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The aussie guys are using LPG for their turbo V6's as well I believe. I haven't been on there for a while - but I remember a couple that were mentioned a while back and they were LPG for sure. (LPG = natural gas) Still a very slick set up - and with fuel prices where they are, LPG might be the way to go! Rabin

Apparently manual balancers are VERY accurate - just fairly time consuming. It won't compensate for out of round of course - but my buddy that owns Regina Wheel Works (Rebuilds/re-finishes/repairs alloy wheels) said they're very good - but it takes a fair bit of time to do. Best bet for balancing are the Hunter road force machines (or some such name) - they spin the wheel on a drum while balancing it. Very accurate and can sometimes smooth out slightly out of round rims. Rabin

Just to be sure: The rod width was narrowed to fit the piston correct? No changes at all to the pin? Was the Peugeot piston pin used or was the volvo pin used? If that's the case - can you tell me the make / model / engine code for the engine the Volvo pistons came from? I was thinking of specing out custom replacements - but using stock pistons from another make is so much easier - plus the availability of rings and + sizes means future maintenance is a breeze. I'm not sure I'll be doing the Dani head mods - but I'd very interested in a "mild" upgrade - something in between the stock and dani spec as I'd like to have the broadest, fattest torque curve possible with the engine building power/boost at as low an rpm as possible. I'm not going for peak power - just broad usable power for as much of the rev range as possible. (That's not too much to ask is it? Goal so far is to spec 8.5:1 compression, 15 -18 psi, GT 25, or GT 28 Turbo with custom exhaust manifold, and a stand alone ECU. (Still waivering on MS 2 or doing the Dodge ECU) Rabin

Fantastic work V-M! Can you detail the changes necessary to the rods to run the Volvo pistons? Was the piston pin location close - or was that the change necessary to locate them properly? Any pictures / measurement differences? I want to up the compression ration on my engine and I'm hoping to be able to do it with pistons from a similar but more readily available parts. Pretty much everything I've had in mind to do - you've already done, so I'm very intrigued to see how you've done it... Rabin

Redline 80-90 NS gear oil. The NS means No-Slip - it's a friction additive for the synchros. I run it in my 505 STI ICE/Dirt racer and the BA/7 in that car is the slickest shifting tranny I've EVER experienced. It gets flogged with two other guys besides me and it awesome - even in -40C race days! (So no worries about it being too heavy - plus gear oil uses a different viscosity index so it's closer than you think.) Bonus is running it in the LSD - locks up the LSD quite a bit more than stock... Rabin

I'm 34 from Regina Saskatchewan Canada. I started driving my brothers 504 Peugeot's in Grade 11 - So 16. When I was 17 I stuffed the 604 V6 4-sp into a 504 sedan. Damn was it fast. I've been a Peugeot speed freak ever since. I've owned one ever since. (Actually more than one - current number is 7 (3 parts cars, 4 projects - 83 504 wagon, 76 504 Sedan, 86 505 Turbo, 85 505 Turbo) I need to get the number down to 2, but I love the 83 504 wagon! The other keepers are the 76 504 sedan and the 86 505 Turbo. Current Crazy thought is to put the 504 Wagon on a Toyota 4 Runner chassis for a future family car.

There's a James Bond in which he's being chased by a bunch of 504 sedans - pretty cool. Cooler if I could remember the name of the movie though! It was a Roger Moore one... Damn.... If it comes to me I'll post back - hopefully someone else remembers...

Congrats Trevor! Nicely done. Can't believe it's been 8 months though - wow... It'll be cool to see how you make out with MegaSquirt. I still get tempted by it with the wide band O2, but I'm still loving the TD set up. A group of us in the club are thinking about getting a wide band st up for tuning purposes - so that should help get the most out of the TD set up. Once set up - it'll be good to go.

I thought the same thing... Best thing I came up with was using two gears, machine one of them as the center with a threaded hole on each spoke, and a machined flat area. The second one would need the machined flat on the back side and an elongated hole to match up with the hole. Not sure if you could use the guts from an off the shelf one as I've never seen a metal one. It would have to be machined VERY nicely - but definitely possible. Hard to put into words - but you should get my drift...

Hey August, I was one of the biggest proponents of MS when I first learned of it. I joined the list, read the manuals, and I even bought soldering station for the project. I was talking with some of the guys in my club and I was pointed to the Turbo Dodge ECU as a potential alternative. A guy named Jason Richardson put it his Merkur and did up a really cool "how-to" manual to boot. I read up on it as well and I'm sold on using it on the Peugeot. Some of the features: - electronic control of boost. (Charge temp dependant AND engine temp dependent - limits boost if engine is cold, and if the intake temp exeeds a set point.) - MAP - gets rid of the VAF - a pretty nasty air restriction IMHO. - fuel and timing can be customized. - Large tuning group already building "cals" for 2.2/2.5L Turbo 4 cylinder engines. - Proven ECU built for the environment. - Can be modded for flashing the eprom in the car. - it's CHEAP!!! I posted a link on one of the reply's to Trevors post - check it out. Rabin

LOL - that was just rude August! Karydas from Greece had a nice bit of ghetto spring mod info for the 505... Benz series 115 rear springs, and one coil cut from the stock front springs. Supposed to be a 20 mm drop with a nice increase in spring rate. Not sure what the series 115 body style is (haven't checked), but I asked him to find the exact model. So many types - wanna make sure I know the right model to look for. I still think a nice coil over conversion is possible... I'm going to hold off on that project till after I get the TD ECU sorted out.

Nice - bet you must be excited now! I could see where they balanced the pistons, but the rods were a bit more difficult - did they take weight off the bearing cap? Since I'm a detail freak - what did they bore the cylinders out to? How much off the deck? Cylinder head? (You rembered the timing covers as well right?) I'm assuming you only had them "clean" them up - but I'm curious how much was taken, and if it still falls within spec for the rings you got. I also took a peak that the pictures of your porting. One thing I've seen when porting for PEAK power is to grind the intake guide flush with the intake runner - the theory is that there's no extreme exhaust gas to affect the guide so it doesn't really need to be as long as the exhaust. Not sure if I'd ever do it myself - but I thought I'd throw it out there for discussions sake. Rabin

Sweet - I was at the Edmonton Grand Prix! It was pretty cool. Great track - 90000 people on race day! I believe Edmonton broke the Champ car attendance record as well as day 1 practice attendance records. We had the "cheap" seats, but the best racing was on the section in front of us - very cool indeed. Once our car club site gets moved I'll be posting pics as well so I'll keep you guys updated on when they go up. As an aside, 505T - you and I have visually the same car. Check out White 505turbo pics

That's some sweet company that 504 Cab is with - I'm guessing Ferrari Daytona Coupe (365 GTB?), and possibly a Ferrari 512 BB in the background? I also got to see a McLaren Mercedes in person while in Victoria. Very nice car. Brakes were staggeringly large through it's massive front wheel. I wonder what the cab went for - kinda looks a bit rough. (I'd LOVE one of those in my collection!) Rabin

It's been discussed before - but I think using a custom copper gasket (or multi-layer steel) w/ studs instead of bolts would be the way to go for high power and durability. I know a guy that had some made for his 1.8L Turbo Subaru and they sealed fine. (They also looked like I could have done better making then with a jig saw in my basement) - and they sealed fine. (Paeco Industries made them). The key was using this expensive sealing spray designed for copper gaskets, and making sure the gasket was annealed before use. I'm not sure what ARP would charge for matching up a set of studs and nuts - but it shouldn't be hard. There's another supplier (Raceware) of really high end stud kits I contacted - but $1000 USD was the going price!!! ARP would likely be pricey too - but not nearly as much. Even finding suitable OEM stud kits from another motor would be an improvement over bolts - but that's likely to be open for debate. I prefer studs as it's a much strong design. Rabin

Yep - the entire wiring, connector, and sensor "system" is being taken and adapted to the Peugeot. Moving to the MAF system take a huge bottle neck out of the system - combine that with 3 bar MAP sensor for mapping boost and fuel curves, and an electronically controlled wastegate and it makes for a potent combination that exceeds Megasquirt for this particular application. (Turbo 2.2 L 4 cylinders). It won't really be as an easy a swap on any other motor - but if if works I'll be looking at doing an install on an XN6 motor and keeping it NA. Connectors are definitely crappy on the Pug's - so the move to the TD stuff should be a big improvement. If I come across any shady stuff I'll swap in my old Subaru connectors. (Fantastic rubber seals - pull them apart and they still look new!) I'm now just waiting to get some time where I can sit down and "map" the wiring diagrams from the car systems to the ECU so I can use as much cross over as possible. I'll then have to figure out what's left over and find resolutions. That's going to be the biggest project and will likely take place this winter on the car - trial and error till I get it nailed. Should be the most potent upgrade for the N9TE yet. With stock bits and an upgraded turbo - 300 HP shouldn't be out of reach at all.

Hey Trevor - Glad things are coming together. As long ast the bearings are in decent shape, and the clearances are good you should be laughing. Just use good oil and change it often. As for the TD ECU - I just got a complete wiring harness that I'm about to splice into the Peugeot wiring harness. I want to see if I can splice in as much of the TD functionality into the existing Pug instrument cluster - IE the check engine light flashing the yellow det LED - things like that. Here's the documentation that I'm working off of so far - it's provided by one of the guys on the D-cal forum that did the swap on to his Merkur 2.3L Ford. I still have to get the ECU and sensors - but the biggest most involved job is getting the wiriing harness built - and since I want it to be seamless and better than factory - it's going to be as integrated as possible. After all is said and done - the entire engine management system should be able to be replaced for very little $$$ and it should even be able to get diagnosed by a cheap code reader... Check the info out for yourself: http://www.merkurboys.com/smec/ there may be some pics in here that could help you as well: http://www.merkurboys.com/pics/index.php?a...cu%20conversion dont consider any of this stuff permanant, urls and content will most likely be changing, but something should always be available on either the merkurboys.com or merkur-xr4ti.com domains. ----------------------- Rabin

Looks good Trevor! I've been super busy this last while so I'll have to make it a point to post here more! Later...

I'm curious how you made out with the rebuild parts that were needed for the motor? Bearings, guides, rings etc... Please tell! As for my Turbo Dodge ECU - I've begun the process by acquiring the full harness for the TD and I'm working on stripping it of unnecessary wires (A huge amount!) and figuring what I need to keep and what can go. This ECU also controls the cruise control so I want to see if it's possible to put that on the car as well. Interesting if it all comes together. BTW: I'm making detailed instructions just in case it works - should be a good guide for others if it works well. (super cheap upgrade too!) Later... Rabin

Dang - I just got a brain storm and I want to bounce it off some other crazies... The PRV V6 odd fire engine is essentially two three cylinder engines in the fact that each back of the engine runs very well independently. (Perfect firing order for a 3 cylinder) The Suzuki Sprint Turbo is a 3 cylinder 1 L turbo engine. I've just come across easy and cheap access to two complete cars from which I could grab the intake and exhaust/turbo set ups from. The idea is to adapt the intake/turbo set up from each Sprint to each bank of the V6. This would be a low boost set up - 5 - 6 psi MAX as to not over stress the engine. Each bank has a little more displacement - but it should be within spec and allow for very fast spool up. Crazy I know - but a twin turbo V6 would be quit the ride... I also have a supercharger set up that I think would also be cool. (From a 3.3L Nissan V6) Which would be the better way to go? (Pros and cons wanted...) I also think I need some sort of professional help...

Just thought of something we did on our club forum... The top logo with the Peugeot lion (nice touch BTW) should link back to your home page. Makes it easier to go back and forth between the two and makes better use of the 505Turbo home page - which is also coming together nicely! (Once I start getting some of the pieces for my car I'll start doing up tech articles for everything I do. The home page might be a better resource for this info instead of the forums - just have the links to the articles in the forum.) I'll keep posting as more ideas come to me... Rabin

You can argue both ways successfully I think! I like the idea of a bit more separation of topic might be handy, but I like your idea of growing the forum first as well... What about doing a simple 4 series forum and 5 series forum - that should allow people with either series to focus the info more. Or even RWD and FWD to cover the different cars we have? (I'm liking the RWD and FWD more I think....) I usually delete all the 405 stuff since I don't have one - ditto with the diesel questions. If I ever got one though - the specific forum would be a gold mine of vehicle specific info to check out. Just my thoughts... BTW - if you want or need admins or moderators - I'm an admin on my car club forum and have some experience with some of the simple maintenance items...

Looks great! Only thing I can see that I'd like is maybe some model specific forums... 405, 505, Diesel, performance.... ??? Hard to say since it would split up the users - but it would be more convenient for those of us that just deal with a particular model. Thanks for the effort! Rabin