(T) Punto, supercharged?

I’ve spent some considerable time considering the best way forward for more power for my Punto mk 1.2 8v. I’ve also completed a host of modifications already. See final paragraph.

In the garage I have a 16v engine complete with all ancillaries that will be fitted in my car over Easter. I think the bhp from this could be:
Std 86 + my exhaust approx 5, + remap 9 + filter work = around 100bhp + my won = 120ish? While the engine is out of the car I shall do gasket, flywheel and cambelt. However this is a good opportunity to carry out other mods.. As I looked at the engine I noticed the crank pulley has a take off for the pas and the pas itself has a tensioning mechanism. Does the following make sense?

Use the crank pas drive to drive a mini supercharger and use the pas pulley wheel to tension the belt (possible problem with belt life/stretching?)


The mini crank pulley is smaller (diameter) than the punto one The mini gives around 10 psi . With the standard mini supercharger pulley driven from the punto crank this would equate to around 5.5 to 6 psi on a punto – no allowance is made for the fact that you would be cramming the minis 1.6 combustion volume into the 1.2. It occurs to me that 6psi is a good starting point for boosting an NA engine?

Good points
Cheap - £125 delivered
You can change the mini pulleys going to 10 psi and 14 psi if you wanted too.

As this would be an initial test bed scenario I would use an mr2 type fueller. If it doesn’t work I take it all off and sell the bits
Your thoughts please….
Please no, buy a gt, get a skyline etc. This is my current hobby/interest ie modifying this car not buying another car.
Current mods
Punto MK 1 1.2 8v
Cam, TB, supersprint exhaust, Mkcritch, ecu, lowered, skirts, cad rear, blended front with puntosports splitter, respray, oz wheels, red sx interior, elec windows remote locking Won Nitro kit and sports brakes and callipers + ice.

if you could get enough fueling out of the ecu then why not.


personally I would....



run an electromagnet supercharger (disengages at teh flick of a switch like the a/c pump does when its ofF).

run what you want for nA mode with the ecu and the best map for that.


THEN
find a standalone ecu and line up a 2nd row of injectors above the current ones (butcher two inlet manifolds together for a proper DIY job?? ). and get them map'd up with the standalone ecu.

so when you run it with supercharger the stand alone ecu is adding the extra fuel and manipulating the timing if required, whilst the map'd OE ecu is still delivering its original fuelling map??

if you know what i mean.

it would certainly give it some pants under 3k

Nice ideas but, I need to keep it very simple to begin with. Why do you mention the standard ecu needing to fuel the sc? I had imagined an MR2 Would do this? However, I barely understand these systems and may have this wrong

How will the standard ecu handle boost? I understand I need to put in a delimiter to stop the ecu shutting down....limp mode?
Will I need a boost bypass to avoid boost above say 7psi initially?

As you may have noticed I'm an NA man (strikes macho pose) and, although I understand the theory of supercharging and boost/volume etc. I am not familar with what parts to find/use. This is one reason for doing the project to learn my way round this.

Started stripping the engine. First disappointment was the exhaust manifold.

1 it is totally different to the 8v one so I can't use my 421 csc manifold. However, the design is good on the standard (16v) manifold with a siamese type 4 into 2 so I'll keep it and buy a front down pipe.
2 The manifold bolts are a pig to remove, you need thin wall sockets and an impact driver and I've still got 4 seized.

The pas drive will pass muster as a supercharger belt tensioner, the oil feeds have been removed, the ends capped and a little oil left in to keep things lubricated.


Anyone know if you really need the camshaft locking bolts to strip the top end?

+ I shall need a bov adjustable between 0.5 bar and 1 bar they do'nt give the setting when they work (release pressure) they just brag about the noise I need something that lets go at around 7psi adjustable to 12psi

OH nearly forgot the supercharger has been found

Paid for and awaiting delivery.....

I'm a mite confused about the fuel cut defender, these seems to be car specific and for cars already running boost. I need one that's going to stop my ecu seeing boost.

This feels more like a blog than a thread. However I'll persist 'cos writiing it helps me think and it might help someone else.

First bit is my Nitro. Basically the nitro has been ready for ages but, has never seemed to work. Got the bottle topped up (thought it might be empty but only took 3lb. As I disconnected the bottle I noticed a flake of summat in the connect, cleared it with a pin and pre


sto! Go power.



I'm running 25 bhp jets and I have the 50 jets - may try them.
Its set up on a microswitch



Lovely boost and this will be used on the 16v in addition to supercharging.

The 16v supercharge project moves on steadily.

I've removed the cams now which answered my own question - do you need the special tools? The answer is no, but if you were working on the engine in the car I'd like the locking bolts please. I found them for £45 on ebay.

The timing bit is quite straightforward. I used welding rods and the plug section from the HT leads, pulling out the leads (drilled actually) to measure when the pistons were level.



worked a treat. Ithen got the cams set in the locking position, look through the locking hole with a torch, the recess in the cam is easy to see. Only to discover the timing was 2 or three notches out Obviously, when the belt was replaced a muppet cocked it up


Head off next, anyone know what bolts these head bolts are (torx, star?) Then I'll know if the engines good or bad......

Finally, parts for the 16v are roughly twice that for an 8v, you have been warned.

Final bit till next week,

BOV valve, changed my mind on this, at first I was worried about boost against the butterfly but having looked at this I've changed my mind. No BOV.

Waiting for the charger 'cos the seller couldn't post till this saturday gone

j333evo gave me the answer to the fuel cut defender

And this is the car.....





http://www.thor-racing.co.uk/Fuel_Cut_Defencers-152.asp


and 2 ef2s have turned up for sale. I purchased a 75 fuel pump but it is the non flow return variety, some work there bum. Do I go non return or swtch the pump to my cradle?
Also a pgt intercooler, as one person said I'm at that hoarding stage.

price is starting to escalate, scharger 150, ef2 200, fuel cut defender, 100, 400 and rising then.

I think there called 'ribe' bolts

Thanks.

the cam locking tools are £30.42 + vat on shop 4 parts, some people just stick in a 3/4 inch extension bar

The 3/4 extension bar appeals It has a fiat feel to it.

I was quoted around £90 for the full kit, my supercharger only cost 121 gbp, talk about taking the ......

i just bought the lockers, you only need 1 if you just changing the belt, and used dowel for the piston markers, it worked out fine

coming along nicely then!!!!


I'd still go for the simpleton idea of mine with two rows of injectors and a hard NA tune.
with the supercharger only running to say 4500rpm then winding down and letting some bumpy ass cam's take over, but that probably wouldn't work on such a small engine

12psi really is a lot, esp via a charge (they can shift a huge volume if needed), and its going to drag on the engine, that PAS mounting may not be man enough to hold it in place


if it was me, i'd go down teh serious NA route with a standalone ecu tuned by some kind of saddistic dyno genius, and ridiculour lb'age injectors.
I was running 650lb/hr 80's v8 mustang injectors in the turbo volvo, they looked like fat bloated slugs compared to the std 440lb green jobbies (or 380lb'hr I forget), and that was for only a 30bhp overall increase from 186bhp - ~220)

I'll be starting at around lbs 6 (well thats wot da maffs says innit).
I'm now thinking of how to get the extra fuel in, I'll be using and ef2 which can fuel 2/4 jets. Where and how do I mount them is the next head scratch.

After the butterfly in the plenum/inlet feed is the initial thought, however, this is a dry inlet and I've read of fuel pooling in this area and causing problematic idling.
? Would pooling be a problem with boost - I think it'll be OK.
? What fuel injectors to use and how to mount them - thats my next problem.

get a spare inlet manifold from a scrap car and think about it for a while.

if the throttle body is a dry one, meaning the injectors are on the engine side of them then obviously your 2nd row are also going to have to be on the engine side.


MY idea would be to take your current inlet manifolds, and cut the top off them where they start to converge (above the current injector ports).
then cut the bottom off the spare set, and then weld/bodge/JB weld the thing together.

the increase length should also give you a little torque increase at the bottom end, or cause carb freezing, one of the two