SRDT

Maybe not the best bang for the buck for you as the stock manifold is not that bad, and you can port it by removing the core plugs. Really nice licence plate BTW.

The handling is one of the best, the 1.9 is faster but not as fun. In fact due to the 25 year rule I guess it will be hard to import something way better than that. Later cars didn't have as much lift-off oversteer.

The dying fuse box does exactly that, you must check the others functions when the horn is not working. Also touching the defroster relay (far right) can fix it for a short time.

If you need informations about the Renault 2.5 and 3.0 turbo feel free to ask.

Ther is one common electric problem that can be more expensive when you need to import spare parts: If the rear window defroster, air horn and cigar lighter receptacle fail at the same time with the F8 fuse not blown that means the problem is a cracked solder joint inside the fuse box. In that case you can change it (at least 175€ new) or fix it. For fixing it take it out of the car, remove the back cover and use a soldering iron: It's the one in the middle, but there's two layers on the fuse box and the cracked joint is on the other layer under the one you can see here ; so you need to reach it from the side with solder wire and heat it from outside with a good soldering iron. With this quick and cheap fix the fuse box will work as new for years. Your car looks great, and not so rusty for a Brit one ; is the wheel plastic? I'm more of a 309 guy but I think all the mk2 had a leather wheel.

Turbo V6?

The 205 Turbo 16 was a race car built for the Group B and using a chopped 205 shell as starting point, even the Sport Quattro wasn't that far from the Street cars. Some Turbo 16 stuff: http://www.auto-pub.net/page_Peugeot_205_Turbo_16_menu.htm http://www.106maxi.co.uk/mediapool/78/788866/data/205_T16_Schematic_Drawings.pdf http://www.106maxi.co.uk/mediapool/78/788866/data/205_T16_Parts_Document.pdf http://www.106maxi.co.uk/mediapool/78/788866/data/T16_Homologation.pdf http://www.peugeotsport-store.com/cms/web/upload/documentation/188/5088e18129433.pdf http://www.peugeotsport-store.com/cms/web/upload/documentation/190/5088e24e873a1.pdf http://www.peugeotsport-store.com/cms/web/upload/documentation/191/5088e312b849e.pdf http://www.peugeotsport-store.com/cms/web/upload/documentation/189/5088e1d7dbff8.pdf The differentials are from the 505 and the gearbox is from the Citroën SM / C35, better know in the US as the old gearbox from the Lotus Esprit. The 16v head design is close to the XU9J4 one, they switched from 4 to 8 exhaust ports on the Evo head. Your 205 is really nice BTW, graphite grey 1.6?

You mean the adapter use the low voltage signal from the ecu as an input? The tach is expecting a crude and hight voltage signal from the single coil so the easy solution is to combine the signals from the two or four coils.

Tach adapter? someting like that but for 4 coils: Also about the electric vacuum pump the GTI6 one is exclusive to this engine so sourcing an electric unit at a US junkyard is probably easier.

I manage to impress even french people so as seen from america yes it's probably amazing But I have to say that many of the cool technical things I learned along the years came from English language forums (as the Nissan twin spark distributor), and documentation is just asking google the right way to find things, things that people sometimes hosted online thinking the acces wasn't public Dual plug heads was (and still is) a good way to improve ignition especially at that time when electronic ignition with knock sensor was just a dream. Danielson was using heads left unmachined from the factory so it was in fact a cheap mod, for the race cars maybe heavily modifying the heads wasn't allowed or maybe the money was better spent elsewhere. Another cheaper valve cover, this guy was JRD head of design. http://www.maurelec.fr/catalog/product_info.php?manufacturers_id=16&products_id=92 Don't buy anything from Politecnic btw, the new owner will sell you parts from other professionals telling you they fit perfectly together but in fact they don't so you spend extra money for off the shelf parts with a crappy Politecnic sticker and you have to adapt them anyways. You may even end with parts more difficult to adapt.

The JRD (Jicey Racing Developpement) engine was a 8v race version, looking stock but using two spark plugs per cylinder like in this 80' factory prototype head: The JRD was using a special block casting with siamese bores so when not competiting in the 2.0 class 2.5 was easy to reach and reliable. The Marelli ignitor isn't cheap like "a few Italian sport car" not cheap and on the wrong end so if you want to make your own dual plug head use wasted spark or a Nissan 720 distributor.

The Momo wheel was available from Peugeot dealers (at least for the 205 and 309) and with a special "Peugeot champion du Monde des rallyes 1985-86" cap: http://img4.leboncoin.fr/images/a9c/a9c2fc8ff46230aec965fd2bddac7ed0783ec589.jpg Later the 309 Goodwood (a special edition) was offered from factory with wooden wheel and gear knob, with a free delete option in case you didn't like them:

Cadmium or more likely zinc plated, but the yellow was from the Chromate conversion coating.

The 35 pins ML4.1 use 98 octane with no knock sensor, it's the ecu from the 160hp engine. This is what I got from a french forum: Also there is 114° between TDC and the two missing teeth ont the flywheel.

You can use the Bosch catalog, better than most of online databases http://www.bosch-automotive-catalog.com/en/ You can also use this part catalog taken from Peugeot to search old partnumbers on google: http://www.miamistu.co.uk/pug/ No US model but lots of parts aren't specific to US so it's a good start, and it's in english.

There is a bellhousing to bolt Chevy V8 on the BA/10 gearbox, thanks to Jeep owners.

This one is prone to crack but fit in a XU9J4 head, the stock GTI6 one can't but is more reliable so you better import another and modify the flange.

You probably better got for an electric vacuum pump.

When making the 405 Mi16x4 Peugeot modified the camshafts, intake pulley and the DME to have more torque but only on the 160hp non cat engine, the cat engine kept the old camshafts and his special intake pulley. The Group A 309 GTI16 engine has 200hp with stock exhaust and intake manifolds, but the "stock" exhaust manifold was probably a big plus:

Welcome, As a French I must talk about the 3.0 V6 PRV with turbos...

You can have a spark plug wire problem, sometimes a wire is old or didn't plug well and as the harness is really close electric arcs can mess up the motronic and reset it. This happened on at least two XU9J4 with ML4.1 but the M1.3 should probably react the same.

So as supposed ignition and air filter are ok high CO on idle can be caused by: Sensor plate and/or plunger not moving freely Check for free movement Cold start valve leaking Check cold start valve "Warm" control pressure too high Test pressure Basic idle setting incorrect Check and adjust CO level Lambda control system not functioning correctly Check Lambda control system

So K-Lambda with minimal electronics like in the Delorean. I think I have some documents about the K-Jet and even the lambda version, it's for Renault PRV but probably useful for troubleshooting.

I was asking if it was a K-Jetronic, KE-Jetronic or LU-Jetronic. In France whe got K-Jet then L-Jet but without any lambda control.

With that much CO you can't even pass the French test for a 86' car! What kind of injection is fitted in your car? I'm not familliar with US models.