Coolant lines on Peugeot 205
12-20-2002, 04:09 PM
#11
1.0 BAR
Thread Starter
Join Date: Dec 2002
Posts: 554
Re:Coolant lines on Peugeot 205
@ boost pixie
Thanks for the info but i'm not going to use the anti perculator fan, because i don't think i will need it.
The R5 engine has the exhaust manifold below the intake manifold, so the exhaust manifold heats the intake, the TU-engine has the exhaust manifold on the opposite site of the engine, that's why i don't think i will need the fan.
@CB-dave
I chose the XU10 engine for various reasons; first of all i wanted an engine with low milage. Mine has 38000 miles on it, just try to find a XU9 with less than 100.000, really hard to get.
Second, the engine-block of a XU10 is much stronger than that of a XU9. (you will probably also know about the horrorstories of pistonrods coming out throught the cilinderwalls, and the oilshortage in high speed turns)
Thirth, the XU10 has oiljets for cooling the pistons (it's the same engine-block as the T16, which i actually wanted, but they are just to rare and expensive), i really like those jets because i think they are very effective.
Fourth, the XU9 engines are known for not making their power claims.
I did not want the XU10J2ATE because i think the XU10J4 is a better platform for serious power.
The only downside of my engine is it's weight, i believe it's 50 kg heavier than the XU9J4
If you have pictures of your 205; i would like to see them.
Pieter
Thanks for the info but i'm not going to use the anti perculator fan, because i don't think i will need it.
The R5 engine has the exhaust manifold below the intake manifold, so the exhaust manifold heats the intake, the TU-engine has the exhaust manifold on the opposite site of the engine, that's why i don't think i will need the fan.
@CB-dave
I chose the XU10 engine for various reasons; first of all i wanted an engine with low milage. Mine has 38000 miles on it, just try to find a XU9 with less than 100.000, really hard to get.
Second, the engine-block of a XU10 is much stronger than that of a XU9. (you will probably also know about the horrorstories of pistonrods coming out throught the cilinderwalls, and the oilshortage in high speed turns)
Thirth, the XU10 has oiljets for cooling the pistons (it's the same engine-block as the T16, which i actually wanted, but they are just to rare and expensive), i really like those jets because i think they are very effective.
Fourth, the XU9 engines are known for not making their power claims.
I did not want the XU10J2ATE because i think the XU10J4 is a better platform for serious power.
The only downside of my engine is it's weight, i believe it's 50 kg heavier than the XU9J4
If you have pictures of your 205; i would like to see them.
Pieter
02-24-2003, 09:20 PM
#13
0.0 BAR
Join Date: Dec 2002
Posts: 5
Re:Coolant lines on Peugeot 205
Pieter - mmm, T16!
I know about the oil probs with the 9J4, believe me - my 9J2 suffers the same, a baffle in the sump would do wonders though.
The low mileage part I can see too, but I'd still be wary of having that much weight over the front end! Pity you're in the netherlands, I'd not mind hitting a few country roads in that motor though!
The XU9 engines don't make their power claims because (as of your own admission) they are all relatively high-mileage, recondition it back to factory condition and it should make it's requisite 160bhp at the flywheel.
On the XU10, how are the oiljets fed and mounted? I can't find anything regarding that in any of the books I've got - are they fed direct from the pump or out of the block oilways?
My plan as it stands is buying my Mi16, transferring all the audio kit I've got in the SRi to that, sourcing some 10J2ATE manifolds, a 10J2ATE crank and reconning (or purchasing) another 9J2 to go into the SRi (my lump is totalled pretty much). Putting the 10J2ATE crank into the 9J2 drops the CR, it also unfortunatly drops the CC - making a 1.9 into a 1.8 with the compulsory loss in torque but with enough boost it shouldn't be a problem.
Plus, because the block is alloy - it should be a fair bit lighter than the 10J2!
After that, it's a case of running something like a boost-operated 5th injector and keeping the standard SRi management (it has a hotwire MAF meter though, so this may be problematic) and see how far I get.
Plus, while the engine is in bits - I can get the majority of the work done to it that I need to do (VSOS, head gasket, check the bottom end... I know mine is screwed but a replacement lump is a different story) and there's plenty of opportunity to tap water and oil lines for a blower.
Dave
I know about the oil probs with the 9J4, believe me - my 9J2 suffers the same, a baffle in the sump would do wonders though.
The low mileage part I can see too, but I'd still be wary of having that much weight over the front end! Pity you're in the netherlands, I'd not mind hitting a few country roads in that motor though!
The XU9 engines don't make their power claims because (as of your own admission) they are all relatively high-mileage, recondition it back to factory condition and it should make it's requisite 160bhp at the flywheel.
On the XU10, how are the oiljets fed and mounted? I can't find anything regarding that in any of the books I've got - are they fed direct from the pump or out of the block oilways?
My plan as it stands is buying my Mi16, transferring all the audio kit I've got in the SRi to that, sourcing some 10J2ATE manifolds, a 10J2ATE crank and reconning (or purchasing) another 9J2 to go into the SRi (my lump is totalled pretty much). Putting the 10J2ATE crank into the 9J2 drops the CR, it also unfortunatly drops the CC - making a 1.9 into a 1.8 with the compulsory loss in torque but with enough boost it shouldn't be a problem.
Plus, because the block is alloy - it should be a fair bit lighter than the 10J2!
After that, it's a case of running something like a boost-operated 5th injector and keeping the standard SRi management (it has a hotwire MAF meter though, so this may be problematic) and see how far I get.
Plus, while the engine is in bits - I can get the majority of the work done to it that I need to do (VSOS, head gasket, check the bottom end... I know mine is screwed but a replacement lump is a different story) and there's plenty of opportunity to tap water and oil lines for a blower.
Dave
02-25-2003, 09:12 AM
#14
0.0 BAR
Join Date: Feb 2003
Posts: 8
Re:Coolant lines on Peugeot 205
Hi,
Was just reading your post why are you using a R5 turbo carb. You will lose a lot of tunability. What I have done is use the Renault clio 16V ecu and wiring, it can be adapted I have done the same for a 205 with a MI16 engine. I have alos used the same ecu to turbcharge a Golf Gti. Let me know if you would like to do this I can give you the info plus drawings and chip to start you up. It is very simple once it has been done. Ik ben in Nederland Morgen. Dooi
Was just reading your post why are you using a R5 turbo carb. You will lose a lot of tunability. What I have done is use the Renault clio 16V ecu and wiring, it can be adapted I have done the same for a 205 with a MI16 engine. I have alos used the same ecu to turbcharge a Golf Gti. Let me know if you would like to do this I can give you the info plus drawings and chip to start you up. It is very simple once it has been done. Ik ben in Nederland Morgen. Dooi
Thread
Thread Starter
Forum
Replies
Last Post
crx2211
Wanted
0
06-04-2008 06:24 AM
model x
Hybrid/Tech
12
10-21-2005 09:31 PM
