Have you ever noticed how the paper intake manifold gasket commonly
intrudes into the port (the port opening shrinks) when it has been on for a
while? I wonder if enlarging the port holes in a new gasket by 4 or 5 mm
before installation would prevent this? Or fabricating the gasket out of a
more stable material?
Brian
At 02:47 PM 1/9/99 -0500, Jim Lill wrote:
>
>There's been a number of people asking about more HP lately. In both my
>aborted V6 project and current Turbo projects, I've done a lot of research
>on this subject, so here are some thoughts:
>
>- my N9TEx project page reveals a lot of my ideas/plans that generally
>apply or are N9Txx specific, see: http://vectorbd.com/users/jpl/505t.html
>
>- both the ZN3J and N9Txx basic blocks etc. should be capable of handling
>>50% more power. If you live in a hot climate, an oil cooler would be an
>asset for either.
>
>- camshafts, are a typical source of +HP for a "hot-rodder" but where do
>you get them for a 505. I've yet to find a "speed shop" source but there's
>a lot of other PRV V6 applications that might be a source of "stock"
>grinds that are hotter, see: http://www.vectorbd.com/peugeot/v6.html I'll
>soon degree the cam that came with my Danielson kit and that could be a
>source of regrind info for the N9T.
>
>- both motors use Bosch L-Jet variants which do not have a simple EPROM
>that can be swapped to jazz up the fuel supply. The use of different
>injectors and/or rising rate fuel pressure regulator is recommended.
>
>- porting and polishing can always help but may be beyond the means and
>budget of many. At one end of the spectrum you can simply match manifolds
>and gaskets and gain a little. At the other end, eXtrudehone can add
>5-15HP for $400-700.
>
>- revised intake schemes can help. Adding a K&N filter, larger ducts,
>colder air are all +'s but remember that under hood air is hot, avoid that
>issue.
>
>- if you have a turbo, you can crank up the boost but that will require
>fuel pressure attention and high octane.
>
>- a big $ approach for turbo motors is hybrid (T03/T04) and/or
>blueprinted turbos.
>
>- improved air-flow and/or waterspray of the existing intercooler help add
>a little HP and allows higher/safer boost. A big $ approach is an
>air/water intercooler
>
>- one choke point is the throttle body. Boring it can be a big help.
>
>- improved ignition, such as MSD, can help on high boost motors.
>
>- any motor can benefit from better spark wires such as Magnecor. On a
>ZN3J the #1-cyl sensor can be slide off the old wires. Make sure your new
>wires fit through the sensor. Alternately, the #1-box from a Volvo V6 will
>work.
>
>- in some cases, simple normal maintenance can help. Things like new
>plugs, new fuel filters, new O2 sensor, clean intake tract can add a
>little.
>
>- free flowing exhaust can add a lot. On turbos, it can reduce spool time.
>A free flow cat from Random Technolgies is good value. I proved that on my
>Mi16 which also had a Sebring tailbox. The better solution is a whole new
>exhaust that is just bigger! eg: on my turbo, I'll add a full 3-inch
>exhaust including cat.
>
>- a radical improvement can be internal work. High compression pistons
>and/or reworked heads. I've taken this approach with my Danielson N9TE
>Stage I head.
>
>
>Happy Hot Rodding!
>
>
>
>
>
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>
>
Brian Holm, Peugeotholm
Supplying parts for Peugeots only, since 1969
Plainfield, VT 802.454.7132 Fax 454.1310
Alternate E-mail: peugeots@together.net