SRDT

It looks good now as a bare shell, with all the chrome trim it will be fantastic.

It doesn't look like that on the web, but sometimes it is available only as long as you don't ask one ; Argentina won't help as they didn't had the 2.2 turbo. Anyway those are not made of unobtainium so with a sheet of cork or rubber you can cut your own gasket.

Same on my 309, the bracket that goes on top must exist but I only have the small one.

Looks like the 505 can have both, maybe depending of the market/battey size.

Your actuator is for a lower pressure? The N9TEA control the boost with a solenoid so maybe it's just a N9TEA actuator. That means that the actuator is set for a lower pressure and the ECU (a Bosch EZK ignition in this case) use the solenoid as a bleeding valve to keep the wastegate closed until the set pressure is reached.

For the first cars that was decided on a previous deal years before the sale, the Corsa on the other hand was delayed so that it could use 100% PSA platform and powertrain. Using GM technology on new cars is still possible... but not for free.

Pininfarina wasn't one to waste a good design by using it on only one car, take a look at the 404 sedan and the Fiat 1800.

Amazing.

Not any, there is more than one T3 exhaust housing: http://www.505turbo.com/forum/index.php?/topic/3278-n9t-e-ea-garrett-turbo-part-number/ Peugeot only had fully assembled turbos as spare parts so it's not really helpful.

It may be unique, or not. But that doesn't mean you can't adapt another actuator.

Check the free movement of the wastegate and actuator, check for leaks on the actuator hose ; you may even find some kind of aftermarket bleeding valve:

Maybe it's overboost injection cutoff, it's strange not to have a knock indicator on the dash ; do you know the version of the engine?

On cat engines I think the CO pot isn't used the same, the closed loop operation use only the lambda signal. Depending of the Motronic generation and customer the CO pot may or may not be used at all, on Motronic with map sensor and no cat the pot is replacing the lambda sensor and use the same pin ; this is not the case on the ML1.3 so maybe Peugeot used the pot even on cat engines. It seems that you can find second hand AFM without CO pot, I belive that those where supplied to the manufacturer at a lower cost for cars using only lambda.

In 1972 JRD is the engine builder for the Simca CG Proto MC: https://fr.wikipedia.org/wiki/Simca_CG_Proto_MC In 1973 and 1974 the Coupe Simca-Shell cars must use Chrysler 2.0 engines, JRD is the best and almost unique engine builder. In 1975 the JRD workshop is destroyed by arson and that's the end of JRD. After that other engine builders will maintain the existing JRD engines and improve the designs under new names like MAURELEC. In F2 those 8v JRD were quickly outdated by other engines with 16v heads and even worse pure racing engines like the Renault Gordini 2.0 V6.

If you want 2.5 out of a stock block you need a lot of machining and Darton style sleeves, that's why JRD used special blocks with siamese bores. It's probably the same for the head as you won't see many dual plug heads around.

I have found another engine with a close design, this one is from... USSR. The Moskvich 412 engine: Most claim it's a carbon copy of the BMW M10 engine but with a 104mm bore spacing and an aluminium block with wet liners it's really an engine on it's own. During the many years of production they designed DOHC heads with 8v, 16v and even 20v! http://forum.abarth-gmr.be/index.php?topic=4459.0 https://translate.google.fr/translate?hl=fr&sl=ru&tl=en&u=https%3A%2F%2Fforum.azlk-team.ru%2Findex.php%3Ftopic%3D77359.0 And bdw if you really, really want a ROC Head there is a brand new one for sale: https://www.mikadoracing.com/index.php?action=DETAILLER&id_annonce=1759241 Indeed when you have an historic racecar as a toy you're used to spend big money...

GM is keeping the pensions, that's how much they wanted to get rid of Opel. Funny thing is now PSA has former plants from Ford France, Chrysler Europe and GM Europe.

They want the "Deutsche Qualität" image to sell their products on markets that doesn't like french cars ; in some places they will need a lot of marketing as GM wasn't really using the Opel brand worldwide. They need to replace all GM technology on the future as GM is very protective on it (see what happened to SAAB because of that) ; that also makes sense on an industrial point of view to share as many components as possible so in a few years Opel will be fully integrated like the others brands of the group. Opel will stay "mostly assembled in germany" but for Vauxhall on the other hand the "made in UK" isn't as usefull and with Brexit the future of the british factories is uncertain.

For the bore it's easy to know with what's written on the pump (should be 9mm) but for the maximum stroke you may need to open it and look at the camplate. Also I know that on other engines you can have big plunger/small cam or small plunger/big cam depending of the year.

A car may handle better with 60 profile tires than with 50, if the suspension is perfectly tuned to work with those tires changing only that can make things worse. That's probably what Goce experiencied. That doesn't means that tires can't be 50 profile, it's just that you need to change other things like dampers, springs, anti roll bars, tire pressure... I never had this problem with tires but I once made my car a real pig-understeering PoS with (OEM) stiffer front springs ; I fixed that with a bigger anti roll bar on the rear and got all my beloved oversteer back with even a little bit more.

Try here: http://www.serie04.com/en/505-505 You can also search on Google by using the Peugeot part number found here: http://public.servicebox.peugeot.com/classic/

You got more travel but what happend when you go too far? If you dent the brass with the steel taper the joint will become harder to rotate. I noticied that too late at work and now it's on the "do it better next time" list.

The gearbox was second hand, I'm not sure you can do much with second hand carbide.

Michelin claims those are made with some of the latest technology, they're probaby speaking about the rubber and the quality control.

The 605 inlet manifold won't bolt on oddfire heads, for the balance shaft on evenfire PRV Peugeot was the only one to use it on a longitudinal engine so without it the engine won't be super smooth... but still good enough by Volvo and Renault standards.