I'm running all mine off one trigger, one wire in the loom till it splits within a few inches of the injectors, makes the loom much neater.

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need a part number? get on here - http://public.servicebox.peugeot.com

Bring on the Trumpets.

Small update. New ecu arrived.

IMG_5119 by Steve Count, on Flickr

Changed some of the wiring on the old loom to suit the new ecu, ran the diagnostic tests and the coils, injectors and fans all worked as should be, loaded in the XE base map, set all the settings needed in DTASWin, tried starting and nothing.
Tried looking at the crank oscilloscope and realised the ecu was dieing when cranking over as DTASWin kept telling me the ecu was disconnected whilst cranking. Temporarily connected the wire i'm using for the switched live for the ecu relay to the main live point in the engine bay and tried again, this time the car was trying to start.

Eventually got it running, it won't idle with the throttle closed at the moment, but holding the throttle open it will run, albeit quite roughly but thats to be expected.
Seeing as i dont have a wideband lambda sensor or any other way to monitor the exhaust gasses other than the lambda reading in the dta software ive not changed much, i had a little play but seemed to make it worse so returned to stock values.

I ran the engine up to temperature and the fans kicked in, for some reason the coolant and oil temp gauges in the clocks dont seem to be working, but thats an issue to look at another day.

I probably shouldnt have stayed in the car as long as i did as i could barely keep my eyes open with all the fumes, and i forgot to get a proper video but i saved a short one from snapchat for anyone that wants to hear a little whine

Am i right in thinking that on light throttle opening i should see slight vacuum in the manifold? I didnt want to rev the engine too hard to look at the boost but it almost always seemed to be in vacuum when slightly revving it under no load.

IMG_5120 by Steve Count, on Flickr

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Goldie the track car.

I opened up the fueling map and was playing about with the numbers in the area the engine was hunting in, like upto 30% throttle and around 1500rpm and was increasing the values then hitting F4 to update the map but each change seemed to make it worse. I might have another play tomorrow afternoon after work then, i've got to give my dad his laptop back this weekend as he needs it for work now.

I'm going to get it booked in for mapping asap, there's a trackday coming up at Cadwell that i've got my eye on

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Goldie the track car.

To be honest Allan i didnt try loading the E48 map, i assumed it would be incompatiable with the S40.

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Goldie the track car.

Small update time.

After weighing up my options of how i'm going to get the car to the mappers and get it MOT'd before hand i decided to buy an AEM wideband lambda sensor so i could get the fueling something like myself and keep the ignition timing retarded to avoid the possibility of detonation/knock.

I stuck the gauge in the easiest place as i didnt fancy having to remake the fascia plate in the dash, should do its job for the time being.

IMG_5134 by Steve Count, on Flickr

I also adapted my old ecu cradle to suit the S40. The loom is now far from how i'd have liked it as i had to chop some of it to adapt it from the E48. Another one of them jobs that i'll get round to neatening at some point in the future.
The ecu is sat on some adhesive foam and held down with elastic bands, i didn't read that this is the best way to do it in the s series manual but it's what i read somewhere for the E48 and decided it wouldn't hurt to try and protect this one from vibrations or harsh bumps.

IMG_5133 by Steve Count, on Flickr

My old laptop died several years ago so i was using my dads work one but he needed that back a few weeks ago. Fortunately my workmate gave me his old laptop but it turns out that that has an expresscard slot not pcmcia so i've just ordered an expresscard to rs232 adapter card. Hopefully that will arrive tomorrow so i can get it out and tweak the fueling maps so it's not going to run too lean or get bore wash on the way to it's MOT this friday.

Mapping is booked for the 24th. Hopefully that all goes ok as i've booked myself on at Blyton park on the 10th of October.

Just a question for those who know a little more about setting up ecu's than me; Obviously the car doesn't idle with the throttle body closed completely so i've opened it a little to allow some air in for idle, should i register this as the throttle closed point in DTASWin rather than the open percentage it currently shows?

I've pulled the dump valve off the hose and fitted a filter for the time being so there's no chance i'm going to start boosting whilst driving before mapping, don't want to risk it getting too lean or any other associated problems.

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Goldie the track car.

That hazard switch is abit wonky
is that silver duct running under the dash just feed cold air into the car?

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Clicky: [url =http://www.306gti6.com]click here[/url] remove the space between [url & =

3-4% ish?

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- Bespoke rollcages/additions/adjustments. Half cages right up to complete custom spaceframes - MSA/FIA spec, CDS, ROPT, T45, etc - PM me
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Custom-made polybushes available - need an odd size or fitment? - anything from batch work to one-off pieces.

:

Might be why it needed so much throttle to idle

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- Bespoke rollcages/additions/adjustments. Half cages right up to complete custom spaceframes - MSA/FIA spec, CDS, ROPT, T45, etc - PM me
Email me!
Custom-made polybushes available - need an odd size or fitment? - anything from batch work to one-off pieces.

How much timing are you running at idle?

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- Bespoke rollcages/additions/adjustments. Half cages right up to complete custom spaceframes - MSA/FIA spec, CDS, ROPT, T45, etc - PM me
Email me!
Custom-made polybushes available - need an odd size or fitment? - anything from batch work to one-off pieces.

i find this interesting as mine is set so no throttle is 0% as sandy set it. I run 13-15deg at idle seems to suit mine well. Sandy did give his reasoning's for the tps set up but i cant remember full details. But he was amendment that s/c engines should use tps as load.

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1990 205 gti6 supercharged

Also, is there anything special about the dump valves needed for supercharged setups as I've seen it mentioned that they have softer springs in them? Mines just a £30 ebay special

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Goldie the track car.

Well i've spent the evening stripping the car to see what the issue is. Here are the pics:

IMG_5141 by Steve Count, on Flickr

It got pretty hot last night, cant remember if i made the damper/spacer out of nylon or acetal but it partially melted it.

IMG_5142 by Steve Count, on Flickr


IMG_5138 by Steve Count, on Flickr

It's pretty clear what the issue is once i had the 'charger off.

IMG_5145 by Steve Count, on Flickr

IMG_5148 by Steve Count, on Flickr

IMG_5147 by Steve Count, on Flickr

Other end appears to be fine

IMG_5151 by Steve Count, on Flickr

Now i've got to decide what caused the issue. I'm pretty sure there wasn't any sort of gasket fitted between the main housing which the rotors sit in and the bit of the housing which the rotors are in and secured in place with the bearings/gears.
The 'charger rotated freely after i put it together before fitting it, so now i'm unsure whether the rotors were sucked towards the inlet end of the housing by having the second throttle body before the inlet creating some vacuum, or whether it was caused by the fact that i bolted my pulley adapter plate to the rotor shaft which may have then pushed the rotor down into the housing once it started to warm up and things started expanding.

For reference, the throttle body before the inlet was held open a little on idle, so there should have been the possibility of a small amount of air flow.

IMG_5144 by Steve Count, on Flickr

When it started to seize up i was actually driving the car so that second throttle body would have been open wider than the above image, so in theory there shouldn't have been any vacuum.

I'm part tempted to remove the butterfly from the second throttle body and drill some holes in it to allow more air to flow even when the butterfly is in the closed position, then allow the dump valve to take care of any excess boost build up as a result.
The alternative would be to buy a recirculating dump valve and have that fitted, though space is very tight so trying to plumb that in would prove difficult with the current boost pipe routing.


As promised, here are the fueling and timing maps which are on the ecu. I haven't touched the timing map from the base XE map, i know it ran better in the past when i tweaked it but seeing as i'm now needing to drive the car i daren't change it much incase i advance anything too much and cause any engine damage, that'd be just my luck at the moment.

IMG_5158 by Steve Count, on Flickr

IMG_5156 by Steve Count, on Flickr

After work i picked up a new aux belt just so i can get the alternator running without the 'charger fitted, need to limp it to the MOT station tomorrow afternoon.

IMG_5140 by Steve Count, on Flickr

Might aswell end the post with a question, i reckon the current charger is scrap, but just wanted other peoples opinions. It has crossed my mind to try and fettle the housing and end of the rotors so there's no contact but i think the gouging will mean it wont create as much boost as desired.
I'm booked in for mapping a week today so need to make the decision whether to buy another 'charger and try to get it fitted and sorted in time or whether to cancel the mapping. Opinions please.

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Goldie the track car.