[engine_work] Tb'd Tu 1.6 16v Build

[Sandy 191]

LoL, you're right, I should leave it to somebody.....

 

Every job like this is a big learning curve. I'm deeply suspicious of those that are cocky and confident about engine builds, there's so much can go off program through the process, especially using secondhand parts.

[Sandy 191]

Decking the block turned out not to be as easy as normal. It kept blunting the tools on Colin's mill, so I took it down to my pal who's got better machines (and an engine building career that most can only dream of ). First up was to take the bulk off on the mill, using a flywheel cutter, the block is bolted to the bed and passes under the cutting head (from left to right in this pic):

 

Then the block is moved over to the surface grinder, which takes off the final fine cut, leaving a very smooth and highly precise deck finish, ideal for MLS gaskets. Again the head stays fixed and the bed/block move beneath it, taking 0.002" (0.05mm) off in several passes:

 

Just remained to clean the block again and oil the bores prior to assembly.

 

I decided to check the main bearing clearances with "Plastigauge" to ensure they're within tolerance. They've only done 15 miles (AFAIK), but it pays to be sure about these things. Basically the top bearing shells are fitted in the block and the crank located, a thread of the gauge material is placed on each bearing journal and the bottom shells/caps are bolted down to the correct torque, then removed. This squashes the thread and the squashed thickness indicates the clearance between the bearing and journal. The Peugeot clearance range is stated as 0.01-0.036mm, although up to around 0.05mm is usually found in healthy engines. Sadly these ranged from 0.05-0.076mm:

 

But this clearance can be reduced by using different thickness shells from Peugeot. It's a pain though, I was hoping to build it up today, but I won't be able to get the bearings before Tuesday now.

[Henry 1.9GTi 36]

attention to these kind of things will install confidence in many readers imo, expect alot more enquiries for engine work! lol

 

good work, and nice reading.

 

Henry.

[Rippthrough 98]

Sounds like your having fun!

 

Step above on the block surfacing again, most shops just run the face cutter over it and that's that, same with cylinder heads.

 

I put my head on the CNC machine, it's flat to within +-0.0005mm

Nothing else it mates to is but hey

[Sandy 191]

The more experience I get, the more importance I place on surety and precision! It's a slow and unprofitable way to build engines, that's for sure.

[Sandy 191]

Ordered the shells this morning, roll on tomorrow!

 

Also took some pics during the rehearsal build. First up, had to nip a bit out of the bottom of the bores front and back to give clearance on the massive section rods! Looking up from below:

 

It would appear everything's fitting fine, the big end clearances are satisfyingly Sandy spec and the piston and ring clearances are cock on. Gratuitous rod/piston porn shot:

 

Bottom end goes together tomorrow!

[TB_205GTI 1]

Looking forward to seeing what that engine will produce. Looks like you built it for revs revs and then some revs

[Sandy 191]

It should be strong and have scope for more extreme build in the future if he wants to, but the main reason for the rods was to get the geometry I wanted and to use the pistons I wanted. I'm hoping it'll make good power at modest revs, but we'll see!

 

Finally got the new bearings in and spot on clearances as a result! Worth noting that fitting standard sized bearings wouldn't have achieved this. Don't assume, check!

 

In with the pistons at last:

[TT205 42]

Sandy

 

Any news on this I was enjoying this thread!!

[Sandy 191]

Sorry, it's been on hold pretty much for the last few weeks while I've been finishing the 306 project (which came first). The bits are all ready to go in, so it should come together very soon. Likewise one or two other things that I might report.

[Sandy 191]

Well.....

 

It finally came together over the last couple of weeks! It culminated in a near disaster yesterday when some rain water ran into a trumpet when it was stopped and fluid locked it. I managed to evacuate the water though (by a method Land Rover owners might be familiar with! Fortunately, no damage appeared to have been done thank heavens and so I continued.

 

It had a curious misfire yesterday that I suspected could either be a sticking valve/follower (uh oh!) or dodgy injector. It was clearly No1 belt end. I swapped the injectors for another set and it seemed to clear up briefly, but returned on the drive down to the rollers. I feared the worst (following the near disaster yesterday) and whipped off the inlet cam cover to check the valve clearances (easy with JP4 covers ) which turned out to be spot on. Next was a leakdown test (pressurises the cylinder from an air line to test for cylinder leakage) which was only 1%, which is very good. That reassured me greatly, because rebuilding the head wasn't something I fancied doing again!

James had earlier suggested the coilpack, and so I gave in and tried an 8v coilpack with leads. Bingo! It ran like a dream; all that worry and it was a random feckin coilpack demise!

 

We pressed on with the mapping and it proved to be quite a challenge to get the map right, with a couple of dramatic fueling spikes required, that took some smoothing out. It ran pretty hot throughout, I suspect a fresh radiator might help that. Worth noting that on a bench engine Dyno you can hold a desired coolant temp all day (eg 70-80C), which helps to produce steady or even flattering figures compared to the hotbox that is rolling road mapping, where the coolant temp is often 90-100C all the time!

 

I'd got the map close previously on the road and put over 500 miles on it in the process, so it didn't take very long to hone the map in the rollers. From 5500rpm upwards we needed the weight of two people to assist the straps and prevent wheelspin, we ran through all the speed sites again like this to get comparable figures, allowing the coolant to stabilise around 90C for each run.

 

I can't get used to the screaming at 8000rpm of an engine I've just finished, it's always stressful! But once I'd been through my corrections to get the estimated flywheels figures, joy! 192bhp at 7500rpm and 148lbft at 6000rpm, pretty damn pleased with that!

 

Here's the graph of flywheel figures:

[Batfink 201]

what exhaust manifold are you using on the car??

Fantastic result though. Shows the potential of this engine

[Sandy 191]

GMC 4-1 manifold, it was already on the car. It often gets slated (unfairly), manifolds are relative to everything else! I timed the exhaust cam to what I though would suit it, seemed to work!

[Sandy 191]

Final specs:

 

TU5J4 block bored to 79.5mm with std 82mm crank (1628cc)

Omega 79.5mm SB modified forged pistons

SB geometry custom H beam conrods (ACL Race bearings and ARP 2000 bolts)

Lightened Crank and flywheel, crank/fly/rods/pistons precision balanced

Fabricated 4 paddle sprung centre cerametallic clutch plate with Black Diamond cover

Cylinder head re-ported by Mark Shillaber, with standard valve sizes (28.75 In 24.5 Ex)

OE MLS head gasket

Catcam 803 cams, Catcam vernier pulleys and Catcam uprated single springs

SB solid followers (shimless)

TU5JP4 cam covers

SB DCOE port matched inlet manifold with 45mm Jenvey TH bodies

VW 1.8T 315cc injectors and 3.5 bar Weber reg

GMC 4-1 Exhaust manifold and Pugsport 2" Exhaust system

DTA E48 ECU on SB modified OE loom

Built, installed and mapped by me.

[TT205 42]

Changing the pistons meant considering a change of rods, which James was keen to do. I've chosen to use slightly longer rods from another engine and shorter pistons from yet another engine to get the geometry I wanted, I'd prefer to keep the details of this to myself in case it works particularly well!

 

 

So do you consider that it worked particularly well?

 

If you were doing another would you do it the same way?

[Sandy 191]

Yes, that's kind of standard in my builds now. I like the induction noise that it produces as much as anything!

[welshpug 1,657]

Nice to see what can be done with standard valve sizes!

 

what kind of compression do you run them at?

 

I agree with you wholly on the induction, I've watched NickC at coombe and you can hear it coming over the Group N exhaust

[arnold naber 2]

damm..thats nice...

 

Quess i dont want to know what this kind of eninge would costs....

[Sandy 191]

Cheers It's 12.6:1

 

It wasn't a massively expensive engine as they go, re-using alot of parts he already had etc.

[Henry 1.9GTi 36]

good job sandy, have to say your engine build threads are always top forum reading.

 

very good power from a 1.6, very nice, I can now run to my turbo brigade m8s and shove some figures at them down the pub

[Sandy 191]

I mapped a supercharged 106 the other day which made 207bhp and 181lbft, but the strange thing is, it didn't try to climb out of the rollers like this one and didn't felt anything like as exciting on the road.

[Foltan 0]

It's impressive that you can get that result out of it without any forced induction. As you say, it must have felt great on the power

[Sandy 191]

It's the induction noise I enjoyed the most!