yes i'm a bit rubbish at making it to meets/events.. i'll openly admit that.
Currently reading:
Technical Woj's turbo project
Just thought a short update is due. The turbo engine just closed its second year and 41kkm. One major problem two months ago on a trip to PL, the nuts holding the turbo to the manifold undid themselves over time, lost three of them, got a huge exhaust leak and a loose turbine that was held by one loose nut, stiff oil return pipe and an exhaust braket behind the engine, and 800km to cover with all that 
And yesterday, during MOT preparations one of the rears OMP springs snapped :bang: Problem now under control, but it was a hectic day today. Oh, and a sticky WG was a problem for some months too, causing unwanted overboost. Related pics attached. Tomorrow another longer trip
And yesterday, during MOT preparations one of the rears OMP springs snapped :bang: Problem now under control, but it was a hectic day today. Oh, and a sticky WG was a problem for some months too, causing unwanted overboost. Related pics attached. Tomorrow another longer trip Attachments
Always loved this car with its unique and very clever approach to engine management.
After seeing those nuts come loose on yours I think I'll lock wire mine.
You've covered some serious mileage in this thing, just shows an MPI turbo can be reliable.
After seeing those nuts come loose on yours I think I'll lock wire mine.
You've covered some serious mileage in this thing, just shows an MPI turbo can be reliable.
tbf my spi/mf2 seiT has been turbo'd since new and upto couple of days ago has never broken down, and that wasn't anything serious, certainly nothing to do with the running of the engine at all.. Thats done 41k miles now. Although mine being a VA one at least it has a chip that retards timing unlike some many piggy-back installations..
Yes yours is proof well assembled and looked after SPI's can be reliable Blu.
congrats fella
Since you are encouraging me to wind the boost up and create a wingless aeroplane, surely it is only right you should do the same. How about a new bigger turbo and some more tuning to recuperate some lost interest?
119 is good but I'm sure you can do better with a few minor adjustements... :yum:
119 is good but I'm sure you can do better with a few minor adjustements... :yum:
Well, you see, that has been on my mind for quite a while. The main two problems I have at the moment are garage conditions (or lack thereof to be precise, not even a DIY place for rent nearby) and the fact that the car is an everyday drive without a substitution, so the only things I can do to it have to take one day of work at most, and be done under the sky. Which now in practice means running repairs. Just yesterday I fitted the new Eibach springs, see above, they are a wonder BTW.
But, I was running more boost for a good half a year, because my WG was stuck closed. Around 1.1 bar, but I never dared to push it up the revs with this boost, because I know from the math that I did, that my injectors would run out of puff towards the end of the rev range. And yes, it had a nice very much feelable extra kick. But nothing I could mindlessly keep my foot fully down with.
Besides, if I ever am going to spend money on tuning up again, I will need to get a new healthy shell, and I also really want to build something based on 16V, t-jet that is. I do not think my car is worth investing money in it anymore, the springs I bought was rather a painful must, after the one snapped my mind could not rest at piece driving with autobahn speeds
But, I was running more boost for a good half a year, because my WG was stuck closed. Around 1.1 bar, but I never dared to push it up the revs with this boost, because I know from the math that I did, that my injectors would run out of puff towards the end of the rev range. And yes, it had a nice very much feelable extra kick. But nothing I could mindlessly keep my foot fully down with.
Besides, if I ever am going to spend money on tuning up again, I will need to get a new healthy shell, and I also really want to build something based on 16V, t-jet that is. I do not think my car is worth investing money in it anymore, the springs I bought was rather a painful must, after the one snapped my mind could not rest at piece driving with autobahn speeds
That's a real shame, I have been very fortunate having the use of a garage and also worst case scenario I do not need the car for transport.
Is your shell really a lost cause.
It's certainly easier to find a clean Sei than a Cinq now, even without a major rot problem where I live most of the Cinqs have been bounced off a few walls by now just due to age. Body work is always something that puts me off a project due to the crazy amount it costs these days. One thing I'm really not very good at is painting, I just don't have the patience.
I looked at the TJet and it does seem like a great option, however I'm seriously not keen to cut off the front panel, structual or not with out some serious modifications (think full cage to strut tops) it simply wouldn't be allowed here. I think I've seen atleast one with a complete front panel but it seems a bit tight.
I hope you find some garage space soon, it sure would be great to see you build another project.
Best of luck with it.
Is your shell really a lost cause.
It's certainly easier to find a clean Sei than a Cinq now, even without a major rot problem where I live most of the Cinqs have been bounced off a few walls by now just due to age. Body work is always something that puts me off a project due to the crazy amount it costs these days. One thing I'm really not very good at is painting, I just don't have the patience.
I looked at the TJet and it does seem like a great option, however I'm seriously not keen to cut off the front panel, structual or not with out some serious modifications (think full cage to strut tops) it simply wouldn't be allowed here. I think I've seen atleast one with a complete front panel but it seems a bit tight.
I hope you find some garage space soon, it sure would be great to see you build another project.
Best of luck with it.
Actually, the engine and turbo conversion was done with these two constrains in effect. However, it was very stresfull (having a hard deadline to make the thing run and being dependent on unpredictable wheather), I do not want to go through this again
Is your shell really a lost cause.
The poor thing had a bumpy life before I owned it, it's all patched up here and there, and whoever did that was far from a pro. So no, no confidence here that this can be saved. It is still in a running condition though.
Nearby where I used to live before, there was an old lady owning a mint condtion yellow sporinting, rarely but often enough used, looked like straight out of dealership, plus totally stock
Had it been for sale I would buy it before she would even finish putting the ad up But this is 1:1000 chance of finding something like this.Body work is always something that puts me off a project due to the crazy amount it costs these days. One thing I'm really not very good at is painting, I just don't have the patience.
Same here, actaully I have zero expertise here
Well, you see, one clever person told me once - a good engine design or tune has to be tight, free space under the bonnet is a wasted resource
if you see what I mean. If Blu can run an airconditioned Sei with a turbo incl. IC and oil cooler, I am pretty sure there is a way to fit a t-jet into a Cinq nicely without disturbing the shell. Best of luck with it.
Actually, the engine and turbo conversion was done with these two constrains in effect. However, it was very stresfull (having a hard deadline to make the thing run and being dependent on unpredictable wheather), I do not want to go through this again
Don't blame you its hard enough doing these things on a proper ramp with a deadline, let alone doing it outside or in a small garage. My hat goes off to people doing it in these conditions including yourself.
Nearby where I used to live before, there was an old lady owning a mint condtion yellow sporinting, rarely but often enough used, looked like straight out of dealership, plus totally stock Had it been for sale I would buy it before she would even finish putting the ad up
They are about, my mother has a 19000 mile yellow sporting which is very much the same. Also there was a silver 20000 mile one for sale here about 4 months ago which was pristine. It was a bit overpriced I thought at £1500, but looking back I should have probably have tried to get the price down and bought it (still had my silver cinq at the time). I think modifying a mint one now should idealy be avoided though as there are so few left, especially Abarth versions. Plenty of 899's in interesting colours fit for the purpose though.
Well, you see, one clever person told me once - a good engine design or tune has to be tight, free space under the bonnet is a wasted resource
A clever person indeed, after all that is the charm of a fast Cento really.
I don't have the fabrication skills to make these fancy tubular manifolds though which is what I'm sure you'd need to make a Tjet fit nice. I have a capable friend but he's always running round like a headless chicken so to get him to do it would take an age. Never say never though...
Seems you still have a very keen interest, I can definetely see another Woj project over the horizon. I was shocked when you mentioned Panda the other day and thought you may leave us. Seems this was just a momentary lapse of sanity!
Hello Woj!
So what's new? How's the Cinq going? You still have it or started some different project?
I was wondering that you have a sandwich plate for oil cooling, what oil filter do you use? Is it hard to change oil filter with the turbo mounted?
I always saw some strange small oil filters mounted on turboed fires, but they was very near to the turbo too, so with a sandwich plate they will be even more near.
I was thinking what to do for mine - maybe a tube from standard pump that goes to oil cooler (on your car it goes to the turbo), from the cooler to the turbo and then return to sump, in this way no sandwich plate is used and space is saved. :yum:
What's your opinion?
So what's new? How's the Cinq going? You still have it or started some different project?
I was wondering that you have a sandwich plate for oil cooling, what oil filter do you use? Is it hard to change oil filter with the turbo mounted?
I always saw some strange small oil filters mounted on turboed fires, but they was very near to the turbo too, so with a sandwich plate they will be even more near.
I was thinking what to do for mine - maybe a tube from standard pump that goes to oil cooler (on your car it goes to the turbo), from the cooler to the turbo and then return to sump, in this way no sandwich plate is used and space is saved. :yum:
What's your opinion?
i use a renault clio williams filter on mine. Is probably the filter you seen fitted to turbo cento's, its much shorter than the stock item.
Or Renault 5 GTT. Buty I think the remote filter set up as on Emma, Martin and Donna's yellow Cinq tub is actually a better proposition.
Karolis:
Yes, the filter is off some Renault. I do not care to remember anymore which one, because I simply have the Fram part number written down for it - PH 5796.
Do not route your oil like you described. I thought of that too, but you really need two separate routes, one for the turbo, one for the cooler.
The car runs beatifully, although I do have some lambda probe problems recently. It now has 47k km on the clock, but it is not doing high mileages anymore.
EDIT: Forgot, you also asked about the ease of change of the filter. It's a PITA job. Now after 3-4 times I can change the oil in about more than an hour, the first attempt with all the oil gadgetery mounted it took may way over 2 hours. I also need an expensive filter wrench. The cheap ones based on a fabric belt or chain do not fit there.
Yes, the filter is off some Renault. I do not care to remember anymore which one, because I simply have the Fram part number written down for it - PH 5796.
Do not route your oil like you described. I thought of that too, but you really need two separate routes, one for the turbo, one for the cooler.
The car runs beatifully, although I do have some lambda probe problems recently. It now has 47k km on the clock, but it is not doing high mileages anymore.
EDIT: Forgot, you also asked about the ease of change of the filter. It's a PITA job. Now after 3-4 times I can change the oil in about more than an hour, the first attempt with all the oil gadgetery mounted it took may way over 2 hours. I also need an expensive filter wrench. The cheap ones based on a fabric belt or chain do not fit there.
Last edited:
I realised I should have though of the oil filter relocation once I had everything in place, I simply though that changing filters would not be that difficult, reality corrected me. And once I have everything set up it is too much work to reroute the oil lines now. Defo a must for the next project, if any.
This is the setup I specced on an 8v punto, its just too tight with some turbo/manifold setups otherwise.
Cost bare P for all genuine Mocal/Aeroquip bits though!
Cost bare P for all genuine Mocal/Aeroquip bits though!
