Peugeot 205 1.9 with Kant cam and 38dgas carb
Discussion
Hi, the trumpets i have here are 40 mm in height, going to fit them this evening and race them at the track (autograss) next saturday.
Should be getting close to 130-ish @ the wheels.
Next "development" will be the 4-1 or 4-2-1 pipe, although i'm biased to the 4-1 design, probably with a megaphone on it, that should bring in the torque a bit earlier and keep the power climbing longer, so maybe peaking @ 7000 instead of 6600 now.
I'll keep posting the results.
Should be getting close to 130-ish @ the wheels.
Next "development" will be the 4-1 or 4-2-1 pipe, although i'm biased to the 4-1 design, probably with a megaphone on it, that should bring in the torque a bit earlier and keep the power climbing longer, so maybe peaking @ 7000 instead of 6600 now.
I'll keep posting the results.
Manifolds and systems didnt seem to make more power or torque all they done id say all was to lower the revs for were it made power witch in turn made it more drivable but some people just didnt get it !!!!!
I use to fit a lot of Magnex manifolds 4-2-1 and 2 1/4 systems on 1.6 & 1.9 Gti,s they then made power at around 5200 rpm instead of 6200 rpm but one other good thing was it held the power right through till 7200 , ive got a friend who had a rather nice 1.6 git with over 100 k on the engine. Well the head gasket went so i just skimmed the head and 3 angled the valves seats and fitted just a Magnex system not the manifold and it made a very useable 116hp flywheel at 5200 but still going strong at 7200 what a great little engine.
I use to fit a lot of Magnex manifolds 4-2-1 and 2 1/4 systems on 1.6 & 1.9 Gti,s they then made power at around 5200 rpm instead of 6200 rpm but one other good thing was it held the power right through till 7200 , ive got a friend who had a rather nice 1.6 git with over 100 k on the engine. Well the head gasket went so i just skimmed the head and 3 angled the valves seats and fitted just a Magnex system not the manifold and it made a very useable 116hp flywheel at 5200 but still going strong at 7200 what a great little engine.
Then i may be better off with the stock manifold and downpipe and the 2 1/8" pipe i've fitted at the moment.
The "flow control" thing is in place now, so see what it does on the racetrack...
On the other hand IF it's possible to fabricate a 4-1 or 4-2-1 that looses no power down low AND gives even more on top that would be just awesome
The "flow control" thing is in place now, so see what it does on the racetrack...
On the other hand IF it's possible to fabricate a 4-1 or 4-2-1 that looses no power down low AND gives even more on top that would be just awesome
The home-made flow control thing is working good! It feels like it's making a bit more power and torque throughout the powerband, so i think it gained another 4-5 bhp or so :-)
For the time being i'm keeping the stock manifold and downpipe because the class regs don't allow tubular manifolds.
For the time being i'm keeping the stock manifold and downpipe because the class regs don't allow tubular manifolds.
Good news, it's too quick for the group i've been driving in so far this year, so i'm moving to a quicker class where it IS allowed to run tubular manifolds and more important double carbs :-)
I have a set of twin 45's in stock with manifold and everything to fit them, should be possible to get over 150 @ the wheels and lots of torque too.
I have a set of twin 45's in stock with manifold and everything to fit them, should be possible to get over 150 @ the wheels and lots of torque too.
Thats good you will need to sort out keeping the hot air from the carbs so a air box will be needed or as ive done before is get a deeper smaller rad made so this can be mounted ofset to the carbs or make it so the top of the rad is sitting below the bellmouths.
Fitting then is easy getting them to work at there best is good fun.
Fitting then is easy getting them to work at there best is good fun.
The webers and intakemanifold are fitted now, it started first time and runs nice, next step is fitting some nice full-radius trumpets 45mm height and a big air filter, then it's back to the rolling road once more to check and change the jetting if needed.
And make a good heatshield to keep the hot air from the radiator away from the filter and carbs.
Hope to see 150+ bhp @ the wheels....
And make a good heatshield to keep the hot air from the radiator away from the filter and carbs.
Hope to see 150+ bhp @ the wheels....
Yes, the torque curve is more important than outright top-end power.
I have to fit an alloy sump now, because these have the mounting bosses to fit the alternator lower because of the carburettors.
I'm also fitting stronger rodbolts now the sump is off the engine.
Next step will be a bigger radiator to keep the temperature of the engine low enough with the extra power :-)
I have to fit an alloy sump now, because these have the mounting bosses to fit the alternator lower because of the carburettors.
I'm also fitting stronger rodbolts now the sump is off the engine.
Next step will be a bigger radiator to keep the temperature of the engine low enough with the extra power :-)
More power! I'm going to fit an 1900 crank and 1600 pistons, because the 1900 pistons have a hollow top and the 1600's have flat tops, should increase the comprssion from 10:1 to about 11.5:1
I'll post the results after again a trip to the rollers, should give a healthy increase in power and torque.
I'll post the results after again a trip to the rollers, should give a healthy increase in power and torque.
The pistons and twin 45's are fitted now, it runs nice too, next friday it's a new trip to the rolling road again to see how much power it makes and to set up the webers as good as possible, hope to see about 140 whp or more :-)
Also does anybody know if a crankshaft from a 2200 16V (EW) engine fits into my old XU type engine, it has a stroke of 96 millimeters instead of the 88 millimeters it has now, and which conrods should fit, or are custom rods needed.
Or take an XU10 8 valver from a 406 / Xantia with 86 mm bore and the 96 mm crank for the full 2230 cc's. should make a lot of torque then!
Also does anybody know if a crankshaft from a 2200 16V (EW) engine fits into my old XU type engine, it has a stroke of 96 millimeters instead of the 88 millimeters it has now, and which conrods should fit, or are custom rods needed.
Or take an XU10 8 valver from a 406 / Xantia with 86 mm bore and the 96 mm crank for the full 2230 cc's. should make a lot of torque then!
Keesjr said:
The pistons and twin 45's are fitted now, it runs nice too, next friday it's a new trip to the rolling road again to see how much power it makes and to set up the webers as good as possible, hope to see about 140 whp or more :-)
Also does anybody know if a crankshaft from a 2200 16V (EW) engine fits into my old XU type engine, it has a stroke of 96 millimeters instead of the 88 millimeters it has now, and which conrods should fit, or are custom rods needed.
Or take an XU10 8 valver from a 406 / Xantia with 86 mm bore and the 96 mm crank for the full 2230 cc's. should make a lot of torque then!
Get yourself over to the technical forums at www.205gtidrivers.com and all your questions will be answered!Also does anybody know if a crankshaft from a 2200 16V (EW) engine fits into my old XU type engine, it has a stroke of 96 millimeters instead of the 88 millimeters it has now, and which conrods should fit, or are custom rods needed.
Or take an XU10 8 valver from a 406 / Xantia with 86 mm bore and the 96 mm crank for the full 2230 cc's. should make a lot of torque then!
From memory, you can't use the EW crank but you may be able to use the 2.2 diesel... Could be wrong, so ask over there but there are loads of hybrid engines with large displacements!
Been tot the rollers today, and the results are great in my opinion.
With the flattop pistons and the twin 45's the torque went up to 187 nm @ 5100 rpm and the power to 148 bhp @ 6500 rpm, and can still be revved out to 7000 before the power drops off.
At this point 45 mm high full radius trumpets are fitted, might try some 60 and 75 high trumpets to see what happens then :-)
With the flattop pistons and the twin 45's the torque went up to 187 nm @ 5100 rpm and the power to 148 bhp @ 6500 rpm, and can still be revved out to 7000 before the power drops off.
At this point 45 mm high full radius trumpets are fitted, might try some 60 and 75 high trumpets to see what happens then :-)
Hello David, the cilinderhead is not standard anymore, some work is done on the ports and valves, the bottom of the inlet ports has been raised with some special filler.
The power is measured at the wheels, and the valve sizes are standard 1.9
The C/R can be raised a bit more by skimming the head i guess..
The power is measured at the wheels, and the valve sizes are standard 1.9
The C/R can be raised a bit more by skimming the head i guess..
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