Dubforce Tuning in Petersfield. Main work seems to be G60 and forced induction but as part of that breaking in to the ECU's is important to keep them in one bit. Friendly and helpful, ask for James.
At the moment I'm planning for the new engine. A big part of that being successful, due to the regs, will using the plenum and throttle body originally fitted to the car. As I enjoy developing the engines and want to get the best I can from the development, I've spent the last few weekends working on the throttle body, plenum and the fuel system. Whilst the Plenum and Throttle body must be the type as fitted the type of injection is free. Therefore I will not be using K-jet as it is too restrictive. I have an MBE ECU and loom here that I acquired from a contact in Holland that was being used in the Dutch time attack series over there. It came with the correct inserts, and a fuel rail to suit the KR manifold. I'm going to use a 9A throttle body housing, as it has a TPS on it, otherwise no different to the std one. However it has this weird diverter bit on the smaller throttle plate, as I said before, here it is removed. So I used a std MK2 plate as I can't see what use it is when the throttle will be closed or wide open. Next the restriction in the ports were machined out. Then the plenum had all sorts of bits machined out resulting in the pile of swarf shown below! Here are the conversion insert and fuel rail, plus some 1.8T injectors that I have. I'm not convinced they will flow enough fuel for 200+ bhp yet. That needs a bit more research Here is the finished article complete with a blanking plate for the fifth injector form the K-jet that is no longer required. I was going to use a tube to seal the resulting holes from the porting work, however I decided that gasket silicon would do the job fine, so I filled up the redundant drilling's and made a capping plate for the end. All I have to do now is blank off the air feed for the air shrouds for the k-jet injectors (that is no longer required), then clean up the other half of the induction system. Next to fabricate a baffled sump and measure up the block and get it sent off for machining ready for a dry assembly to measure piston to valve clearance.
I was the original owner who put it into road rally spec, that said it ran as standard for a year before minimal changes. I tried some AVO non coil over and stiff springs but the shockers leaked and in the end I went to standard Spax and new standard springs. Other than that it was poly bushed, had a half cage, harnesses, sump guard (made brilliantly with a piece of floor from an armoured personnel carrier by the late Rex Paddock) and a strut brace. All bog standard apart from that. It did a few Gremlins, a few Y2Ks, a couple of Holrus' (including a win), an Eagle, Moonbeam, Mel Harris and 3 Carpet Baggers as I remember. It never broke down ever, the only drama was the bonnet catch jumping out of its clip and rattling on the alternator fan - it sounded as if the sump guard was dragging the ground! It was a great car and went to Ben Davies in Llandovery who reshelled it after an incident on a treasure hunt when it was rear ended. Afterwards it did a few events with Mark Weller from Brecon who sold it on to Craig Jones who I assume sold it to Tony. It was known in the family as 'Fishy' as mentioned above! My only regret - not fitting an LSD when I had it.
Not had much time recently but a few things going on. Am now going to pinch the engine out of Fishy to go in a German spec Pirelli Golf I'm just finishing, thats on Weber DCOE's and a twin box 2.5" Ashley so should be quite lively. Was going to use the original engine in that, but looks like some water in the oil, so rather than mess about Fishy can donate its engine and I'll replace it with the 16v I started building for Fishy in the first place. Had been toying with selling Fishy but for what its worth complete its not worth it. Worth more in parts, but it seems a shame to strip it as its a great little car and fun to drive. Fishy won the Road rally class in the Welsh Hill climb and sprint Championship again in 2015. Didn't do many rounds, but enough. No real challenge in the Championship but beat some good road rally cars inc. Mk2 Escorts etc. at Llys Y fran, so happy with that. Few random pics of competing last year and the year before. Llys Y fran, in the paddock. Avon CR28 tyres on ready for a wet Epynt, think we won the class there with a bit of competition on what is considered a power hill, so happy with that. Forge action day, had an invite from Peter Mills of Forge so trundled round the track a bit. On the rev limiter in top at Coombe before the first corner and the long straight! Club GTI Curby Sprint. In the top half of the results, quicker than quite a few 16v and turbo cars, so happy with that. Digi 8v power Charmouth Sprint, great course, great fun. Short but quite tricky. Due to rules down the South West, in with the Stage rally cars GP4 Escorts, Darrians, etc. Tenth of a second quicker and I'd have been third in class of eight. Think I was sixth in the end but the competition had +100bhp more on avereage. Great fun, and had road legal tyres on so stuck some tape on the numbers and went down the beach in it in the evening. The rally cars couldn't do that on their slicks Random pic on trailer, off somewhere. On dry tyres so looking positive. Through the chicane on Epynt, on the CR28's so must have ben wet. Obviously couldn't be bothered to change to the dry tyres. Must have been doing ok then! It slides quite a bit on the CR28's in the dry, but once you have stuffed it in it settles down and grips quite well. Once you realise it will stop sliding as the tread blocks settel it goes ok on the Avons.
Not sure if anyone goes on forums any more, or if anyone is interested in competition Mk2's but thought I'd add a few pics to see :-). if there is any interest I have a few years of new development.
Basically we went to a 204bhp interim engine and this year we have a full blown 253bhp version with a proper clutch and gearbox to suit.
Great to see you're still active Tony, I took the liberty of pulling all your images off PB without watermarks and attaching to forum
Thanks guys, and thanks for fixing the pics John. I must be honest when PB messed it all up I lost interest, and it was already a pain putting the pictures on. I had a little time to kill yesterday and wondered if this thread and Tatty Golf thread were still live, and in fairness they were so thought I'd test the water and in fairness it was easy to upload the pics, if a little slow. As there is some life in here I'll try and update the threads a little. Anyone who knows me knows I have pictures of everything :-)
So here are some pics of the Evolution 1 of the 16v motor, much as described earlier in the thread, but running some piper hydro 300 cams, not the Newman solid lifter race cams. I was waiting for Jason at JMR to do my proper head, so as an interim engine I built the bottom end properly and just made up a temporary head from a KR one I had on the shelf. I tided up the valve throats and cleaned up the ports a little, std vales just back cut, re ground and cleaned, some new stem seals ( as the guides were worn!) and some new hydro lifters. I split timed the cams and pinched the MBE ECU and loom off Tatty Golf and Vince Mosley mapped it for me. It had decent bits bolted to it in the shape of some TWM Manifolds, 48mm Jenveys and a proper 4/2/1 2.75" S2000 spec system and manifold that I picked up form a defunct JMR 16v project. We never set it up properly as it was just an interim engine, so it was run up on the dyno and mapped to suit and that was that no development or tweaking, it was run as it was assembled. It made 204 bhp, helped by the decent add on bits, but wasn't a nice engine. The 8v motor in my Mk1 would eat it for breakfast, but with no development and basically a std head and valve train it wasn't too bad. All revs and no guts is how I would describe it. Sounded good though lol. It slowly got a bit flat during the season, and smoked a little, as the guides were quite worn. I think the valves might have been rocking on the seats a little. I did a dyno day at Badger 5 at the end of the season, or maybe the start of the next and I think it was making 195 bhp on the day, so confirmed my feeling that it had gone a little flat. I'll add some more pics and info on the associated changes to chassis etc. again. I probably have a dyno print out somewhere.
