whoops! forgot to update on here for those that havent followed my thread on the 306 or 205 forum, so lets recap, this is from July this year.
whoah, time flies!
its been sat outside the garage for a few months again as I stuck the 205 inside, not dome much to it really, I sorted the weeping brake unions and bled the brakes again, and more recently just been waiting for a friend to have some spare time to weld it up for me, we did think of making a start on it today but he has a house he's painting for his dad which is dragging on a bit unfortunately, so I took it to bits again...
Faffed about with the auxillary loom adding a few plugs and wrapping it in tape, then added the DTA loom I had made, made up the last few connections to mate it to the car temporarily, then bolted the bodies on...
though when I pulled up Anton was making funny faces looking at the trailer, I hadn't realised the nearside rear wheel was steaming away, what with Dan sticking his arm in the way of the mirror all the time, and Diesel smoke going down that side of the car too :lol
A few weeks have passed, Anton has waves his weldy torch over the grotty bits, and finally this evening he dragged it back for me, he'd lashed up a quick throttle cable bracket from some wire to aid moving it :lol:
Thought I'd best make a proper bracket and see if I could get full travel without lifting the pedal too far, or having to bury it in the carpet.
a bit of steel angle, a rivnut, a threaded adjuster barrel and a 90deg v-brake noodle and I have myself a £90 saving on a Jenvey linkage kit.
more progress after work this evening, as my bodies are short and I have long trumpets, and normal length Weber gti6 injectors I needed a stepped backplate, these are usually over the £50 mark, but inspired by Kristian (Black_Mi16) who had made his own stepped backplate from some sheet steel, I cracked on with some C.A.B.A.D*
moved the radiator fan across to the left side and fitted an Alloy Ordonez radiator I'd got hold of, then had a fiddle about with an oil cooler to see if I could make it fit without spending loads on new pipes, gentle persuasion of the steel hard pipe and shifting some brackets on it means that no longer fouls, but the low pressure feed from the reservoir needs re-routing a little so its not rubbing on them constantly (I plan to retain the standard heat exchanger as it aids warmup, and using the thermostatic control on the oil cooler to stop it over cooling at the same time as adding extra cooling capacity)
progress since the last post has been that I fitted a standard 24mm rear arb, and stuck on the drivers side front arch trim, also got hold of an 075 battery off a mate scrapping a mk4 golf in exchange for one of my dead batteries.
and the V5 finally turned up, so I booked it for an MOT, which was 11.30 this morning.
AdamB corrected me on the spring rate, its 315 lb/in, not got round to winding up the damping yet, can't remember where the adjuster knobs are!
drove it to west Wales to give Dan a hand with his 205, few issues with the clutch cable coming out of the clip on the pedal but managed to drive it without a pedal to the end of the journey fine, gave the clip a squeeze and re-fitted the cable and its been fine all day.
went to a RR meet at Saxon Motorsport in Hereford today Dan was taking his 8v, Matt taking a V6 205 and his brother bringing matt's Ibiza Cupra TDI 130.
Brief update from last weeks faffing, bought a jiffy bag full of bits from Alex at Torques.co.uk (fellow 205 gti owner) thanks very much to them for the quick postage and decent prices, I'd already been donated and picked up a few lengths of AN -6 teflon hose already.
quickly boshed the ends on as practice.
Then on Friday after work set about taking the rubber stuff on ready to fit the shiny stuff, chopped the flare off the original steel return pipe and found it was not 8mm as I was expecting, but 8.4mm, checked the feed and that was 10.2mm FRENCH bas**rdS!!!
Annoyed and starting to get rained on I gave up at that point.
Saturday morning, went on a mission to find some 8mm o.d tubing, ended up at Screwfix in Newport buying their only 25metre roll, B&Q's website showed stock but had none on the shelf, not a bad thing as it was about a third more expensive, though came in a shorter reel, so I have lots spare!
I've used one of those compression fittings before on a 205's steel tubing and it fitted fine, so it made sense to use them again here.
and here's the nearly finished setup, the two short lengths of rubber will be replaced by welded or brazed fittings as soon as I find someone to do that for me.
And for some as yet unknown reason, it wont bloody start! Fuel pump is irregularly priming all the time, which it should only do once when the ignition is turned on, however I can connect to the ecu just fine, so I think I have a noise or damaged wiring issue in my home made loom
made up another loom, I had already made one up with an ecu plug, just needed the relays adding, a few more terminals and some wire lengths adjusting, and the plugs for the second set of injectors.
gave it another try but found a flat battery, and really black plugs so packed up for the night, fresh charge on the battery and new plugs, and still nothing, ecu talking fine to laptop and no noise on the crank sensor, however did have pops and flames!
popped a short vid up on Facebook and a friend suggested incorrect firing order, so swapped the pairs on the coil and bingo, splutters farts then barks into life
need to tidy the loom up then head for mapping I think!
2nd march -
mapping booked, need to find my passport, heading across two borders, over the severn to england and down to Cornwall :lol
will be borrowing a trailer from my friend Anton, not the same one that I cooked a brake shoe on though, as that has a flat, but another slightly bigger tiltbed brian james.
This weeks update, 7 day week at work, plus spending time with a friend and some yukky evenings, means I only got the timing belt kit water pump and an ally crank pulley changed.
Genuine kit and pump and a RichW crank pulley.
dropping the engine down off the arm and supporting it on a jack under the sump makes getting at some of the bolts easier.
got a small oil leak somewhere on the back of the engine, probably rear cam cover or cam ladder as the area behind the covers is dry.
using a square drive sump plug key to tension the belt and a 13mm combination spanner to nip the bolt up, home made timing pins, old valve stems and a bolt with the threaded portion cut off
new standard plugs, plus set of cooler 7's just in case they were needed, only single electrode, though there are two types of 7's with twins listed my local place didnt have them on the shelf, not sure if it'll make that much difference or that I'll need them at all yet.
£9.50 LED floodlamps are great.
Day off tomorrow, going to change the oil and see if I can check the cam timing as they're just on the standard pinned position at the moment.
Quite an epic for me, first time I've done this kind of stuff on my own car and none of my friends were about to come along for the experience and help out if needed, even though a few would have loved to come along!
Started off on Monday afternoon, first day off work in 7 days, changed the engine oil, fitted a heatshield to the fuel tank and adjusted the exhaust clamps, then headed off to pick up the trailer from Antons near Monmouth.
Strapped the ZX down and headed for bed early, 5.30 alarm clock, make coffee and leave at 6.
Sunrise over the Severn Bridge.
Made really good time and was barely slowed down by any traffic at all, managed to hold a good 60 mph all the way, saw this sign through a bit of mist before 9.
Pulled into the industrial estate in Launceston in lovely sunshine just after 9.
Was booked in for 10.30 so I tried to get hold of Tigger Dave as Satchell engineering weren't too far away, I had been there before but some 5 years ago so wanted a postcode to punch into google maps just to make sure of the route, had a kip in the car whilst waiting for the info and for Sandy to arrive, he was unfortunately delayed in traffic, I didn't mind much as I slept for 45 minutes!
As I already had my Wideband Lambda fitted and connected to the ECU that was a fair chunk of Sandy's time saved, so it was cam timing check and adjustment firstly, bit of faffing with dropped allen keys into the abyss that is the subframe hiding under an XU10J4RS! timing set to 1.4mm inlet and 1.3mm exhaust (valve lift at TDC) this engine ha had the piston valve reliefs machined an extra 1mm deeper by Bridgecraft engineering so 1.4mm is quite safe as I know only 9 thou has been skimmed off the head and its on a standard 1.2mm MLS o.e gasket.
Check the throttle stops and sensor settings then get it fired up and a quick trim of the fuel and ignition settings, then onto balancing the bodies,took a little while and we ended up swapping to the 7 rated plugs as it looked like the new 6's I had were quite sooted up already from a small imbalance and a loose fitting plug lead, also transpired upon starting a few low range load sites that one of my outer injectors was duff, causing a misfire so we decided to crack on the full mapping only on the inner set, the Weber IW204's even at the standard 3 bar have plenty of flow and a very decent spray pattern.
Working through the load sites getting further and further up the revs and throttle openings it became quite apparent that this engine has quite a clear loud bark, was also struggling for grip in 3rd gear!
I did capture quite a few of these short blips through various load sites with my new go-pro, here's one of them at around the 4.5k mark.
Big thanks to Neil, the few times I've been down there to see Sandy work his magic he's provided quite a few cups of tea (Neil works with Mark Shillaber, as far as I know he assembles most of Marks Stock car and rally Pinto engines, I think mark does most of the machining and porting work and cam choosing (Sandy can clarify that I guess, I forgot to ask!)
Got to the point where noise and grip was an issue so I think Sandy was doing most of the fine tuning on acceleration runs rather than holding certain loads, this still didn't take too long and by around 4.30 we got to capture a run through a few gears, no specific power figure due to the issues but suffice to say it revs quite nicely and is very easy to drive, also with the wideband lambda being wired up to the ecu I can run a closed loop[ which is very useful as it will keep the cat alive for MOT purposes.
At this point I got hold of Tigger Dave to see how long they'd be about over at Colins some 11 miles of Cornish A & B road away, so I suggested to Sandy we could head in that direction for the final fine tune and check of how its running on the road.
Got to Colins workshop and had a snoop about looking at the cool goings on, Dave showed me Colins car and where its being improved and refreshed after 2.5 years of being used pretty hard, had a look at a few other projects an ideas they're working on, really interesting stuff, and picked up one of the first 306/xsara/zx Satchshifts
Unfortuantely half a mile after leaving heading back for Launceston we lost fuel, managed to figure out all fuses were ok, ecu switching the relay fine and power even getting to the pump using a 3rd high level brake lamp that I had in the boot :lol: Law of sod, but I guess the pump is 23 years old and I am asking more of it than it has ever needed to, though when working properly they are more than enough.
Lucky Sandy was with me, as I had no reception whatsoever outside of Launceston! Colin kindly towed the ZX back to the safety of the lane by his Farm then dropped Sandy and myself back to Launceston, as Sandy was due home by this time and I could take my BMW and trailer up to Week St Mary to get the ZX and head home, bit of a push and a hand reversing the BMW and trailer from Colin and I hit the road heading back to England and Wales, hitting the main road outside Launceston at 8pm.
A few diversions from road closures and a fuel and food up stop art Taunton Dene services I made it back to Wales, crossing the bridge at 11pm.
Home at 11.30, upload a few videos and a few posts to those asking how it went on Facebook then bed aiming to get up early to pull the ZX off the trailer and take the trailer back to Anton, running a bit late for work I thought I might as well see if the spare pump I had would fix it.
Looks like this;
Which sits in a bowl in the tank, so had a fair resistance to surge, it hides under here.
Its a Bosch pump unit that sits on its side with an elbow on the end and a filter which sits under it (IIRC, one of the two I have is a Walbro as well)
This one showed more signs of life than the old one but seemingly not enough, as it still didn't want to fire up, so I have a replacement ordered from Torques.co.uk fingers crossed that's it!
Done nothing to this since mapping but drive it and put fuel in, after replacing that fuel pump.
This clips into a small anti-surge cradle affair in the bottom of the tank, works very well, as long as you remember which way round it goes and to fit the pickup pipe/gauze filter!
The Walbro replacement units are a lot smaller than the Bosch original unit, so had to pack out the plastic/rubber bits a bit.
The supplied pickup filter wasn't any use as it was for an upright application, but the inlet is smaller than the Bosch pump so the original pickup tube didn't fit, luckily the handy bits of packaging they come with did the trick...
It has been a little reluctant to start first turn but fires fine after a bit of pedal prodding and cranking, once running its no problem, I'd also noticed that part throttle cruise, i.e 5th at 70 was sometimes not as smooth as it could be, a glance at the lambda and you could see it was trying to correct it quite a bit, I recalled Sandy was not a fan of the PTFE gaskets, though I had never had any issues on the standard inlet, I did have a pair of Elring gaskets so decided to try them
That's after a little clean up, I couldn't remember leaving it particularly grubby but it was, so might have been part of it maybe?
Also swapped the starter motor at DCC's suggestion, not sure the starter made much difference, as I still had to prod the throttle pedal a little to get it to catch, no popping this time though, but once it did it settled to a rather low idle.
and the warm idle was quite steady too.
Still seems a little rich to me on part throttle, can only think it would be due to the new fuel pump though at no point during mapping was the old one struggling to keep up with demand, I think I will get a spare set of injectors serviced, another set of picos for the front set and go and see Sandy again.
a brief update, not yet got the Satchshift fitted, I haven't got any drills small enough to get anywhere near the bulkhead to make the hole, also not having access to anywhere flat or a ramp makes things very difficult.
Got hold of some 205 Tarmac rear dampers, so much more chunky than the konis and the balance front to rear from a brief test drive is much improved.
As the ZX seems to sit quite low and these dampers simply will not compress by hand or lever, I had to get creative in their fitting!
I had also been experiencing some light vibration from the nearside rear brake under heavier braking, the discs had got particularly rusty when parked up last and seem to have glazed over and picked up some pad material in spots possibly, so Ebay to the rescue with some genuine rear discs, made sure the flanges were spotless before fitting of course.
and lastly something to have a fiddle with tomorrow possibly, a cobbled together used bits, thermostatic takeoff, pipes and an oil cooler, pipes should hopefully be long enough this time, the old Swaged set I still have weren't quite and these are a good few inches longer.