Peugeot/Citroen HPi engine tuning?

[Luther Blisset]

Just seen on of these at a local breakers, low miles but I think possibly a borked engine, they usually are.
Wondering if anyone has any links to being tuned? They're direct injection, EW10D engines, and - according to FMEUcat - smaller valves than other EW10 engines (probably to accomodate the injector) and I'm looking at 80 quid with a gearbox.

I know there's standalone ECUs that can handle DI, (dunno what is best on a budget though - Specialist components or KMS?) and I was thinking of supplementary port injection and boost. I imagine the rods are weak if they're anything other EW10s, and the piston design would be an issue requiring custom jobs. BTW, stock compression is 11.4, and afaik bottom end dimesnions are similar to other EW10s, with 212.5mm deck height, though rod length and piston crown design and compression height could be out.

Interested to hear some of the wisdom of people who have relevant experience and what you guys think of it as a concept, and whether if I was to go down this route what pitfalls can I expect. Also, if anyone has technical drawings or photos of the piston crown it would be very much appreciated

Edited by Luther Blisset on Tuesday 18th March 20:11

[NPI]

I know it's not the question you asked, but I took over a company lease 406 with this engine at about 18mths old and it never worked properly (misfire with engine management light on) for the next year. It was off the road so much with a Peugeot supplied courtesy car that Peugeot eventually took it back early. I found out afterwards we had another one on the fleet that was the same.

I assume the reason the engine was dropped is there was some insurmountable problem.

[Luther Blisset]

Thanks NPI, I am somewhat aware of the short comings of the engine, (i.e I've heard the horror stories - no first hand experience to back it up though) some at least stemming from the fact that port injection was not used, allowing the valve to gum up with oil/carbon.

I was hoping an auxiliary port injection set up will resolve that while also providing additional fuelling.

Other issues that I know of are ECU related, and hopefully the switch to an aftermarket standalone could cure that.

It wouldn't surprise me given that GDI was in it's infancy, PSAs track record on screwing bits together correctly, and the relatively poor quality electronics of their Tier 1 suppliers (compared to the Jap equivalents) if there's a bunch more, so feel free to let me know how terrible an idea this is

[Sensibleboy]

Why would you choose one of these over the normal EW10? Just because of the direct injection?

[Luther Blisset]

Sensibleboy said:

Why would you choose one of these over the normal EW10? Just because of the direct injection?

Yes

[Sensibleboy]

What you putting the engine in? Is it easy to make the fuel system up to the higher pressure that direct injection needs?

[Luther Blisset]

Sensibleboy said:

What you putting the engine in? Is it easy to make the fuel system up to the higher pressure that direct injection needs?

I'm thinking of using a sequential fuelling setup. Use a swirl pot and standard injection pump in the bay and a low pressure carb type fuel pump supplying both port and direct injection. Obviously the standard type injection punp would deal with the port fuelling and the existing HPFP (common rail IIRC) would supply the direct injectors.

If anyone here has decent photos or technical drawings of EW10D pistons It would be appreciated.

Unsure of the car just yet, but it would probably be PSA, small and cheap.

Fitting is a ballache compared to an XU swap, so I'm thinking of mounting it vertical (as opposed to canted) to create room for a turbo (just in case, of course ).

Edited by Luther Blisset on Wednesday 19th March 20:33