V-M
-
Posts
654 -
Joined
-
Last visited
Content Type
Profiles
Forums
Gallery
Events
Collections
Posts posted by V-M
-
-
Peugeot/Talbot type code is 9N2 this is without turbo (Talbot Tagora), Chrysler type code is 7T2 = 2L model, 7S2 =1.8L model and 7R2=1.6L. That end number is carburator type code.
Toni mentioned this ROC twincam engine, yes thats correct at they build this for some formula use. I have tryied to find info on that but no luck.
Now I'm testing if Volvo 16V head can be "re-used"
, Saab head was too much different for this block.V-M
-
Those mentioned BX are bit rare in europe also, only couple of are sold and used "normal" persons. Only factory supported rally teams tested that one in some races.
V-M
-
I have a Finnish 505 sales brochure from 1986 that says: "The block is equipped with a special lubrication system in which pistons are cooled with oil spraying. The power of the oil pump has also been increased to correspond larger load."
But as we know, there are no "oil spraying" used, so probably what they are saying about the oil pump is also incorrect. It could be possible that the oil spraying system is used on the competition versions of the engine and so is the more powerful oil pump.
I don't know if there were any (stock) Peugeot engine at all in 1986 that used oil spraying to cool pistons?
I have opened ~10 N9T engines and none of them has that and I did try to find way to add that but didn't find any place for those. I have Saab 9000 and Mi16 spayers ready but no luck with those
V-M
-
Do you mean price or availability?
Main -> ~150€ -> I have many sets
Con. -> ~150€ -> couple of sets
Tens. -> 60-80€ (XU diesel model) -> available widely
Chain -> 70-90€ -> not sure, but should be easy to find
Oil pump is easy to measure and I have lifted pressure by adding some spacers
behind of pressure regulator spring (1.5mm).
I would not use over 2bar boost on this engine, I'd don't believe at head will hold that. And surely not with 96mm pistons. IMHO
So with std gasget can do over 1bar (not tested).
V-M
-
Original pistons are Mahle also.
That heat stress is true. I have also heard of rust agening and also owen (heat) stress agening.
V-M
-
Go for GT28 at least, GT25 limitation is ~270-280hp on engine. I have GT25M on my Saab (originally).
V-M
-
Easier O-ring adaption is as racing guys are doing is at cut metal part of normal head gasket and machine place for ring in block.
V-M
-
Bearings, chain, tensioner, oilpump etc... are same. I have a lot of those main bearings, con.rod bearings are bit harder to find.
V-M
-
Great, that makes me want a Danielson head for my car too. ;-) But if I remember correctly, it was quite expensive to make one from a stock head? Welding is probably the most expensive single operation?
Is there any downsides with the Danielson head compared to the stock one or is it just simply better?-) I wonder why Peugeot didn't relocate those spark plug holes? Probably they just didn't want to modify the old desing from non-turbo versions of that engine more than they had to make it work ("plugged" that hole for the mechanical fuel pump, anything else?)...
Welding and plug holes where nearly the same
plug holes work was bit suprise (bad one). Next head I'll do those my self.There is no downsize
They added extra exhaust manifold srew at front and those extra rings between exh. manifold and head. I have couple of those Talbot/Matra/Chrysler heads also 
V-M
-
Well, bit difficult to tell cause I don't know right name on that where back wheel support is connected and it's girder? I this picture pipe goinig trought there it's under back silencers.
That is made in 2,5" and it's very difficult to keep of hitting edges on that narrow place. And it's 3" from turbo to this "narrow place". Next time I'll go to have car up I'll have some pictures below of car.
But any way, of cause 3" DP helps eaven short one but like they say "Bigger is better"
V-M
-
Well, difference is that 30hp which is stage 1 and stage 2 difference. So theory should do also in practice
Also it adds more compression, a little but still.V-M
-
That is very good "as is" turbine housing, that will give 50-70hp more with good DP than original turbine housing (exhaust pressure is low). Just add 3" pipe from turbo to "this narrow place near rear diff." and rest can be normal size and you get much more power out. Aaa... but you need this catalysator there... maybe add some high flow cat. But you can remove this middle silencer (nearly no extra sound was coming). I findout at normal std turbo max boost were 0.8bar after that heat load was increasing rapidly but that turbo with better turbine housing and DP can do bit over 1bar -> 240-260hp?
About that picture, I only change that DP and rise boost with bleeder (0.2bar -> 1.1bar) on my Saab and get 165kW from wheels (automat and originally 147kW from engine) Of cause small hand works also head etc... but point is eaven in that flange it's 2.25" from start and tight turn and then changes to 3" and still giving good responce
This Dyno result is on my page also. V-M
-
Just for hint. no chip change on that car. It's bit hard to change just chip. maybe whole system.
We hve ~50 cars on country total. I' have record of 40 of those. And 11 of those have been gone trought my hands.
V-M
-
Also Volvo B21ET piston can be used but conrod needs to canged (needs to be bit shorter conrod) more than can be removed from top of piston. 21ET piston size is 92mm and have space in piston top also.
V-M
-
VM: are you a danielson reseller? or did you just have an extra stage I lying around
.. also, what are the differences in the stage I? From what i understand its just plug angle (no other structual changes to the head (to prevent cracking)), D cam, 3bar (?) FPR, wastegate actuator.. but the rockers are different? anything else?
I collect some answers here:
Pin is from volvo 23mm so that have to be re-done also for conrod top.
Engine is Volvo B 230 FT also 230 ET will do but ET has smaller space in piston top. I'll have next week also set of ET pistons so I'll measure that to make it sure.
That engine is used in 240,740,940 series
In macinery shop gyus where bit confused when I requested that "grind this to 96mm"
usually 2mm is max from original size. and now this is more than 4mm. Of cause walls are rather narrow now you can hear when knoking by finger inside of cylinder and comparing it between original and grinded one.No I'm no reseller, I have grind model for dani cam and I have sold my used one (of cause) and re done new for my self (I do know law).
Only diffrence is from dani stage 1 to stage 2 is head. And seems at also dani original head has that same weaknes as normal ones. FPR is 3.2bar in dani set, it is normal 2.5bar FBR but has been pressed from top. actuator is stiffer. Rockers are standard in std and dani head. But grinded of cause has different "hit" angle to cam, that could be softened by using slash cabs ~2mm thikness is enough.
Low rev. torgue is expected also and hp should not go over 300hp from engine, I have fear at torgue is over 450Nm and clutch will go off. If I buy this SPEC 0032 or 0033 clutch then gear or diff will give up.
I'd have some speed up with std Cosworth sierra with my old set up Dyno curve and I get skin of head but it was close... but coswoth does 0-100 in 6.5sec and it did loose when we change to 2gear and speeded up, not much but still.
V-M
-
I forget about those spark plugs those are located at same place as original dani head and plug is 10mm thread -> NGK C8E
Con.rod are machined also from top. Original is ~28mm wide and Volvo piston inner size is 24mm -> Con.rod were machined to 23.5mm. Pictures are coming... soon on site.
One of my 505 turbo were sold yesterday
-> 86 model with 183tkm and I was second owner, newer smoked inside and no speaker holes or anything extra. Also this evolution spoiler set were sold with it. Luckily new owner is ex. fighter pilot so he knows speed and requirements for it . He also ordered "dani" stage 1 set from me (cam, new rockers (at factory packets) and modified fuel regulator).V-M
-
I'll take pictures of my sample of adjustable gear. Only those 7mm bolts are missing
V-M
-
I have used rings from Federal Mogul (Goetche) for std size. cost is ~180$ (150€) I have factory order for those. Those are good also. I have good experience Deves also, my Opel fiends (finish ones) are ordering rings for vauxhals and opels (old ones) and they are happy on products and delivery very good also.
V-M
-
* do you have any pictures of the exhaust manifold?
* is the AFM stock?
* what injectors / how much fuel @ what psi?
* any idea on the compression ratio with the volvo pistons?
* the spark plugs are re-positioned to danielson spec? or are they different.
is this the result of the big turbo?
the ATS wheels are dope as hell! are the direct bolt on's? i've looked on the ATS site but didn't see anything for the 505, are they custom?
1. Yes, those are in my pages?
2. Currently yes
3. stock inj. (adj. pressure control added 1:1) but I hace set off saab 9000 2.3T injectors which are ~390cc/min in 3bar, stock ones are giving 324cc/min (0 280 150 200) in 3 bar.
4. That was strange thing! when I measured stock piston top it was 18ml and dani head was 50ml -> compressionratio was 8.78
Should be ~8 Volvo piston top was 19ml so compression ratio is 8.67
Could be at I need to grind some space in head to get it close to 8
I have stock inj.adv. box but from never model ->86 which have bit lower advance
than <-85 models, but I'll take both boxes in dyno and run with each one one run when every thing else is checked and corrected.
I'll also make adjustable cam gear (there was some one asking that in different topic?)
That racing gasget is not helping cause piston hole diameter is too small for that 96mm piston
But there is couple of alternatives to do it different way (more details later). I did balance conrods (separetely both ends) and main axcel were grinded and balanced also (grind to 0.2 over size), note: main axcel were bend 0.8mm at center, but that was also corrected at macinery shop.
Let's see if stock clutch will hold that power
(I'll use LuK cluch whic is claimed to hold +20% better torgue than stock... but still).Those wheels which are now in car are wolfrace racing wheels 15" (very light) tyres are now 205/55/15 and seems also bit rare wheels? Those ATS wheels 14" are also bit rare and I don't know those history? I'll but 195/60/14 tyres on those.
Feel free to ask any details, I try to member all changes but my memory is not so good
But I cladly share my knowledge and have no intress to hold any details if it helps others.Car will be as stock from out side (exept wheels and bit lower) and interior will be from Mi16 (seats and steering wheel). Also exhoust end is stock (see pictures in my site).
V-M
-
Wow, very nice V-M!! I looked through your site again. There is always something new and interesting! You do some very intense and impressive fabrication! I like the front mount intercooler setup with what looks like a saab 9000 intercooler? And the turbo...
http://kotinetti.suomi.net/enkenberg/Peuge...s/IMG_0019.html
That is one HUGE turbo!
Do you ever take your modified 505turbo cars to the dyno?
Yes, that is Saab 9000 94-> IC (newer model) shold hold 1.5bar boost, but i'll nly use 1-1.2bar max. I'm looking better turbo (Mitsu TDO4 -18 7#) but until I'll use this one.
I have dynoed but there were basic setups mainly and a lot of small broblems.
Now main probs are solved. Let's see how it goes...
Currently I have all basic sets in car (stock LE jetr and ing. box etc...)
V-M
-
Hello,
I'm building new engine for my crey car. Block is now machined for 96mm Volvo turbo pistons and all parts are balanced. Head is this self made dani head and cam is grinded dani cam. Turbo is from Lancia integrale 8v and size is A/R 0.6, 48/72mm inlet size and outled is A/R ?, 48/58mm pictures are on my home site (not all new engine pics (I'll add them with text). Block is lowered 1.4mm and original con.rods are used (those did need some rework). And a lot of other small and big changes. Original head gasget will be tested but bit doubting how it will go cause metal ring is bit on cylinder side.
V-M
-
Hello,
I have planned to build one of these and I have trying to have better pictures (not available in web) and no answer from ASC. ASC which have one in their exhibition room. I'll use for building one of my latest purchase for this project (Ari Vatanen's ex-promo car from -85).
Any one living close to their facility? If I remember right Mike Tibbet was visiting there and did see that one in Sochaux?
V-M
turbo upgrades
in General Peugeot discussion
Posted
It's easier to make totally new DP than adding this extra pipe. Same job and less restriction and easy add lamda in good place.
I'm adding new pictures now in Project section, see lamda and other things from there.
V-M