Peugeot 406 Coupe - 3.0L V6. Complete refurb... very slowly
Discussion
Retro_Jim said:
I've just read through this having enjoyed your previous threads. I'm intrigued about the TPU bushes, what Infill % do you use?
Really depends on the bush design, anywhere from 30 to solid. And a lot of them vary throughout.Edited by PhillipM on Thursday 29th February 13:01
The book weight is I think 1460kg, but I'm assuming that's the same as the usual Peugeot trick from that era for 0-60 figures, etc - with half a tank of fuel and some luggage, because it was about 1380kg on the corner scales (And I had fuel in it and tools in the boot!) - although I've lost a little bit of weight with the lighter exhaust and flywheel, it's not massive amounts.
Edited by PhillipM on Thursday 29th February 15:08
In terms of the speed of engine response now, the exhaust video gives a fairly good comparison vs another video of a V6 doing basically the same thing:
It's not the best way to compare, but gives an idea - you can probably hear it more in how much faster the rpms drop off throttle than anything.
It's not the best way to compare, but gives an idea - you can probably hear it more in how much faster the rpms drop off throttle than anything.
Edited by PhillipM on Thursday 29th February 15:39
Thought I'd better get the tank fitted and tested this week (new job tuesday!) - forgot just how much of a pain in the ass it is to get to on these cars:
All fitted nicely, the original upper hose had cracked internally and you can't get one, so I made one up from a couple of silicone bends. And then realised I couldn't get a coupler the right size easily....so I printed that too...
The biggest problem I have is I now have some material that's good to 180c and it's tempting to reprint it just because more is better right....
All fitted nicely, the original upper hose had cracked internally and you can't get one, so I made one up from a couple of silicone bends. And then realised I couldn't get a coupler the right size easily....so I printed that too...
The biggest problem I have is I now have some material that's good to 180c and it's tempting to reprint it just because more is better right....
I can sympathize, having a had a couple of V6 engine'd cars there is normally no space in the engine bay at all. Makes rear plugs and rocker covers far harder than it should be.
But the 3d printing looks fantastic. I've just been teaching myself how to use a resin printer and after a few false starts I'm churning bits out now.
But the 3d printing looks fantastic. I've just been teaching myself how to use a resin printer and after a few false starts I'm churning bits out now.
The car's been a non-starter a couple of times last week, not battery drain, not a dying battery, must be the starter motor sticking right.
Guess where Peugeot put it?
Yes that's right, under the exhaust manifolds, the perfect spot right? Who *wouldn't* want to remove the exhaust and a load of rusted solid from heat bolts just to check the starter motor?
Also you have to remove the oil filter. Because that's a sensible thing to have off when you're knocking around rusty, dirty parts right by the big hole in your block full of clean oil with nothing covering it now...
Oh also you can't get one for a week, because the early V6 starter motor is different to the rest of the range, because of course it is...so stripped and rebuilt my old one instead, found the culprit too, a cracked solder joint, presumably because the solenoid was gunked up and sticking, and that terminal was going though some heat cycling:
I did also discover why these early V6's respond so well to tubular exhaust manifolds, look what's in the downpipes...a nice cone and flare joint to weld together two connectors....that chokes the primaries down from 48mm to 32mm....
Interesting discovery....Monsieur Dremel has been called on to fix the issue, for now...
Guess where Peugeot put it?
Yes that's right, under the exhaust manifolds, the perfect spot right? Who *wouldn't* want to remove the exhaust and a load of rusted solid from heat bolts just to check the starter motor?
Also you have to remove the oil filter. Because that's a sensible thing to have off when you're knocking around rusty, dirty parts right by the big hole in your block full of clean oil with nothing covering it now...
Oh also you can't get one for a week, because the early V6 starter motor is different to the rest of the range, because of course it is...so stripped and rebuilt my old one instead, found the culprit too, a cracked solder joint, presumably because the solenoid was gunked up and sticking, and that terminal was going though some heat cycling:
I did also discover why these early V6's respond so well to tubular exhaust manifolds, look what's in the downpipes...a nice cone and flare joint to weld together two connectors....that chokes the primaries down from 48mm to 32mm....
Interesting discovery....Monsieur Dremel has been called on to fix the issue, for now...
h, but otherwise pretty good, the workmates are a good laugh which balances out dealing with customers 
Cambs_Stuart said:
Wow, that's an incredible restriction. I wonder how much performance was strangled to save a few cents in the exhaust fabrication?
Put it this way I got to work this morning grinning. And a lot lower on fuel than I should have been...although ditching the front arb helped there too...It's feels like it made as much difference as the entire cat back did
Edited by PhillipM on Wednesday 24th April 19:16
I'm sure there was a big debate in Peugeot HQ about that exhaust but then the accountants started waving bits of paper and the engineers lost the argument.
Are tubular manifolds widely available? It would seem to be to be a fairly niche engine to tune, but the French normally have something up their sleeve.
Congrats on the new job, have you considered doing some content on Youtube alongside? Making for Motorsport style stuff, the work you do would fit in there very well!
Are tubular manifolds widely available? It would seem to be to be a fairly niche engine to tune, but the French normally have something up their sleeve.
Congrats on the new job, have you considered doing some content on Youtube alongside? Making for Motorsport style stuff, the work you do would fit in there very well!
I'm not sure if it was just bean counters there, or if there may also have been something at play to deliberately limit it for some of the insurance classes back then - the french did that a lot around that time, the 1.4 engines in the the 106/205/306 had intake restrictors that looked somewhat similar too to keep them down to only 75ps - but you could at least just remove those and bin 'em and gain 10 horsepower for free.
I did think about Youtube for a lot of years, the problem was really all the ancillary stuff you then need to start doing - getting the benches clean to film, making sure you've got extra lighting up, stopping anyone else working for the audio, planning stuff out beforehand - I've been really tempted but especially with such as the buggy, a lot of work is done late at night after other stuff when it's in a bit of a rush and filming would basically double or triple the timescale on doing the work - you only have to look at Binky where the filming and content turned into twice the work of the car, and then it's set things back for years.
I did think about Youtube for a lot of years, the problem was really all the ancillary stuff you then need to start doing - getting the benches clean to film, making sure you've got extra lighting up, stopping anyone else working for the audio, planning stuff out beforehand - I've been really tempted but especially with such as the buggy, a lot of work is done late at night after other stuff when it's in a bit of a rush and filming would basically double or triple the timescale on doing the work - you only have to look at Binky where the filming and content turned into twice the work of the car, and then it's set things back for years.
Edited by PhillipM on Saturday 27th April 10:44
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