yeah, I could have taken a plane and brought it back hand luggage for that, and got a tan at the same time! That or fashioned it out of bloody billet... ain't gonna think about it...
yeah, I could have taken a plane and brought it back hand luggage for that, and got a tan at the same time! That or fashioned it out of bloody billet... ain't gonna think about it...
freight fuel surcharge was 75 quid...Originally Posted by MATT C Ringworm Tuning
Wooh. Thats insane!!! I think it should be £69!
So moral - watch out!
oh, and that was ex-VAT715.72 altogether
You want I should un-tell that guy to shove his offer for the rad up his arse
dunno... I want to say no, but practical reality is a bit different isn't itYou want I should un-tell that guy to shove his offer for the rad up his arse.. kinda self defeating as well coz he still owes me, dunno... feck.. ok see what he say... what a week
Forgot about that .Tell him to stump up for taking the piss
I have some parts here that have become unavailable
nah, nets you some cash, take it, don't worry about mixing the two things up; the other one is my problem init. Sell 'im the rad, get it gone, and it can go towards the new valve seat inserts etc... get's us some thing we want and gets shot of some stuff and I'll just go and slash my wrists lol... no more bloody projects...
OMG!!!! I want to cry
and that's business account wasn't it???
I feel for you mate
Any updates on the C1J development engine?
Has this gone cold????????
To be honest mate think so, not heard from Martin in very long time no idea on what happened to the test heads of crank from europe.Has this gone cold????????
I've mentioned to Martin i have been ready and willing to supply all bits and time if needs be for this engine as was nice to see what could of been done, never mind
Nevermind
All a bit of a shame really. This was one of the really interesting threads that would have reaped benefits for everyone in the club.
Sorry guys, been a very long time... don't like letting people down. Anyway, not gone dead, I will be back to this, was thinking about it the other day, don't like unfinished stuff... I'm just about done on PRV V6 flow work for now, so I'll swap over a test cylinder in the coming weeks and do some work. Thanks for the patients and faithfirst time I have been back on here for a long time... thanks to CLee for his patients and faith too, been a bit of bumpy ride here and there. Anyway, work to do, I'll focus on that and will be back to it very soon. Just tested some 24V PRV heads, and I almost don't want to overlay the results over my 12V stuff... eek...
Awesome matey. Was really interested in this and cried when it went dead!
Same her, no pressure just lots of interest
Same here.
More cc's and still C1J look yes please. it's like the ZVH of the C1J world.
Good news Martin!
As we talked about you need any bits i'll supply all you need, may even have a car soon to try the engine in too been very keen to test it at pod
Thanks guys :-) message received load and clear, better get on with it then...
just about to rebuild a c1j so very very interested in the head flow mods
Like a few other people i thought this was a c1j rebuild. This Is actually a good thread about developing the c1js volumetric efficiency etc.
I think its common knowledge and most people would agree the restrictions on power from the c1j are mainly from the cylinder head and carburettor.
The most powerful varient of a Renault c1j is the r5 maxi engine. Cross flow head, bigger valves, 1600cc and fuel injection.
So it would be interesting what modifications could be done to improve the power on a c1j with 1600cc with cross flow gordini head with efi, big turbo, etc.....
Maybee even get some gordini heads reproduced by a aluminium casting company on a group buy????
Maybee even get some gordini heads reproduced by a aluminium casting company on a group buy????
So i've just started an engine rebuild on T-Cup and would certainly be interested in taking part in any group buys or modifications being made in this thread!
Freakin sweet!!!
Did anyone try out any modifications in reference to the head work and enlarged exhaust valves?
Anyone? Reason I ask is that im attempting many of the sub topics in this thread on a trial head. But rather than starting from scratch it would be easier if we could pick up the baton where these guys left off. Im only interested in the big valves and headwork, has anyone else been trying any research and development?????
Helllllllppppppppp
I'll rattle Faulksie's cage and see if he can help with a few tips
Trouble is he is mega busy with his ' proper job ' and doesn't get much time at all these days .
Thanks clee I appreciate your help.I'll rattle Faulksie's cage and see if he can help with a few tips
Trouble is he is mega busy with his ' proper job ' and doesn't get much time at all these days .
The more research on flowing the better, I havent got 2-3 heads to chop up and take a risk on unfortunatley.
Big valves have been done and ive got the gear and the right idea to get a local cnc man to solve that problem.
But as far as flow enlargement goes and trimming the internals this thread is the only bible (im sure the pod boys have mastered this but I bet my bottom dollar these are very closley guarded secrets!)
Bend glens ear, his c1j made proper power.
I have one of glens heads in my shed, when used improved spool by 200 rpm earlier! Ie boost level that vehicle was running before.
get the pics up then
The difficult bit with Glenns engine was finding new ways to keep it efficient at such high boost. A lot of that was found in the cylinder head and choice of turbo of course. EFI too, since there would have been no way of accurately fueling 3 bar of boost with a 32dis.
Took some big steps today to get this off the ground with the machine shop. Valves are ordered (exhaust only) and the head starts getting development porting next week. Spent nearly 2 hours discussing this thead with them! Their background is directed into Mazda motorsport building some insane heads for them.
The head guys also explained that they can fabricate anything and try anything, they even said the valves i selected are crap and they can get some mint ones instead.
Also theyve got some good ideas on exhaust port heat soak too......
Best thing they've said is that theyve got the equipment to produce a exact copy of the full reworked head once its completed.
So if it turns out to be the best thing since sliced bread, would there be any takers? Probably cheaper than a CGB OE £500 ebay head
In your opinion would you say im wasting my time here scoff? i mean am i spending alot of dollar pointlessly for a couple of hundred rpm? I intend to run a billet T28/nodiz ecu/285 cam/ktec tubular.
Cheers.
Mazda - is that Blink motorsport ash ?
With the T28/285/Carb combo the limit seems to be 240hp or so. It's an age old thing. That combination just doesn't seem to support any more than that no matter how you fettle it. But that'll make a very quick GTT with good response! And that might be what your shooting for ? Going bigger than T28 isn't a good idea with the carb because of lag and it's debatable whether it'll help when it does finally spool. With Glenns GT28RS and big turbine it was topping out at something like 270hp no matter how much boost we put through it. Unfortunately a lot of the headwork and turbo change happened at the same time so we can't be sure which had the bigger effect.
Came off nicks dd autosport efi 5. No machining to exhaust side,squish chambers angled, ported inlet side not massive with shortened guides. Also some modding on ports for injectors. Nick put 30 psi through this to make around 220 to 240bhp give or take! Like scoff says you also have the carb to contend with, throttle body and injectors are your friend.
Bigger valves some times will cause cracking between the ex and inlet valves can they solve that problemTook some big steps today to get this off the ground with the machine shop. Valves are ordered (exhaust only) and the head starts getting development porting next week. Spent nearly 2 hours discussing this thead with them! Their background is directed into Mazda motorsport building some insane heads for them.
The head guys also explained that they can fabricate anything and try anything, they even said the valves i selected are crap and they can get some mint ones instead.
Also theyve got some good ideas on exhaust port heat soak too......
Best thing they've said is that theyve got the equipment to produce a exact copy of the full reworked head once its completed.
So if it turns out to be the best thing since sliced bread, would there be any takers? Probably cheaper than a CGB OE £500 ebay head
First question - what are your goals?
Head work IMO only needs to be mild.. I only ever had port matching on my head until near the end when I fitted over sized exhaust valves.. Inlets were still standard. Seemed to work well, but never done back to back tests like most don't...
Going to try the exhaust valves first with some flow porting dave.
Goal is to make it as responsive as possible and have a nice curve, when I started reading this thread it asked a lot of questions, hopefully we can clear up some up with what me and people like sid on the FB page discover in the next few months. If its a failure at least we had fun trying new stuff.
Chris no its not them, they're called www.chaseengineservices.co.uk sound like they know their onions.
About the car.......at ND the car ran 170bhp@low boost on a tricked jutto ep motorsport head t25 285 (ktec red cam) and a breadbin cooler. In under 2 weeks we will have a good spec billet t28/285/tubular ktec/nodiz/cossie fmic and alot of replacement parts but retaining the head from jutto/ep..........its going to get mapped and again we will have a set of figures to work from. Hopefully funds permitting we'll have the spare thick head that I bought with the enlarged exhaust valves, roller rockers/a bigger more intricate port and flow than the current jutto head done in the next month or so..........and again we'll have more figures to muse over.
I am a bit of a fake traditionlist when I say the carb way is the best as ive already started messing with my fueling electronically over the advantages of efi. Looks like a lot of people went that way or swapped the engine completely, ill stick to trying to make the carb go that little father.
Check out this thread post #5 that's my chart.
This was with t28,larger ex valves, low comp, cam, raceland mani etc.. It's hard to read mind, but I'd say its a pretty smooth curve/good power band..
https://www.rtoc.org/boards/showthread.php?t=29288
Impressive dave. Did or have you ever improved on those or is that as far as you dared?
That was a low boost setting.. I used to turn it up to 2.2 bar plus 100hp of gas is the most I pushed it....... It loved it
No rolling road figures unfortunately, used to be gd enough for an 11.2 @ 126mph.. Although that was with 60hp of gas n no big valves just a ported matched head... Was also gd enough to go of the clock
I think the C1J is one of the least developed engines of it's age. The reason is that 1.4 turbo engines had limited applications in Motorsport. Which to me, means that there is still some potential in a bit of headwork. How much? I have no idea but, that's why this thread is interesting.
I've been in contact with a guy who ports Jag AJ6 and Triumph cylinder heads and has been getting very good results. To quantify how good, he's seen enough flow from their latest evolution of the AJ6 Head to produce over 160 hp/litre!
Will the C1J ever flow 160 hp/litre (based on N/A flow)? Not a hope but, I still think we coould do a bit better.
Guys,
ended up ordering wrong valves for the valve conversion and went down the engineers for a chat...........
upshot is ive got some 31mm ex sorted and will get the seats to suit.
im unsure if i need single or triple collet valves? and is the diameter still 6mm/ long valve?
ive decided to do the inlets but am having much confusion on selecting my valves and seats following the order of the pics and explinations on this thread by mr faulks. Am i going from 34mm standard to 35.7mm 6mm/ long valve with triples/singles?
And has this size inlet been safely run with the bigger exhaust???
Looking at the job to be done i cant get over how close to the bone all this is in relation to weakening the whole thing.
Tired and semi bored of this now, does anyone posses this knowledge?
There are a heap of 'tricks' that can be used to accommodate different bits and pieces such as bigger valves. The Valve Guides can be offset bored to gain a bit of space between valves. This trick has been used on Minis in the past.
Cheers Woz, I need info from someone who has performed said conversion. It's twisting my melon man.
Bump
The obvious person would be David Vizard. There is not a lot he doesn't know about internal combustion engines. The also obvious question is how do we throw a question his way?
He does frequent the PPC forum on rare occasion as he is a part time contributor to the mag.
Get in touch with glen (hi5) im sure he could sort you a ported head with larger valves. His heads always looked pretty trick and done the job.
Ended up using some austin 31mm long stem 6.98mm double collets and caps.
Inlet could be tricky, to close to the center. I'll put some pics up and do a thread soon. Cheers
Looking forward to the results, I think Andrew Cooke made a head flow tester for the 16v head but looked simple enough.
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