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 Posted: Thu Oct 15, 2015 2:18 pm |
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Joined: Mar 19, 2012
Posts: 96
Trade Rating: +2
Location: Norfolk
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| Addaz wrote: |
Only one way to find out mate 
And also have you heard any news on the regs of the Gti cup? Aiming to enter it next year |
As in the 206 Gti Production Cup?
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Posted: Thu Oct 15, 2015 4:16 pm |
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Joined: Feb 07, 2010
Posts: 7093
Trade Rating: +11
Location: Suffolk
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| razza987 wrote: |
| Addaz wrote: |
Only one way to find out mate
And also have you heard any news on the regs of the Gti cup? Aiming to enter it next year |
As in the 206 Gti Production Cup? |
Yarp, I did question about whether a supercharged gti would be allowed at expo and they werent quite sure 
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| Team Impossible Possible
The only way of finding the limits of the possible is by going beyond them into the impossible - Arthur C. Clarke
Forged 1.6 Turbo
Click to see more
144Bhp @ 7PSi - 193.9Bhp @ 13psi
206 Gti Race Car
Click to see more
For all Race/Track Preparation, Feel Free to PM Me!
Whether its for a custom ratio gearbox or track-day alignment, I can help! | |
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Posted: Thu Nov 05, 2015 1:12 pm |
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Joined: Mar 19, 2012
Posts: 96
Trade Rating: +2
Location: Norfolk
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Snetterton 300 - 1 Nov 15
This was the season finale for the club, with 3 races consisting of cars from all the different series' mixed together.
Qualifying
Heavy fog meant qualifying was delayed by 3&1/2 hours. When we finally got underway, it was pretty hectic on track with 42 cars entered in the event. I was building the speed, re-learning the lines and getting ready to really go for it, when on lap 5 someone’s engine blew up, leaving an oil slick for 400 metres. So that was that, no one was going to go any quicker and I was lucky not to go off when I first hit the oil. Qualified 14th (7th in Class) with a 2:23.31
Race 1
Great start, making up a place or two on the first lap. The safety car was deployed due to a start line incident and on the restart, the lead car made a pigs ear of it, backing up the pack when he should have been accelerating (as the rest of us were!). I had to brake to avoid rear-ending the car in front, whereupon I was passed by the two cars behind me, before the start line! I passed one of them a few corners later, then clipped the exit kerb coming onto the Revett Straight and lost all power. Pulled onto the grass and awaited recovery. Post race investigation found that the standard inertia fuel cut-off switch had tripped due to the vibration of the kerb. Tie-wrapped a rubber grommet over it to stop it happening again. DNF Fastest Lap: N/A
Race 2
Starting from the back of the grid (35th place), I had a lot of ground to make up, with a horde of Toyota MR2’s in front. Good start, made up 6 or 8 places by the first corner. Continued making my way through the traffic, passing 19 cars by the time I reached the Bombhole, whereupon my engine expired. Smoking like a Red Arrow, I immediately pulled onto the grass to avoid dropping oil. DNF Fastest Lap: N/A
Race 3:
DNS. Put the car on the trailer, watched the race and went home.
Snetterton results-
Race one: DNF
Race two: DNF
Race three: DNS
Fastest lap: 2:23.31
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Posted: Thu Nov 05, 2015 6:26 pm |
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Joined: Feb 07, 2010
Posts: 7093
Trade Rating: +11
Location: Suffolk
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Saw this on facebook, gutted for you mate
Just saying though, 2.23?! Thats crazy fast for a 206! My brothers BMW only manages a 2.14!
Then the E36s with an even more money spent only manage 2.11s
Very impressed is all i have to say!
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| Team Impossible Possible
The only way of finding the limits of the possible is by going beyond them into the impossible - Arthur C. Clarke
Forged 1.6 Turbo
Click to see more
144Bhp @ 7PSi - 193.9Bhp @ 13psi
206 Gti Race Car
Click to see more
For all Race/Track Preparation, Feel Free to PM Me!
Whether its for a custom ratio gearbox or track-day alignment, I can help! | |
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Posted: Mon Oct 10, 2016 9:36 am |
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Joined: Aug 19, 2015
Posts: 22
Trade Rating: 0
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Is the engine repaired now?
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Posted: Sat Oct 15, 2016 9:33 pm |
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Joined: Mar 19, 2012
Posts: 96
Trade Rating: +2
Location: Norfolk
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| Squashedfish wrote: |
| Is the engine repaired now? |
Short answer: No
Here's a few pics of what I found when I finally stripped the engine in May.
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Posted: Sat Oct 15, 2016 9:42 pm |
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Joined: Jun 20, 2012
Posts: 1144
Trade Rating: +1
Location: West Country
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Wow don't see that everyday 
Heat damage or cambelt? Real pity mate.., but what's next for you in store? 
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Posted: Sat Oct 15, 2016 9:44 pm |
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Joined: Mar 19, 2012
Posts: 96
Trade Rating: +2
Location: Norfolk
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Posted: Sat Oct 15, 2016 10:00 pm |
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Joined: Mar 19, 2012
Posts: 96
Trade Rating: +2
Location: Norfolk
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Where did the piston go? No idea!
The good to come out of this? I found out the engine had a lightened flywheel fitted.
And the bad? The Newman cams were damaged when the lifters disintegrated. I was planning to re-use these in the next engine.
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Posted: Sat Oct 15, 2016 10:12 pm |
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Joined: Mar 19, 2012
Posts: 96
Trade Rating: +2
Location: Norfolk
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Within weeks of the engine blowing up I'd bought a 180 engine off Ebay, complete with inlet and exhaust manifolds, starter, alternator and PS pump. Manifolds to be sold, the rest are useful spares.
After the initial removal of ancillaries and manifolds, months passed until I did any more work on the new engine. Did a compression test and found low compression on cyl 1 & 2 (annoyed!!). So I removed the head, couldn't see anything untoward but had a lot of carbon build up:
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Posted: Sat Oct 15, 2016 10:16 pm |
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Joined: Mar 19, 2012
Posts: 96
Trade Rating: +2
Location: Norfolk
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An hour with some gunk and a soft brush and I was left with this:
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Posted: Sat Oct 15, 2016 10:23 pm |
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Joined: Mar 19, 2012
Posts: 96
Trade Rating: +2
Location: Norfolk
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I've had a lot of delays with the head due to personal problems minimising how much time I can spend on it and getting the inlet cam pulley bolt undone was a b***h! Had to make a homemade hernia bar to clamp the socket in place while I undid it with a breaker bar, with 3 sets of mole grips clamping the cam.
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Posted: Sat Oct 15, 2016 10:39 pm |
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Joined: Mar 19, 2012
Posts: 96
Trade Rating: +2
Location: Norfolk
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This week I had the cams checked by Newman. Turns out they are basically 306 gti-6 Ph2 spec, 264* duration, 10.66mm lift. They think they can be repaired, so that would be good. Strangely enough, I bought a pair of 306 gti-6 Ph2 Newman cams back in July. The problem with these cams in the 180 head is that there isn't enough clearance for the lobes to rotate without hitting the head casting where the lifters are. The 138 head has loads of room here in comparison. So the 180 head is going to need a bit of machining to create clearance, I just need to decide whether to take the head to a machine shop or do it myself with a die grinder.
The plan is to use the same cams as before, but in a 180 engine. This will give me a stronger bottom end so we can rev it a bit more to maximise the cams. 200bhp should be achievable without stressing the engine too much, I don't plan to rev past the standard 7300rpm rev limit.
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Posted: Sun Oct 16, 2016 8:15 am |
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Joined: Feb 08, 2010
Posts: 7042
Trade Rating: +5
Location: In the garage
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So that's an internally standard 138 engine revving to 6900 rpm? This is why I'm slightly worried about mine going to 7300rpm but I guess road work is slightly less stressful than track work. At least your rods stayed intact, could the piston have got a little hot on that cylinder causing it to break up?
That 180 engine has the floating crank pulley doesn't it? Is it not a good opportunity to go for some longer duration cams now?
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| 2001 GTi 138, Bilstein Sprint dampers, H&R springs, 21mm Peugeot Sport torsion bars, 22mm rear ARB, Peugeot Sport Group A wishbones, 283mm discs, Goodridge stainless hoses, Maniflow 304 grade 4-2-1 2.5" manifold and system, 200 cell cat, Richard Longman head, 45mm Jenvey throttle bodies, 9.5mm TB spacers, 90mm air horns, Jenvey throttle linkage, Jenvey fuel rail, Aeromotive and Goodridge fuel fittings and braided hose, ITG sausage filter, Radtec custom radiator, Piper Ultimate Road cams, Piper vernier pulleys, Omex 600 ECU. Saxo electric PAS pump, Vibra Technics engine mounts. Samco coolant hoses, TTV steel flywheel, 4.76 final drive ratio, 307 CC 180 ratios. 2019 BMW 530i. 2017 Mercedes C300 convertible. | |
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Posted: Sun Oct 16, 2016 9:06 am |
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Joined: Mar 19, 2012
Posts: 96
Trade Rating: +2
Location: Norfolk
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| Edward wrote: |
So that's an internally standard 138 engine revving to 6900 rpm? This is why I'm slightly worried about mine going to 7300rpm but I guess road work is slightly less stressful than track work. At least your rods stayed intact, could the piston have got a little hot on that cylinder causing it to break up?
That 180 engine has the floating crank pulley doesn't it? Is it not a good opportunity to go for some longer duration cams now? |
Hi Edward,
My shift light was set to 6.5k, so it didn't get revved beyond that normally. It was only when it went on the dyno 2 months before it expired that I found it was making power all the way to the limiter at 6.8k.
Yeah I agree about the piston breakup, just seems strange that it wasn't at max revs when it let go, I'm sure it was only around 4-5k. That engine had done a load of road miles before it became a dedicated track car, then did the equivalent of at least 20 races during which time it had a couple of oil changes and nothing else.
With yours, I'd be concerned about running it to 7.3k on standard internals. Has the bottom end had anything done to it at all? Lightening and balancing? I am tempted to strip the bottom end of my 180 engine and get the pistons and rods lightened and balanced, I'd be happy pushing to 7.5k and maybe a little bit beyond if power's still climbing.
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