Ti Motorsport

Pugfest 2011

 Our Peugeot 504 Coupe, prepared for David & Joe Williams, will be one of the display vehicles at this years Pugfest

The event, which is one of the biggest Peugeot gatherings in the country, will take place on Sunday 24th of July at Prescott Hill, Gotherington nr Cheltenham & for those of you who want to plumb it into your sat navs the post code is GL52 9RD.

We are still working on having our own, London Cape Town Saloon, there as well.

Please come along and say hello

Sting in the tail

The last job on the Peugeot 504 Coupe which we had left until now was changing the diff guard. The previous one had bolted onto the diff support x member, unfortunately the new exhaust location made this impractical, there being absolutely no room for the mounting on the RHS..

The result is a bit of a hybrid between the original one which mounted on the front of the diff housing & the boot floor pan & the later one which only mounted on the cross member. We have kept the later concept, using the support x member for the front location & a boxed in section in front of the spare wheel well at the rear with a spreader plate & drop bars.  

This means that the diff itself is completely independant of the guard, which should prevent the type of mishap that happened with the original style guard.

Exhaust Lagging

Whilst the Peugeot 504 Coupe of David Williams is now up for sale, it hasn't stopped us carrying on tweaking bits & pieces.

Latest bit is the exhaust manifold. The new 4 branch system has been lagged; there were issues with the proximity of the speedo cable & the heater hose. We had encased the speedo cable in heatproof sleeving but it was still worryingly close. Hopefully the lagging will help both.

The manifold runs directly below this heater hose. First impressions seem to confirm the manufacturers claims of reduced under bonnet temperatures. It was just a little disconcerting to be engulfed in smoke from under the bonnet after taking the car for a run. Especially having run the car for about 15 minutes to cure the stuff in the first place.

Elusive .1 hp

Despite trying lots of variations on timing & carb settings, we seem unable to break the 140 bhp barrier, with 139.9 bhp being the most we have seen.

So with our engine sorted & VERY driveable it's time to pop in the 4.8:1 diff & head to the test venue, where David will get to try the car properly for the first time.

More Choke

The move to 36mm chokes has paid dividends already, together with further weakening of the mixture, with slightly smaller main jets, we have found a further 5bhp. A further session, with a selection of emulsion tubes to try to remove one remaining glitch in the fueling, should see our target BHP reached & driveability retained.

A big thanks to Danny Emery & Chris at Motorworx for their patience, help & the  prolonged use of the rollers.

 

 

Choked

With PUB having been back to the rolling road, we have a bit of a dilemma. Last time on there, we reduced the size of the chokes to 34mm which is border line for a 45 Weber carb but seemed ideal with the set up we had at the time. The fly in the ointment however was our bent distributor shaft. With the new electronic distributor in place we have gained 10 bhp at the wheels, not the full10 at the flywheel however, so presumably we had different transmission losses.

What we have got though is a richer mixture & in the past the car has always been running an air fuel ratio of around 12.5:1. So now we are changing back to our original 36mm chokes & jetting, which presented no driveability issues & are also going to try a set of 38's.

Theoretically either of these should see an improvement in BHP although the 38's may be a little on the large side.

4.875 Diff

Eventually, after a lot of re inventing the wheel etc, etc, the 4.875 crown wheel & pinion have found their new home in an IRS diff casing.

Before we put it into the Coupe we plan to take the car back to the rollers to carry on where we left off & of course with our new distributor.

That way we do a like for like comparison.

123

Having got our modified extension drive for the distributor back, there was no excuse not to leave other jobs & fit the 123 Distributor. Having selected which timing curve we wanted [see earlier post] we took distributor & fitting instructions to the car.

Fitting was very straightforward, static timing being set with a built in LED which comes on effectively when the points would open. This is done before the -ve wire is fitted to the coil.

Then it's a case of connecting the -ve wire and away we go.

The engine fired up straight away & the very first thing noticed was that we had gained about 2/300 revs. A quick check with the timing light verified that now #1 &#4 cylinders were firing at the same point.

Time to go back to the rollers.

Tooling Up

As we don't have access to the original Peugeot special tools for measuring the backlash & bearing preloads on the differential we have had to go about setting up the diff a little differently.

The first thing was to make up some form of retainer for the diff carrier bearings. This will enable us to set the backlash between the crown wheel & pinion. This is achieved by means of steel shims between the bearing outer race & the end plate. To measure the back lash we set up a DTI.

 

 

 

Now it's a case of measuring up & seeing if it all works.

On a Different Subject

While our new distributor spindle takes shape at HENRIS machine shop there was a chance to check the alterations that the grinders had done on the 4.8 crown wheel that we are hoping to use on the Peugeot 504 Coupe. The crown wheel & pinion started life in a 504 pick up, which has a live axle so have to be built into the coupe casing.

Our pinion has been installed and the height checked against it's previously installed height.

The crown wheel bore has had to be ground out, the inner CV joint spline having a larger diameter than the half shaft in the live axle. We had cut off a broken CV joint to give to the grinders together with the old crown wheel and while there was some clearance I felt it wasn't really enough so spent a while with a honing tool to increase it.

Well quite a bit of time actually.

With the clearance issues sorted it was a case of bolting the crownwheel onto the diff housing and fitting it into the casing.

And then the tricky bit.