Excellent may need it for an engine swap in my 205 :yum:
Have to let Chris know his isn't that rare now there's another silver tub on the block
Cinquecento My Silver 1242 Cinq
- Thread starter CaneyJ
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Cinquecento My Silver 1242 Cinq
Excellent may need it for an engine swap in my 205 :yum:
Have to let Chris know his isn't that rare now there's another silver tub on the block
looking good
and thats where Jamies engine hoist is... i told you i gave it back
and thats where Jamies engine hoist is... i told you i gave it back
Have to let Chris know his isn't that rare now there's another silver tub on the block
Mmmm, this no fair.. lol. Nah, great to hear another one of these beasties in the pipeline..
Keep us posted on your progress and besides, its the other silver to mine
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Had it running today! Well the turbo was just boosting into empty space but the re-plumbed cooling is holding water at max pressure and I'm getting that "oooooooh" turbo chatter and whine sound so it all looks gravy .
Going to drive it around with the boost pipe disconnected for a little bit to test the durability and endurance of the cooling and new plumbing but if it holds out then next Saturday should be fuel, wiring and map day.
.Going to drive it around with the boost pipe disconnected for a little bit to test the durability and endurance of the cooling and new plumbing but if it holds out then next Saturday should be fuel, wiring and map day
.flashpoint
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Hi mate, "knew i would find you on there somewhere"
Cheers
Steve
Cheers
Steve
mechanic mate Steve i'm guessing there? Howdy!
flashpoint
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Hi Arc, yes that would be me
why do all these turbo cinqs not have an intercooler??
cos they're low boost
even my diesel van has a intercooler and thats ultra low boost
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shhh
ok, i don't know. mine will have one. unless i give up and buy summit else!
ok, i don't know. mine will have one. unless i give up and buy summit else!
flashpoint
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they still relay relay realy......realy need an inter cooler if you ask me i know there only running low boost but charge temps still ram up quit a bit even when your only running 3 of 4 psi. if not though the effects of compressing the air, but just though heat sock....
if not a inter cooler a charge cooler. may be a better option ......
It all depends on what you hope achieve relay....
CheeRS
Steve
i know there only running low boost but charge temps still ram up quit a bit even when your only running 3 of 4 psi. if not though the effects of compressing the air, but just though heat sock....if not a inter cooler a charge cooler. may be a better option ......
It all depends on what you hope achieve relay....
CheeRS
Steve
i remember trying to make a water/air charge cooler fit properly on a smart car, and theres loads of space on them.. wouldn't fancy it on a cinq!
flashpoint
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It would be a very tight squeeze :bang:
Steve
Steve
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flashpoint
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Yes looks good, i think on the cinq you could make one fit where most people seem to fit air filter cone type in front of the brake servo, at least the piping would stay quite short an other good point would be to move the air intake out of the engine bay as you are only just sucking in hot air from the engine bay
CheeRS
Steve
an other good point would be to move the air intake out of the engine bay as you are only just sucking in hot air from the engine bay CheeRS
Steve
Yeah deffo would fit an inetrcooler after all that effort.. best bet I would say is punto GT one then bolt the oil cooler that they should have on the back as well
Otherwise reliabilty will always come into play imo
Otherwise reliabilty will always come into play imo
Well decided I’d hold off a few days to give my conclusion on finally completing the conversion! Saturday was a crazy rush getting it ready for my trip up to Worcester starting my new job which I can happily say I’ve settled into.
I had the car driving last week but the turbo was overboosting set at it’s lowest level so there was another delay as Steve merged my 10psi K03 with a 5psi boosting T2 actuator.
Another problem raised in the previous week was a water hose blowing and nearly killing the poor wee car. You can see part of why by seeing a photo of what kind of cooling hose setup I was using to plumb around the K03 and you might understand lol.
Well Saturday got a LOT worse before it got better he he. We thought we had fixed the problem by turning down the boost to the right level of 4-5psi and tightening the jubilees with sockets instead of strew drivers but I was kidding myself.
Today was planned as just a simple, varied driving and map session and we perhaps over judged our confidence in my re-routed cooling setup. All was fine doing the runs previously failed on the Mad Mile and this confidence led us onto the M25 to setup fuelling at different cruise speeds.
Despite the car being lowered down to 5psi instead of 10, it felt about the same performance wise and for shear joy of coming on boost, what a grin I had at that point. With the turbo now bolted to the manifold with sleeved aeroquip bolts it wasn’t going anywhere. With a blow free system, all the boost could be utilised instead of the 10psi setup which probably ended up boosting half of it away, maybe explaining why I didn’t pop my engine then and there.
We travelled a couple of miles down the M25 anti-clockwise heading for the next exit on the A3 (Brooklands turnoff as a reminder to some of your folks). Mapping was near completion when I thought I saw a red mist covering the back window and looking at my temp gauge it was rapidly rising. I think bugger was one of the random phrases I uttered when switching on the cabin heater and being greeted with cool air confirmed it .
Dropped to a crawl and hit the hard shoulder where we let the car cool off from it’s casual 130 degrees! After 20 mins and only 20 degrees lower we limped another mile followed by another 20 min cool down and then one more mile to the A3 turnoff.
By now the car was really feeling bad, could detect slight detonation and pinking despite driving like a granny but thankfully came to the A3 slip road into the local sainsburys where there was a welcome water pump.
All we had was a 7mm socket for tightening errant jubilees and an empty coolant bottle (oh how I will never not travel with vital tools again!). Despite this we managed to refit the hose with the bumper on and gingerly poured tiny measures of garage water into the coolant which fizzed away. The engine was smoking and not just the exhaust wrap but from the oil filler, eeek! I was sure I had killed it this time but Steve was adamant that with respectful driving over only a couple of miles, the car should survive which amazingly it did!
With water in the loosely fitting pipes, we made it the extra mile to Steve’s where we fixed the damm cooling problem. It was a simple a matter of taking some wrapped sections of wire and soldering it around the ends of my 2 fabricated metal T’s to create the ridges needed for the slippery silicone piping to grab onto.
Another discovery was the upper coolant pipe which I had P-clamped to the rocker cover. I worked out that as the engine rocked under heavy acceleration it resulted in the clamped hose pulling back on the sections of piping pulling them apart, so this was fixed.
We set out once again with the car driving fine, checked all fluids, compression, and fuelling and it had returned to running like a diamond, get in! Can’t thank Steve enough for his help, if anyone’s in the Surrey area, he’s a great guy with ECU’s, Turbos and fabri work and I learned a lot from this conversion, possibly even more from this than my engine swap.
I will try to do a write up of it but it’s not easy to keep track of all the changes. Due to the unforeseen problems, I don’t think it ended up being the budget mod I had hoped but I now have a car that drives like a wild child so at the end of the day think it was worth it.
Think it's still worked out cheaper than if VA had fitted it new with the bonus of knowing how it goes together and it being unique with it's odd K03/T2 hybrid nuttyness.
To date it's covered 200 mixed miles without incident making it to Worcester and doing my daily commute just fine running around 60-70 degrees with the new reliable cooling system.
Final photos and a estimate of build cost will try and bang out Saturday when I got some sunlight (damm work and early starts!). Still at the end of the day despite the expense and stress factor x100 the uber fun of it makes up for it just about.
Cinqy will now get some deserved tender love and care with a wash and further check overs, despite the power I still drive it responsibly and aim to continue doing so but is so much nicer having the power when you need it.
When Summer comes, I should be able to finish the under bonnet tidying and aesthetics as well as fit a new Rad, low temp fan switch and thermo to give it that extra benefit.
I had the car driving last week but the turbo was overboosting set at it’s lowest level so there was another delay as Steve merged my 10psi K03 with a 5psi boosting T2 actuator.
Another problem raised in the previous week was a water hose blowing and nearly killing the poor wee car. You can see part of why by seeing a photo of what kind of cooling hose setup I was using to plumb around the K03 and you might understand lol.
Well Saturday got a LOT worse before it got better he he. We thought we had fixed the problem by turning down the boost to the right level of 4-5psi and tightening the jubilees with sockets instead of strew drivers but I was kidding myself.
Today was planned as just a simple, varied driving and map session and we perhaps over judged our confidence in my re-routed cooling setup. All was fine doing the runs previously failed on the Mad Mile and this confidence led us onto the M25 to setup fuelling at different cruise speeds.
Despite the car being lowered down to 5psi instead of 10, it felt about the same performance wise and for shear joy of coming on boost, what a grin I had at that point. With the turbo now bolted to the manifold with sleeved aeroquip bolts it wasn’t going anywhere. With a blow free system, all the boost could be utilised instead of the 10psi setup which probably ended up boosting half of it away, maybe explaining why I didn’t pop my engine then and there.
We travelled a couple of miles down the M25 anti-clockwise heading for the next exit on the A3 (Brooklands turnoff as a reminder to some of your folks). Mapping was near completion when I thought I saw a red mist covering the back window and looking at my temp gauge it was rapidly rising. I think bugger was one of the random phrases I uttered when switching on the cabin heater and being greeted with cool air confirmed it .
Dropped to a crawl and hit the hard shoulder where we let the car cool off from it’s casual 130 degrees! After 20 mins and only 20 degrees lower we limped another mile followed by another 20 min cool down and then one more mile to the A3 turnoff.
By now the car was really feeling bad, could detect slight detonation and pinking despite driving like a granny but thankfully came to the A3 slip road into the local sainsburys where there was a welcome water pump.
All we had was a 7mm socket for tightening errant jubilees and an empty coolant bottle (oh how I will never not travel with vital tools again!). Despite this we managed to refit the hose with the bumper on and gingerly poured tiny measures of garage water into the coolant which fizzed away. The engine was smoking and not just the exhaust wrap but from the oil filler, eeek! I was sure I had killed it this time but Steve was adamant that with respectful driving over only a couple of miles, the car should survive which amazingly it did!
With water in the loosely fitting pipes, we made it the extra mile to Steve’s where we fixed the damm cooling problem. It was a simple a matter of taking some wrapped sections of wire and soldering it around the ends of my 2 fabricated metal T’s to create the ridges needed for the slippery silicone piping to grab onto.
Another discovery was the upper coolant pipe which I had P-clamped to the rocker cover. I worked out that as the engine rocked under heavy acceleration it resulted in the clamped hose pulling back on the sections of piping pulling them apart, so this was fixed.
We set out once again with the car driving fine, checked all fluids, compression, and fuelling and it had returned to running like a diamond, get in! Can’t thank Steve enough for his help, if anyone’s in the Surrey area, he’s a great guy with ECU’s, Turbos and fabri work and I learned a lot from this conversion, possibly even more from this than my engine swap.
I will try to do a write up of it but it’s not easy to keep track of all the changes. Due to the unforeseen problems, I don’t think it ended up being the budget mod I had hoped but I now have a car that drives like a wild child so at the end of the day think it was worth it.
Think it's still worked out cheaper than if VA had fitted it new with the bonus of knowing how it goes together and it being unique with it's odd K03/T2 hybrid nuttyness.
To date it's covered 200 mixed miles without incident making it to Worcester and doing my daily commute just fine running around 60-70 degrees with the new reliable cooling system.
Final photos and a estimate of build cost will try and bang out Saturday when I got some sunlight (damm work and early starts!). Still at the end of the day despite the expense and stress factor x100 the uber fun of it makes up for it just about.
Cinqy will now get some deserved tender love and care with a wash and further check overs, despite the power I still drive it responsibly and aim to continue doing so but is so much nicer having the power when you need it.
When Summer comes, I should be able to finish the under bonnet tidying and aesthetics as well as fit a new Rad, low temp fan switch and thermo to give it that extra benefit.
oo very nice, is it quick?
