PRV engine output

[Senatorpack@xxxx]

[MODERATOR NOTE: The message forwarded to the DML from another list. Mike Pack got the author's permission to reproduce it here. -Mike Substelny, DML moderating team]

This information was sent to me from the PRV Six engine list. 

Best Regards,
Mike Pack

Subj: [prvsixengine] Tuning PRV engine...
Date: 04/07/2003 5:07:09 AM Eastern Daylight Time
From: Bengt.Ruusunen@xxxx (Ruusunen Bengt)
Reply-to: prvsixengine@xxxxxxxxxxxxxxx
To: prvsixengine@xxxxxxxxxxxxxxx ('prvsixengine@xxxxxxxxxxxxxxx'), 
Riccardo.Gubbioli@xxxx ('Riccardo.Gubbioli@xxxx')

Hello,

Without knowing what kind of PRV engine is in question, and targeted power
level, it is difficult to give pinpointed engine tuning advice. Of course
there is best practices to follow, here is my thoughts...


Probably 'routes' to increase an PRV engine output is;

For 'light cost effective' tuning (natural aspirated);

- increase induction system efficiency (headers, free flow mufflers, larger
exhaust pipes and maybe inlet manifold, throttle body etc.)
- install 'performance' camshafts or camshafts from more powerful PRV model
like Peugeot ZPJ. (check the current and Peugeot engine firing order
compatibility).
- tune fuel delivery and spark advance in dyno.

- or maybe complete engine swap, with necessary electronics.
- install Kemira metal catalysators.


Natural aspirated version (240 - 280 Hp and more).

- full porting (inlet and exhaust tracks maybe with larger valves, three
angle valve seat job etc).
- increase compression ratio.
- increase induction system efficiency (headers, inlet manifold, throttle
body if 'plenum chamber version' or 6 butterflies etc.).
- install camshafts which offer more lift and duration (for best
driveability, cam timings up to 300 degrees (from zero lift and around
260-270 degrees measured from 1.27 / 0.050" lift) is maximum to go).
- uprated clutch and pressure plate (up to 350 - 450 Nm).
- install programmable ECU system.
- install Kemira metal catalysators (for ultimate go for racing version).
- steel connecting rods and forged pistons may be needed.

Forced induction version ('el cheap'o').

- increase current turbochargers efficiency by porting exhaust turbine
casing and maybe installing little bit larger compressor wheel.
- increase induction system efficiency (free flow mufflers, larger exhaust
pipe).
- install Kemira metal catalysators (for ultimate go for racing version).
- maybe uprated clutch (torque transfer around 450-600 Nm depending on
engine strength and 'output').
- install programmable ECU system.
- stronger steel connecting rods and forged pistons may be needed.

Forced induction version (hp limited by mechanical strength, turbochargers
volumetric efficiency and boost pressure).

- port heads (if you are targeting really 'hairy' engine :).
- 'larger' turbochargers for example Garret GT series or Turbonetics T04
core with suitable (maybe S3, V1 or V2) compressor and turbine). - Or
increase current turbochargers efficiency by porting exhaust turbine casing
and maybe installing little bit larger compressor wheel.
- increase induction system efficiency (free flow mufflers, larger exhaust
pipe).
- steel 'billet' connecting rods.
- pistons (mahle (turbo), Viseco etc.).
- uprated clutch (torque transfer up to 1500 Nm depending on planned engine
'output').
- install programmable ECU system.
- install Kemira metal catalysators (for ultimate go for racing version).


On turbocharged PRV equipped cars increasing ouput is much cheaper than in
natural aspirated. Mechanical strength is limiting factor where 'cost'
jumps.

for example valve sizes in 2 valve version Peugeot engine (ZPJ) are quite
large in standard form, so there is no need to install larger valves, but
additional power can be extracted by 'careful porting' inlet and exhaust
tracks.

Peugeot ZPJ engine is good transplant 'for starters' natural aspirated
tuning.
Renault Safrane Biturbo or Alpine turbo engine parts (albeit quite rare) for
forged induction tuning.

also one could look turbochargers from more common models like Saab or
Volvo. 
For performance wise adapting turbochargers (2) from 2.0 to 2.5 liter 4
cylinder engine is quite suitable for V6 a.ka 1.5 liter / 3 cylinder as per
one turbo.

For (both in natural aspirated or forced induction) 'serious tuning'
programmable ECU is way to go. 
For 'light' tuning remapping current ecu in dyno.

As what comes to mechanical (fex. K-Jetronic) fuel systems one can keep it
if one has knowledge etc. to tune them or tuning company nearby which
'knows' mechanical systems.

But, all in all as they say, your mileage may wary :)

Best regards,

Benkku



-----Alkuperäinen viesti-----
Lähettäjä: Grewcock. Charlie [mailto:CGrewcock@xxxx] 
Lähetetty: 03. huhtikuuta 2003 20:41
Vastaanottaja: 'Riccardo.Gubbioli@xxxx'
Kopio: 'prvsixengine@xxxxxxxxxxxxxxx'
Aihe: FW: [prvsixengine] Looking for "PRV V6 Car of the Month" -candida tes!



Dear all I need to tune my PRV engine befor its maiden outing. Could some
one please point in the right direction. Instruct me how to do it. I have
been told that the 3 Screws in the center of the Plenums can be tricky.

Please help
> ----------
> From: [SMTP:Riccardo.Gubbioli@xxxx]
> Reply To: 
> Sent: 25 February 2003 11:12
> To: prvsixengine@xxxxxxxxxxxxxxx
> Subject: Re: [prvsixengine] Looking for "PRV V6 Car of the Month"
> -candidates!
> 
> 
> Pertti,
> 
> Closer to the summer, when my car is out of storage, I will like to 
> take some pictures of my Thema V6, a rare version of a PRV placed in 
> longitudinal position.
> 
> Best regards,
> Riccardo

> Attention everybody!
> 
> There is a new "Car of the Month" section on the bottom of:
> 
> http://members.fortunecity.com/perttim/therenault30file/
> 
> where I intend to display a different PRV V6 car every month. If you 
> think that your car has potential to be Car of the Month, please e- 
> mail your photo/photos to: perttimakela@xxxx
> 
> Best Regards,
> 
> Pertti M.
> prvsixengine Moderator
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