oilyhands
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Everything posted by oilyhands
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It will physically bolt on but there will be a number of issues to contend with depending on i) whether you want to retain the VVC system or not ii) whether the engine is EU2 (distributor cap) or EU3 (plug top coils) iii) whether you will be pushing the engine above 160BHP/7200 iv) whether your engine has a manual or automatic tensioner. If you can respond on those questions I can give you chapter and verse. Oily
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There is a lot to change/add, TBs, ECU, tank and pump, fuel lines, injectors , crank sensor and trigger, TPS. It would be no bad thing to go with proper 3D mapped ignition too. There is a section in my engine management page on converting from carbs to injection and on converting to mapped ignition, it might be worth a read. I have converted a couple of xflows to full management and it transforms the engine. If you go to www.dvandrews.co.uk and follow the link to 'Engine management systems explanation and conversions' there is a wealth of information and the upgrade sections. Dave
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I can make those mods when the engine is in bits.. Oily
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Once apart, the ladder ledge can be modified to improve access to the top rail mount bolts and the underside of the rail can be modified to ease access to the two manifold bolts. I have done this a number of times. Oily
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That link isnt going anywhere..
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TBH, I take the injector absolute capacity with a pinch of salt, the notional capacities are only ever used when rescaling maps if changing injectors or trading injectors up when engine capacity changes. Their relative capacities are then used. Dave
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I have installed half a dozen Pace systems, technically it is an excellent system with dual scavenge pumps and external pressure pump. In the detail there are a number of shortcomings with the fit and dimensions, these have been reported back to NBE a number of times by me as long as 5 years ago but it seems that not too many have been addressed. I have a copy of the list of snags somewhere that I can forward, the most a significant being alignment of the sump and it's rear overhang together with fouling of the internal form on the oil rail, particularly when the uprated rail is used. If you are retro fitting then its worth noting that the oil pump needs to be removed, decomissioned (by taking out the inner rotor) and refitted as part of the install. Oily
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Pretty much as Graham says, it's not safe to reuse the interference fit on your conrods despite what other might tell you, either these can be bushed or reamed and honed to allow them to accept the pistons fully floating or you can replace the rods with steel rods which are ready bushed (and have ARP bolts). You may find that your liners are within tolerance on wear, ovality and taper, in which case they can be cleaned, glaze busted and re-used. If not then good quality liners with higher hoop strength can be had. Take the opportunity to fit uprated big end bearings while you are at it. Oily
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MLS gaskets were introduced as an 'in the field fix' around 2002, AFAIK they were never factory fitted. Oily
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My advice would be to run the engine as normal, switch it off and dip the oil within 20 seconds, this is because the Apollo will drain back to the sump over time and distort the reading, dipping with the engine running is not always successful as there can be oil splash which can make the level difficult to discern on the dipstick. Ultimately a one way valve in the bleed hose that connects the Apollo to the cam cover will effectively prevent drain back, this also helps to eliminate the oil pressure build up delay when starting the engine.
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I guess it is a suck it see moment.. Oily
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Thanks for the input chaps.. Oily
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I know that there is a different offside engine mount for VVC engines when they are fitted which lower the engine in the inlet side, is this to clear the HCU unit on the head or to clear the VVC plenum? The Xpower engines have a VVC plenum but no HCU as they use a conventional K16 head, do these have the modified offside engine mount or do they fit with the regular mount? Oily
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Just the screw and nut, Oily
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It's just a regular M3 grub screw and nut, plenty of suppliers on line, Amazon,ebay, Westfield fasteners etc. Oily
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I have two new clutches here, we can have a quick look at the pressure plates later and see of either are coated... Oily
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The cooling system operates under greater than ambient pressure so it's unlikely that air or gases will enter the system other than from a source with even greater pressure, this is pretty much always past the fire ring of the head gasket. Overheating can have many causes, but lasting pressurisation means the volume of the cooling system has increased, almost certainly from early leaching across the fire rings. Oily
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Cam timing disrupting MAP signal. Oily
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IMHO that seal is a duffer. The positioning of the RTV is bang on though. Oily
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Make sure you use a reliable seal, if it is gold coloured then reject it as they are dimensionally unsound and will harden and leak. I have a clamp here that can hold the seal in place while the RTV sets that you could borrow if you need, although oil isnt a requirement. It is sometimes easier to slide the seal into place with a little oil on the chamfer of the crank flange and the inside of the lip seal. If you cant find a reliable seal, I keep them in stock. Oily
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A few revisions to the design there but coming along nicely..
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For sale, a pair of VGC VVC units with associated cams, these exhibit no slack. £70 the pair plus some postage. Oily
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I have seen 'cranked' removable struts which give extra clearance by bending out around and inch at the attachment point. Oily
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There are 3 different types of coolant rail, the later type arch upwards away from the outlet, earlier lines dont, publish a pic here and I'll tell you whihc ine you have.. Oily
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It can be programmed to learn the code and operate with the immobiliser. Oily
