the Stg 2 engine is the additional RACE port work, oversize intake valves, max effort port work with emphasis of making the oversize valves work optimally. Upgraded ARP main bolts. 3mm oversize pistons. CNC combustion chambers. Fly cut valve reliefs for oversize valves. This is not for the faint of heart, this is max effort 1.4 build.