Cinquecento Jenson... The 1995 green sx 899 - 1242mpi 8v turbo

Re: Jenson... The 1995 green sx 899 - 1242mpi

Soooo whats in the box... well... as we all know pictures are better then babble




See!! A SNAIL!!! :devil::devil:
along with turbo manifold
injectors
modified coolant feed and return lines for the turbo with low temp thermostat
and an electronic boost control solenoid




a VA intercooler
899 throttle body bob w/seal
3.5 bar fuel pump
and a GREEN air filter with induction hose



a few more boost hoses
turbo downpipe
3 bar map sensor
a simons stainless steeb 2" backbox
a a high flow catalytic converter (will be even higher flow when im done :devil::devil::devil
centre silencer
FORGE bov and T-piece
and a non return valve (ive yet to ask what thats actually for )


and the world famous (well cento world) woj ecu and loom modified and mapped for MPI BOOOST








also along the way ive picked up...

Ecumaster DET3 complete with loom (possibly to tweek the map)




80mm blue magnacores




the obligatory tin of copperslip for assembly
clio 182 oil fiter
Dayco timing belt kit
and no turbo conversion would be complete without a boost gauge
so a prosport stepper motor electronic 2bar boost gauge was purchased



ive also bought and installed the heat wrap on the turbo downpipe




The complete kit (minus the loom)



the loom is also wired for a switch to be put in for a hi/low boost map ( 0.8 and 1bar of boost) however no pics of this

and then the ocd im me popped its little head out.... and this happened...














I also bought a few dressy bits for the engine and shell

security torx stainless bolts throughout on the rocker cover.. end cam bearing cap and coil pack cover, as well as the fuel rail and fresh stainless bolts for the thermostat housing and cps retainer bolt










and some other bits that have arrived....

from his bluness blu73, a punto gt intercooler... mainly because i want to use the "2 boost pipes rather then the 1.75" VA pipes



and of course me being me i had to get the metal polish out.....again


a new master cylinder complete with massive box in true ECP fashion



brake lines and fittings... and i decided to try out the draper straightening tool... (whats the worst that can happen) to replace all brake lines on the shell



and whitz sent me a new, smaller oil cooler, the mirrors and the sourced and sent me the rare door bump strips ( cheers dude )








im now looking for a set of brand new front wings as well as currently smoothing the tailgate and prepping to be painted

the turbo manifold is currently with sparky5 from the forum having a few modifications/repairs (cut a long story short i tried to remove the studs to replace them with stainless studs and aerotight nuts and they snapped and became a TOTAL pain in my a**, hes also skimming the turbo flange for me and enlarging the p75 throttle body to 42mm :slayer::slayer:

and hopefully this week ill be ordering a new set of black plastic bumpers

I think thats about all for now for the pictures.. the head is now torqued down on the engine, cam is yet to be shimmed in however i still may change my mind on whether im using it..
The crank needs to be taken out to be sent to the machine shop for lightening and to be balanced to the flywheel and pressure plate..
i need to go and get robbed by fiat for a sporting engine mounting plate and bolt..
brake lines need to be replaced throughout the shell..
PAS rack needs to be fitted.. passengers door need swapping as the current one is dented
Then the destruction of the imola shell can begin

ive set a date for when i want the engine in and running and i dont plan on missing it so stay tuned

cheers guys and girls and as always.. thoughts, opinions and suggestions all welcome

Re: Jenson... The 1995 green sx 899 - 1242mpi

Kudos for cleaning up the stuff You do realise that it will last until the first rain

I could have told you (well, I sort of did ) that the manifold would be trouble if you want to touch it. I wanted it to be done properly by the guys at the machining shop before I was about to put it on the engine, but they said that the studs would be a lot of work (= a lot of money).

The downpipe had the heat wrap on on my car, but it was shred to pieces when I was taking it off, so I decided to remove it altogether.

Also, keep in mind that the downpipe is made from mild steel and the only protection it had is heat resistant spray paint (and the heat wrap). It will give in at some point (it did not crack into pieces when I was violently separating it from the next pipe, so I assume that it is in a sound state, but I did do over 60k km in dump European weather).

Exhaust is very quiet, but very nice sound. It will be difficult to impress your neighbours with the exhaust, but because of that the BOV really stands out

The non-return valve is for the fuel vapour line, if you use the char coal canister, to prevent boosting into the canister / fuel tank. I mounted it at the start of the project, but at a later stage I changed the ECU program to disable canister operation when over 80kPa of MAP pressure. I always wanted to test the set up without the non-return valve and the canister, but never had the chance. In any case, you can run the whole thing with the canister, but I probably would advise against it, it was giving me troubles quite often (my guess is that my fuel vapour system was just crap, but I cannot be sure).

The MAP sensor is 2.5 bar one

Re: Jenson... The 1995 green sx 899 - 1242mpi

woj said:

Kudos for cleaning up the stuff You do realise that it will last until the first rain

I could have told you (well, I sort of did ) that the manifold would be trouble if you want to touch it. I wanted it to be done properly by the guys at the machining shop before I was about to put it on the engine, but they said that the studs would be a lot of work (= a lot of money).

Click to expand...

thats no massive problem.. i did notice it seemed a little worn however the exhaust will be one of the first things that will be revised after the manifold is sorted (besides if it dies, itll give me a good excuse to uprate the turbo )

i was kind of expecting the turbo flange studs to snap so i bought some stud extractors, they failed :bang::bang: but the manifold is now safe with sparky having the stud holes welded up and they will be redrilled and tapped when i get it back, if im honest after you pointed out the flange was slightly warped i kind of went to town on it.. the studs had to come out for the face to be skimmed so i bought new studs and aerotight nuts to avoid any possible future issues

Thanks for clearing up the questions i posted and again i really appreciate the effort you've gone through to ensure everything arrived safely

cheers

Lee

Re: Jenson... The 1995 green sx 899 - 1242mpi

Sending it was almost as challenging as building up the engine

The studs would have been impossible to extract - they were in the flange when the welder was repairing the weld between the manifold and the flange (it was cracked, the previous owner said it was not an issue, but I just could not trust this), so they were simply welded to the flange.

Re: Jenson... The 1995 green sx 899 - 1242mpi

woj said:

Sending it was almost as challenging as building up the engine

The studs would have been impossible to extract - they were in the flange when the welder was repairing the weld between the manifold and the flange (it was cracked, the previous owner said it was not an issue, but I just could not trust this), so they were simply welded to the flange.

Click to expand...

that explains why it was such a ballache to get them out but all is good now i managed to drill and retap 2 of the holes however 2 i didnt punch quite centrally enough so when i drilled them they were just off centre and were not perfect enough for the studs to fit snug enough, however once its welded and skimmed ill use the gasket to punch the new holes and redrill and tap for the new studs

hoping for first start up before the 1st of august

Re: Jenson... The 1995 green sx 899 - 1242mpi

Subscribed need to see this finished:thumbup:

Re: Jenson... The 1995 green sx 899 - 1242mpi

What I feel like waiting for an update on this

Re: Jenson... The 1995 green sx 899 - 1242mpi

Young Efficient said:

What I feel like waiting for an update on this

Click to expand...

i lick her shi**er like an apple fritter

Re: Jenson... The 1995 green sx 899 - 1242mpi

Lecook said:

i lick her shi**er like an apple fritter

Click to expand...

Tongue punch her in the far box

Re: Jenson... The 1995 green sx 899 - 1242mpi

ok guys so no massive update.. however...

i went to meet sparky5 a week or so ago to go and collect my throttle body as well as my turbo manifold that he very kindly welded up the stud holes so i could redrill them and fit new studs, the guy is a legend his work is top notch and his attention to detail is second to NONE!!

He showed me around his workshop and explained the steps of how the throttle bodies are enlarged, really guys this isnt an easy task, but hes done an awesome job, ill leave the pics to do the talking, 42mm of pure engineering pornography by fay one of my favorite mods..and sooo shiney such a shame it wont be seen

heres a few of the before pics :yuck::yuck:











PURE PORN!!!!!! :yum::yum::yum:

sparky serial no.sp002 built for boost



















I'm such a magpie :devil::devil:

so whats left to do...

so ive got the majority of the engine complete and together, most nuts bolts brackets painted, replaced or ready to be refitted

the loom wrapping/conduit needs replacing

the crank needs taking out and sending off with the crank pulleys and flywheel to be balanced together

the cam needs shimming still

fluids need ordering (coolant, oil, g/b oil, brake fluid )

a plate needs making to raise the solid coolant hose up above the turbo inlet

oil cooler pipework needs making up (i have found a place locally that does hydraulic pipework and fittings that is happy to make me stainless over braided ptfe hoses)

turbo oil return needs attention or replacing (most likely replacing with ptfe ss overbraid)

thats all i can think of so far.....
sparky5 this is the pic i mentioned of the oil feed to turbo, woj may be able to explain, basically sparky and i were talking about why this restrictor/hole would need to be there, is there any need for the turbo feed to have this?? is it there to increase/decrease pressure/flow?? if it does'nt need to be there can i simply replace the fitting??





im more curious then anything else however woj did explain to me that the top feed from the oil pump is filtered and the bottom is not... obviously being such a small hole it could easily be blocked??

also another arrival in the form of a brand new pov spec front bumper








ive been painting a lot of brackets and mounts ect as well as picking up some odds and sods that i've been after









some NOS genuine fiat headlight protectors (cheers Cento186)



and an awesome parcel arrived (thanks to whitz for spotting, buying and sending to me) in the form of an new old stock piper vernier pulley in fitting with the engine color scheme





also whilst i was at it i gave the coolant expansion tank a clean (turns out if you want to be laazy a whole bottle of cillit bang works wonders )







and after a quick spruce up of the mount and a couple of new stainless fittings... it was almost like new again




and i powered up the new prosport stepper motor boost gauge

opening ceremony...



the gauges are wired to the headlight switch and change from bright white for daylight to a rather less blinding cool blue for night time driving






and the upgraded fitting for the turbo (I apologize for the naff pictures) stainless m8 studs with aircraft grade aerotight lock nuts to ensure no chances of the turbo nuts coming loose, bolted up to the freshly skimmed, drilled and tapped turbo flange (just a side note thanks to sparky5 again, who informed me that the flange was at a 15 degree angle forward from the vertical exhaust inlet flange incase anyone may need this info one day)



and the same fittings for the exhaust manifold



so that leads me onto my last but still a rather important question/dilemma, who would you guys go about fixing the hole thats currently blanked on the top left of the manifold?? sparky and i discussed it in short and thought maybe a bsf thread, possibly a grub screw of some description to keep unintrusive?? i was thinking of maybe a similar bung as is currently on there as i think a tapered fitting would be more secure then just a straight re-thread and bolt, any suggestions guys??

ive also received my fresh valeo clutch kit and im soon to be ordering a new quadrant for the clutch cable linkage and a fork and bush kit for the 6 speed box

i think thats all for now so as always comments questions feedback all appreciated and welcomed

cheers

Lee

After looking at all you work - I so badly want my stuff (and car!) back

The oil restrictor - this is to reduce the oil pressure on the turbo. The oil feed line is quite big in diameter, there is no banjo bolt to restrict the flow, so this valve had to be made. It is 1.2mm in diameter and it was carefully chosen after consulting this with several people. Folks at DP-Engineering in NL put a 0.9mm restrictor on the Honda engines that they build. I got a figure of 1.2-1.5mm from Polish cento club, so having all that in mind I went with 1.2mm. I am almost sure that if you take it out you will destroy the bearings on the turbo within minutes of running the engine. You only need to make sure that everything is surgery clean when you put it together. Another note on this is that I had brand new oil pump with very healthy pressure when I put the engine together.

The EGT hole issue. I'd try to get my hands on the M10x1 (what I was told was used to make the thread in the first place) dice and retap / clean the thread.

my thanks button is broken again... but cheers for clearing that up woj

Just went through each post in this thread and I must say I'm impressed. You spend some time on Jenson, and I cannot wait for more updates. Subscribed and waiting for more amazing posts good work mate!

Subscribed didn't realise jenson was this clean

so onto the bottom end...

the story goes... when i bought the engine it was bought as a fresh block, the previous owner told me that the bottom end had been rebuilt with new shells and rings and that it had only been run for a few miles as it wasnt mapped properly to take it into proper boost, umming and ahhing over whether to remove the crank (something id never done before) i decided to rack the sump bolts and remove it, thankfully... im now glad i did

after removing the sump i was greeted with this little beast... :yuck::yuck:



it turns out the oil pickup pipe was cut in half and 'lengthened' for some reason... the pipe seemed to be old rad pipe and had broken down to the point that it ripped clean off with not alot of pressure at all...

and the red hylomar is EVERYWHERE :yuck::yuck:





as you can see it was coated in the stuff... the waterpump.. sump.. oil pump.. even the crank oil seals and housings were welded in place with the stuff.. a lovely job for me to clean up later i suppose...

ok so, onto the bottom end, oil pump was removed, along with the gearbox side oil seal housing and bagged up to keep it all clean and crud free, then a suitable tray was found and cleaned up for the bearing caps and shells to go on whilst the crank was out and away

Rod cap No.1


Rod cap No.2


Rod cap No.3


Rod cap No.4


and then the main bearings











all have marks on them but no marks that you can feel with your nail... so i just cleaned them and put them to one side

so the crank was out and as i hadnt bought the flywheel that originated from this engine i decided to get the whole crank flywheel and pulley assembly balanced up, my usual machine shop was extremely busy and said the wait would be about 4 to 6 weeks, so i decided to take it to scholar engines, an awesome place and the guys there are spot on

and when i received it back just 3 days later...













Done!!

Also whilst inspecting and cleaning the main bearings and oil channels i came across these little buggers... the piston skirt oil jets



please bear in mind this is a 188 A.4000 mk2 block and not a p75, i have always been under the assumption that the oil jets were only in the p75 8v engine (and of course the 16v blocks) which is why they were so desirable

anyway im not going to complain


so i received the crank back and after a little research and asking a few questions about assembly products i decided to fork out for the right stuff for the job, some people said ATF (auto transmission fluid) some said just engine oil.. some said assembly lube... so i decided i needed some assembly lube, and the weapon of choice was this




awesome stuff.. very very greasy and pretty sticky too

so after messing up and asking some advice on the book of faces i made the very rooky mistake of putting all the rod caps and mains on in the wrong order, i must have rotated the tray 180 degrees at some point whilst the crank was away, but its a lesson learned and its on i wont make again

crank is now back in situe, rods and main caps torqued down and all within tolerance, lubed up and spinning freely, i also cleaned up 99% of the hylomar



next i need to get an oil pick up, i have asked a few people already but just to be 110%sure, does anyone know if the 1108 and 1242 8v pickups are the same?? as i have an 1108 sat in the yard that i could steal the pickup from if need be, also i have a few 16v pickups however im not sure if theyll fit in the sump as theyre from the alloy sumped mk2 16v's, then finally the sump can go on and be sealed down properly.




so where are we at??

• fit an oil pickup
• reseal the sump
• flip the engine back over and shim the cam
• turbo drain hose to sort

and then...

• order new gaiters for sei PAS rack
• order new cv boots for the driveshafts
• finish welding the scuttle panel and paint and then refit windscreen
• order complete new rear brakes
• order new front pads for UT calipers
• weld a few holes in the engine bay and repaint that
• make up a plate to blank the heater matrix

i think thats enough to keep me busy for now...

cheers for looking as always comments are welcome

cheers

lee

Looks ace ,sure are busy ,
You gonna spend as much on this one as imola?
Nice to see its been done properly it'll be a wepon when done ,and as for book of faces ..Jimmys ...that is all

Odd attempt at putting the pickup as low in the sump as possible, to avoid oil starvation while slinging the car around?

(while ignoring the fact that certain plastics and rubbers perish in contact with oil...)

quite possible, im going to look into whether a 16v oil pickup will fit in the 8v sump, after all i do have two of them laying around going spare

if all else fails i have the 1108 sat on the drive that ill poach the pickup from and that will suffice whilst i look into baffled sumps...

im not sure whether this was an issue for the VA turbos and or how it was combatted, however i do want to ensure the angry snail is fed a constant supply of the lubey stuff

watch this space...

cheers

Lee

Epic work there. Keep it up mate.

slight update... nothing massive but progress is still being made


hes looking a bit sorry for himself... even the bush has started to grow across the drive in front of him




so this is how the bay looks at the moment... however a possible bay shave and loom tuck on the cards... im still trying to decide



a couple of the usual scuttle panel holes have been cleaned and welded... should have primed it... weird how one has began to rust and the other has not, both done on the same day....

still yet to finish cleaning and shaping, filling ect





and after 3 years of searching.......



ive finally got my hands on a genuine oem black dash and door/quarter panels






fitted with sporting loom





and a rough idea of the engine bay layout, however once the screen is back in and the dash is in i may go for the tucked loom so this will all have to come apart again




i also now have the cv gaiters and the steering rack gaitors ready to be fitted...

shims for the cam are on order and the oil pickup and sump is now on, so just a turbo drain pipe to sort and then the engine can go to one side and the gearbox can have a little tlc