504/505 mods
  • Help
Page 1 of 5 12345 Last
Results 1 to 25 of 102

Thread: 504/505 mods

  1. #1
    Guru davemcbean's Avatar
    Join Date
    Apr 2001
    Location
    Camden NSW & Selwyn NZ
    Posts
    2,343

    504/505 mods

    Murat,

    I'm thinking of creating a website dedicated to modifying 504s and 505s as well as other RWD pugs. Steve Palocz (NSW club president) will probably be working on this with me. There are heaps of websites dedicated to 504s and 505s but very little have anything to do with modifications. This is unfortunate because they have well designed bodies and suspension which are well suited to much higher levels of power.

    Here's a list of some of the high power conversions I have seen or heard of:

    Richard Markin in Queensland had a turbo charged 504 which produced about 240hp in it's final configuration. It used the 504 2 litre engine with lowered compression and had a suck through carburettored, non-intercooled system. He had a 4 branch exhaust which went over the head to the turbo which blew directly into the inlet tract and sucked through a 45mm weber. I think he said he was using about 12psi boost and the head was modified.

    Ivan Washington in Victoria used to have a 504 running 9psi boost, with no other mods, which had 105hp at the wheels at 4000rpm. Thats the same as what a N/A 2 litre Pulsar produces at about 6000rpm.

    A guy in Dapto (near wollongong) has a 505 with a GMH 3.8 litre V6.

    Advertisement


    Michael Richards in Sydney had a nice lowered 504 with a P76 V8. It had extractors and apparently produced about 200hp.

    There are a few 504s running around with Rover V8s.

    One of my friends who had a modified 504 sold it a year ago and bought a BMW 323i. He is now sick of the BMW and wants to go back to a 504 and eventually stick a modified Rover or possibly Lexus V8 in it.

    I've seen quite a few 504s with PRV V6s in them. I drove one with a standard carburettored 2.7 PRV V6, but I found that it didn't feel much faster than a 4 cylinder 504 and it certainly didn't rev as well. I drove another modified V6 owned by Chris Lynch in Newcastle. It was quite impressive. It was a 2.7 with extractors, a single 2.5 inch exhaust, modified camshafts, modified head and a volvo injection manifold breathing through a Gas-research LPG mixer. It revved quite nicely and sounded like a Ferrari Dino. It felt nothing like the stock V6. I wouldn't have a 504 with a stock V6, because for the same money you could turbo or supercharge the 2 litre and have a much faster car.

    I've got a turbocharged 504 engine sitting in my father's garage, but I don't have the time at the moment to sort it out well enough to put in a car which I use daily and need to keep as reliable as possible.

    Dave


    NZ Fleet
    1976 504 Ti
    1984 205 GT twin carb
    1991 205 SI 1.6GTI motor
    1994 106 Xsi
    1996 Mondeo V6
    Aus Fleet
    1955 203C
    1997 Civic Cxi (great allrounder- revy, flexible, nimble, comfortable , economical, simple and durable )

  2. #2
    Guru davemcbean's Avatar
    Join Date
    Apr 2001
    Location
    Camden NSW & Selwyn NZ
    Posts
    2,343
    I forgot to mention that Malcom and Steve Goodwin who own a Peugeot workshop in Cessnock are building up an immaculate 504. It is a complete ground up restoration. It will have a 505 2.8 litre fuel injected V6 and 505 V6 suspension.


    NZ Fleet
    1976 504 Ti
    1984 205 GT twin carb
    1991 205 SI 1.6GTI motor
    1994 106 Xsi
    1996 Mondeo V6
    Aus Fleet
    1955 203C
    1997 Civic Cxi (great allrounder- revy, flexible, nimble, comfortable , economical, simple and durable )

  3. #3
    Guru davemcbean's Avatar
    Join Date
    Apr 2001
    Location
    Camden NSW & Selwyn NZ
    Posts
    2,343
    Murat,

    You mentioned how solid and well designed 504 and 505s are. Generally speaking the later ones a better built and use better materials than earlier ones. This leads to the odd situation that a 1980 504 is much better quality than a 1980 505. When they were new the 505 probably felt a bit better and may have been slightly quieter, but now that they are 21 years old the 504s have lasted better.

    In my family we've had 6 504s and 2 505s. The 505 has a better ventilation system and a larger boot and a few other nice things, but in general they don't last as well as 504s. The 505s have a lot of cheap little plastic things in the interior which tend to break or disintegrate in the sun. Both 504 and 505 dashboards crack up due to the sun but the 504 costs only $170 and 5 minutes to replace with a better quality dash top, whereas the 505 dashtop costs $350 and takes all day to replace. Early 505 speedos fail more often than 504 ones. The 504 speedo reads to 210km/h whereas the early 505 speedo only goes to 190 and it has a tiny little tacho. The later 505s have better instruments and a better quality dashboard, but the dashboard doesn't look as nice.

    As far as suitability for modifications go here are some points to consider about the 504 and 505:

    *the 505 has a wider track than the 504

    *the 505 has a larger engine bay than the 504
    which gives more room for V8s, turbos, etc.

    *the 504 feels stiffer in the body than the 505

    *the 504 is atleast 30kg lighter than a similarly equipped 505. Usually the difference is much larger than this because 505s are usually fitted with alot of extra electric equipment (which also tends to stop working after 10 years).

    *505s lack the fillet radius where the boot joins the C pillar and the boot has more overhang than the 504. As a result 505s suffer more from stress related cracks at the base of the C pillar, especially when they are used for rallying.

    *$1000 usually buys you a much better 504 than it does a 505. You can buy quite solid 504s for $1000.

    I think the above things are the reason why the 504 was more popular in Africa and South America than the 505 and thus they stopped selling the 505s there, while they kept making 504s.

    504 body parts should be available as new items long after they stop making 505 body parts, because there are alot more 504s still on the road and they still make them, so the parts market is larger. Even now 505 body panels are more expensive then 504 ones, which reflects this difference in economies of scale.

    I thought you might be interested in the above comparison.

    Dave
    NZ Fleet
    1976 504 Ti
    1984 205 GT twin carb
    1991 205 SI 1.6GTI motor
    1994 106 Xsi
    1996 Mondeo V6
    Aus Fleet
    1955 203C
    1997 Civic Cxi (great allrounder- revy, flexible, nimble, comfortable , economical, simple and durable )

  4. #4
    Guru davemcbean's Avatar
    Join Date
    Apr 2001
    Location
    Camden NSW & Selwyn NZ
    Posts
    2,343
    Here's some pros and cons of the various 504/505 engines, with the goodpoints listed first followed by the bad points:

    2 LITRE PUSHROD engine(XN series)
    *long lasting
    *Very rigid block (as much ribbing as a Sierra Cosworth block)
    *parts are cheap
    *has a high quality steel crank
    *has a good quality double row timing chain
    *will handled sustained periods of speeds up to 7000rpm without damage
    *the conrods are a little short which causes power to be lost to wall friction
    *the ports are a little too large
    *the angle of entry of the inlet ports could be better
    *the exit angle of the exhaust ports is bad
    *pushrods and rockers add inertia and noise to the engine which make it sound a bit agricultural
    *the rocker ratios are not very good
    *difficult to fit cams with lift higher than 0.3 inches
    *can't fit valves larger than about 44mm inlets and 38mm exhausts and even those sizes would probably cause cracks to occur

    2.2 LITRE ALLOY Overhead cam engine(ZDJ)
    *long lasting
    *ports aren't too bad
    *rocker design is OK
    *lacks stiffness and can suffer from vibrations
    *distributor is beneath the inlet manifold in an inaccesible position
    *parts are more expensive than for the XN engines

    2.2 LITRE CHRYSLER overhead cam engine(N9T)
    *rigid
    *good ports
    *distributor is in a nice accessible position on the front of the camshaft
    *never sold in Australia or other RHD markets (except for the small number of 2 litre versions sold in the Chrysler Centura)
    *oil pump is driven by a separate little single row chain (probably OK, but it looks funny in comparison to the soliditiy of the rest of the engine)

    PRV V6 engine
    *light weight for its size
    *sounds good when modified nicely
    *only has a single row timing chain
    *ports are too large for carburettors
    *has a funny firing order and crankshaft throws (doesn't seem to matter too much in practice)
    *the rocker actuation makes it difficult to find good high performance camshafts for this engine
    *were never sold in manual form in Australia so manual bell housings can be expensive to source


    NZ Fleet
    1976 504 Ti
    1984 205 GT twin carb
    1991 205 SI 1.6GTI motor
    1994 106 Xsi
    1996 Mondeo V6
    Aus Fleet
    1955 203C
    1997 Civic Cxi (great allrounder- revy, flexible, nimble, comfortable , economical, simple and durable )

  5. #5
    Guru davemcbean's Avatar
    Join Date
    Apr 2001
    Location
    Camden NSW & Selwyn NZ
    Posts
    2,343
    Here's the pros and cons of the various 504/505 RWD gearboxes:

    BA7 4 speed
    *long lasting (if it doesn't run out of oil)
    *light weight
    *gear selector mechanism exits through the bottom of the box and is a chronic source of leaks
    *synchromesh is weak
    *gap between 2nd and 3rd gears

    BA7 5 speed
    *same as above, but does not have the leak problem
    *sometimes 5th gear bearings can fail early

    BA10 5 speed (as fitted to pushrod engines and 505 turbos)
    *stronger than BA7
    *long lasting
    *nicer ratios than BA7, especially well suited to the carburettored pushrod engine
    *synchromesh is even weaker than the BA7
    *usually has a dodgy long throw gearshifter, but this can be modified easily

    BA10 5 speed (as fitted to V6 engines)
    *same as above BA10 5 speed
    except
    *much closer gear ratios
    *difficult to find in Australia

    BA10 4 speed
    *same as above V6 5 speed without 5th gear


    NZ Fleet
    1976 504 Ti
    1984 205 GT twin carb
    1991 205 SI 1.6GTI motor
    1994 106 Xsi
    1996 Mondeo V6
    Aus Fleet
    1955 203C
    1997 Civic Cxi (great allrounder- revy, flexible, nimble, comfortable , economical, simple and durable )

  6. #6
    Guru davemcbean's Avatar
    Join Date
    Apr 2001
    Location
    Camden NSW & Selwyn NZ
    Posts
    2,343
    Regarding brakes and suspension:

    The standard 4 wheel discs are very good and fitting 604 or 505 turbo/V6 front rotors and calipers makes them excellent, although you need tyres with very good grip to be able to use the extra breaking force.

    Using Peugeot components the best suspension setup to eliminate the usual body roll is 505 GTi front swaybar(27mm?), 604 rear swaybar (19mm), 505GTi/turbo springs.

    If you want the car lowered and very flat handling, K-Mac, King Springs and others make lower and stiffer springs for 504s and 505s (although they're often a little too low and stiff for me). Personally I think springs with 505GTi series 1 spring rates, but an inch or two lower would be ideal.

    K-Mac make front and rear sway bars for 504s. K-Mac fronts can be had in 27mm, 28.5mm and I think 30mm.

    Peugeot 505 GTi shocks are excellent. Koni no longer make front shocks for 504s/505s. I'm not sure about Bilstein. Aliquance front shocks are very good in 504s/505s and are well priced ($270 per pair). There is a german brand which makes shocks for 505s/505s but I've heard they're a little too stiff. KYB makes reasonable shocks to fit 504s/505s and they're pretty cheap ($190 per pair).
    NZ Fleet
    1976 504 Ti
    1984 205 GT twin carb
    1991 205 SI 1.6GTI motor
    1994 106 Xsi
    1996 Mondeo V6
    Aus Fleet
    1955 203C
    1997 Civic Cxi (great allrounder- revy, flexible, nimble, comfortable , economical, simple and durable )

  7. #7
    VIP Sponsor
    Join Date
    Aug 2000
    Posts
    9,562
    Dave, Count me in. I have just finished building a 505 V6 rally car using parts from a 1975 imported 604 (4 speed manual). The car is a 1980 model and I have taken out any unneccesary components and trim. It is as easy to work on as a 404!
    It is standard for the moment and using a weber DGAR and manifold from a Renault 30, a little less top end than the Solexes (still revs to 7300 though) but far more drivable. I will be modifying it further and really it should have the 2.8 even fire motor for it to be correct as a PRC rally car. I have lined up a Volvo B280 even fire with a cracked block, maybe the parts would fit in an early block? I will be using Autronic digital injection. Crow cams in Melbourne are in the process of developing a cam grind at present, not an easy task, just ask Bill Hamilton or Rob Cherry. The car uses works springs from one of the 1977 marathon 504s and handles better than any 504 I have driven. We placed 13th outright in the VRC rally of Sunraysia 2 weeks ago, including a 7th outright on one stage, not possible in a 4 cylinder Peugeot I believe.

    Regards, Graham Wallis

  8. #8
    Guru davemcbean's Avatar
    Join Date
    Apr 2001
    Location
    Camden NSW & Selwyn NZ
    Posts
    2,343
    Hi Graham,

    How are you going? That 505 rally car sounds great. Does the R30 manifold have more evenly lengthed runners than the 604 manifold? What steering rack are you using? Is it the 3.5:1 rack? What diff ratio are you using? I know people generally find the 3.89:1 or 4.11:1 diff too low for the V6 and usually fit a 3.7:1 or higher.

    I guess for PRC you need to use exactly the same injection system and exhaust manifolds as fitted to the genuine 505 V6, since they are a post January 1st 1986 car. Is this true? That camshaft grind sounds promising, because a few people have had trouble in that area.

    I'm going to be discussing the 504/505 mods website with Steve Palocz, probably at his place, sometime soon. I'd like to include lots of pictures of engine mods and cross sections of heads etc. Any help would be welcome and appreciated. I've already got lots of photos, etc which we can use but they're mostly of the 2 litre pushrod motors. Do you have any good material on the V6s and 4 cyl OHC Douvrin motors? I've also got a factory service manual for the N9T engine of the 505 turbo aswell as workshop manuals for the BA7 and BA10 gearboxes. I think we can build a pretty comprehensive website.

    Good luck with rallying the 505 V6. It sounds like a very promising rally car.

    Regards,
    Dave
    NZ Fleet
    1976 504 Ti
    1984 205 GT twin carb
    1991 205 SI 1.6GTI motor
    1994 106 Xsi
    1996 Mondeo V6
    Aus Fleet
    1955 203C
    1997 Civic Cxi (great allrounder- revy, flexible, nimble, comfortable , economical, simple and durable )

  9. #9
    Fellow Frogger!
    Join Date
    Apr 2001
    Location
    Melbourne Victoria
    Posts
    302
    Dave,

    Thanks for all that imformation it would take a long time to find out all the ins and outs of the rwd peugeots it was very interesting reading,I am thinking on the same ball park as you on putting up a website about 205's but it would be about modification and performance,Because i cant find any imformation on fast 205's everyone is just settling on about 200hp there is a few around 220 to 230hp i have invested over five years research into the fwd peugeots i only purchased one because i always wanted a T16.I have a couple of hours of work left to finish the turbo manifold,It is alot of work to turbo a 205 mainly due to room but i say that is what makes a 205 a great car the compactness.I will be interesting to follow the posts re 504,505.

    Murat

  10. #10
    VIP Sponsor David Cavanagh's Avatar
    Join Date
    Feb 2001
    Location
    Romsey, Victoria, Australia
    Posts
    4,923
    Go for it guys, I always thought Peugeot lost the plot when they went FWD, don't get me wrong I think my MI16 is a great car but its not a true Pug and the title of the last true Pug must go to the 505. You were taking about the OHC motors being a pain because of the distributor location, is it possible to use a Renault head with the dissy at the end of the head or is there not enough room between the motor and firewall.
    Seeya,
    David.

    David Cavanagh

    FRENCH CONNECTION / PEUGEO WRECKING / RENOSPARES / CITROWRECK

    03 9338 8191 or 03 93354008

    34 KING St
    AIRPORT WEST
    VIC 3042


    frenchconnect@bigpond.com

    https://www.facebook.com/FrenchConect

  11. #11
    Guru davemcbean's Avatar
    Join Date
    Apr 2001
    Location
    Camden NSW & Selwyn NZ
    Posts
    2,343
    David,

    That thought about using a Renault head and dissy has crossed my mind too. I think it would be tight, but it just might fit if a section of the firewall insulation was cut away.

    I've read that in Europe and south America they get over 170hp out of the 2 litre OHC engine in Fuego and 505 track racers. I know they use twin DCOEs a very wild cam and head mods. Do you know what sort of cam timing and lift these engines like? Any help on this would be appreciated as it would be great stuff for the website.

    What experience do you have with modifying the OHC engines and the V6 engines?

    Thanks,
    Dave
    NZ Fleet
    1976 504 Ti
    1984 205 GT twin carb
    1991 205 SI 1.6GTI motor
    1994 106 Xsi
    1996 Mondeo V6
    Aus Fleet
    1955 203C
    1997 Civic Cxi (great allrounder- revy, flexible, nimble, comfortable , economical, simple and durable )

  12. #12
    Guru davemcbean's Avatar
    Join Date
    Apr 2001
    Location
    Camden NSW & Selwyn NZ
    Posts
    2,343
    Murat,

    You might be interested to check out these websites:

    www.504.org

    http://drive.to/garage24
    (they have some good links also, check out Casy's place in the links section)

    http://bogey.free.fr//peugeotcabrio.html

    http://www.students.tut.fi/~monkala/505.html


    I've got an article on the 205 T16 from a 1985 magazine which I'm going to send to gibgib to put in the downloads section as well as some other 205, 504, renault and other stuff you might be interested in.

    Regards,
    Dave
    NZ Fleet
    1976 504 Ti
    1984 205 GT twin carb
    1991 205 SI 1.6GTI motor
    1994 106 Xsi
    1996 Mondeo V6
    Aus Fleet
    1955 203C
    1997 Civic Cxi (great allrounder- revy, flexible, nimble, comfortable , economical, simple and durable )

  13. #13
    VIP Sponsor
    Join Date
    Aug 2000
    Posts
    9,562
    Dave,
    The Renault manifold has different shaped runners but not any more symmetrical. The diff ratio is 4.1 and it cruises just fine with good economy, I actually think that the 2 litre engine is more tractable below 2000 RPM although the V6 comes on strong in the mid range. I am using the 604 rack without power assist. The steering is very light due to the light weight of the engine and the removal of PS, Air, trim and placement of the battery to the rear. I do have Valeo documentation which states that the V6 came out in August 1985. This may suffice and if so then the carburettor would be legal. I am a beginner with the V6 but in the next few months I hope to be able to contibrute some meaningful information. I think that now is the time to get into V6s as many 264s are turning up at Pick a Part, mainly 2.7s but the occasional 2.85. For that matter 505s are now common there as well, so cheap parts are assured on both fronts.

    Regards, Graham

  14. #14
    Guru davemcbean's Avatar
    Join Date
    Apr 2001
    Location
    Camden NSW & Selwyn NZ
    Posts
    2,343
    Graham,

    That's great that you've found documentation to support the pre-1986 existence of the 505 V6. It gives you alot more options for modification.

    The 4.11 diff must give you unreal acceleration. What's the BA10 4 speed like?

    How light do you reckon the car is now? I guess it must be down around 1150kg or maybe even less. All the gadgets, insulation, carpet, seats, etc weigh alot. It's good that you can use the 604 rack without the power steering, without it being heavy. The quicker steering must feel great after the old 4.5 lock to lock set up!

    What wheels are you using? Are they the 15 inch steelies you had on your 504 rally car?

    You're right about now being the time to buy V6s. Pick and Payless in Blacktown,Sydney usually has a few V6 volvos in the yard and I think the motors sell for less than $300. Malcom and Steve Goodwin, who own the Peugeot workshop in Cessnock, had a Volvo B280 engine and auto box in their workshop 18 months ago that they wanted to get rid of. It's probably gone by now.

    What other mods are you planning for the engine? It sounds like it's going to be one of the most competitive RWD Peugeots ever to compete in Australia. I'm looking forward to updates on how you go with it.

    Regards,
    Dave

    NZ Fleet
    1976 504 Ti
    1984 205 GT twin carb
    1991 205 SI 1.6GTI motor
    1994 106 Xsi
    1996 Mondeo V6
    Aus Fleet
    1955 203C
    1997 Civic Cxi (great allrounder- revy, flexible, nimble, comfortable , economical, simple and durable )

  15. #15
    VIP Sponsor David Cavanagh's Avatar
    Join Date
    Feb 2001
    Location
    Romsey, Victoria, Australia
    Posts
    4,923
    Hi Dave, I have hot cams and twin carb manifolds on the shelf at work, there made for Fuegos, I don't have the cam specs on me, its more of a street cam anyway, 170hp from the OHC motor doesn't seem much considering my 12G puts out 160 and thats only 1600cc, surely the OHC motor can do better than that. At work we once built a Fuego with a V6, it had basically Alpine bits in it, cam, pistons, heads etc, it went good 0-100 in 7.2 seconds and top speed of 240kph. There should be lots of info about hotting up the V6 in the Alpine sites, they have turbo versions over there.
    Seeya,
    David.

    David Cavanagh

    FRENCH CONNECTION / PEUGEO WRECKING / RENOSPARES / CITROWRECK

    03 9338 8191 or 03 93354008

    34 KING St
    AIRPORT WEST
    VIC 3042


    frenchconnect@bigpond.com

    https://www.facebook.com/FrenchConect

  16. #16
    Guru davemcbean's Avatar
    Join Date
    Apr 2001
    Location
    Camden NSW & Selwyn NZ
    Posts
    2,343
    David,

    170 was the lower of the figures I've read of. I think I've read in the Peugeot club mag that some of the 505 racing cars in south America were getting well over 200hp and that was just the 2 litre OHC engine, although I guess the 2.2 wouldn't produce much more since you can't fit any larger valves, because the bore size is the same. The 2.2 would have more torque though.

    Those 1.6 litre Renault motors as used in the 12G are great little motors. I've had a close look at one or two, dissasembled and I think they must be the greatest mass produced pushrod 8 valve engine ever made. The ports are nice, the combustion chambers are good, the pushrods are short and light and the whole engine is very light weight. 100hp per litre seems like the general rule with them in rally spec.

    Even though the 2.2 is OHC, I don't think it is anywhere near as good an engine as the alloy pushrod renault motors, so I doubt the OHC motors could produce as much per litre, in an ultimate state of tune.

    What angle does the OHC engine have to be on for those weber manifolds to fit? I've heard the engine can be mounted in atleast two different angles in the Renaults.

    Regards,
    Dave
    NZ Fleet
    1976 504 Ti
    1984 205 GT twin carb
    1991 205 SI 1.6GTI motor
    1994 106 Xsi
    1996 Mondeo V6
    Aus Fleet
    1955 203C
    1997 Civic Cxi (great allrounder- revy, flexible, nimble, comfortable , economical, simple and durable )

  17. #17
    Guru davemcbean's Avatar
    Join Date
    Apr 2001
    Location
    Camden NSW & Selwyn NZ
    Posts
    2,343
    David,

    Do you know what sort of power and torque figures can be had from an ultimate Alpine spec 2.85 litre V6 (naturally aspirated), using the parts you have available? I know the 504 2.7 V6 rally cars had 240hp and 245Nm, using 2 triple throat 48mm webers.

    Have you ever dynoed a Fuego with twin carbs and the cams you have?

    Any rough idea of power figures would be appreciated.

    Thanks,
    Dave
    NZ Fleet
    1976 504 Ti
    1984 205 GT twin carb
    1991 205 SI 1.6GTI motor
    1994 106 Xsi
    1996 Mondeo V6
    Aus Fleet
    1955 203C
    1997 Civic Cxi (great allrounder- revy, flexible, nimble, comfortable , economical, simple and durable )

  18. #18
    Guru davemcbean's Avatar
    Join Date
    Apr 2001
    Location
    Camden NSW & Selwyn NZ
    Posts
    2,343
    Regarding Alpine V6 websites. There are lots of them, but they seem to focus more on flashy photos than hot up information. It's a bit disappointing really.

    Dave
    NZ Fleet
    1976 504 Ti
    1984 205 GT twin carb
    1991 205 SI 1.6GTI motor
    1994 106 Xsi
    1996 Mondeo V6
    Aus Fleet
    1955 203C
    1997 Civic Cxi (great allrounder- revy, flexible, nimble, comfortable , economical, simple and durable )

  19. #19
    VIP Sponsor
    Join Date
    Aug 2000
    Posts
    9,562
    Dave,
    I am using the steel wheels you mentioned. Two are 1991 505 wagon (rare as hens teeth) and the others 504 centres with 14 - 15 conversion rims,no longer made. If you know of any of the wagon rims let me know! The gearbox is good, more reliable than the 5 speed I believe. The donor 604 was in good condition (the first one in the PCCV back in 1977) but was incredibly rusty. Must have got a dose of salt in the first year of its life in England. Do you have the Goodwin's phone number, the B280 might be worth chasing up.

    Regards, Graham


  20. #20
    VIP Sponsor David Cavanagh's Avatar
    Join Date
    Feb 2001
    Location
    Romsey, Victoria, Australia
    Posts
    4,923
    Dave,

    Sorry I can't give you any specs on Fuego motors, we really don't get involved with building them, we only supply the parts, to build one means disconecting the anti-pollution set up and from a business point of view we don't want to do that.
    I have a catologue at work from a company in Paris called Meca chrome (or something like that) they took over Renault's F1 program for a while, they deal in Alpine/Gordini parts and stock a large range of performance equipment, I know with the 12G motor they stock up to 200hp kits, I've seen lots of V6 parts they list but I havn't taken much notice, I'll drag it out tomorrow and have a look.

    David.

    David Cavanagh

    FRENCH CONNECTION / PEUGEO WRECKING / RENOSPARES / CITROWRECK

    03 9338 8191 or 03 93354008

    34 KING St
    AIRPORT WEST
    VIC 3042


    frenchconnect@bigpond.com

    https://www.facebook.com/FrenchConect

  21. #21
    Guru davemcbean's Avatar
    Join Date
    Apr 2001
    Location
    Camden NSW & Selwyn NZ
    Posts
    2,343
    Graham,

    I've had a bit of a look for Malcom and Steve Goodwin's phone number, but I seem to have misplaced their business card. It is around somewhere. I need to do a bit of a clean up anyway. Hopefully I'll find it and be able to post it here in the next day or so.
    I'm not sure who'd have some 15 inch steel 505 wagon wheels. The Goodwin's or Roland Pym might know. I've been told Roland's email address is rpvaustralia@bigpond.com.au
    Apparently there's not much he doesn't have lying around his property. He may even have a 2.8 V6, but I think he'd want a fair bit for one.

    Regards,
    Dave
    NZ Fleet
    1976 504 Ti
    1984 205 GT twin carb
    1991 205 SI 1.6GTI motor
    1994 106 Xsi
    1996 Mondeo V6
    Aus Fleet
    1955 203C
    1997 Civic Cxi (great allrounder- revy, flexible, nimble, comfortable , economical, simple and durable )

  22. #22
    Fellow Frogger!
    Join Date
    Apr 2001
    Location
    Melbourne Victoria
    Posts
    302
    Dave,

    Any imformation on the 205 is appreciated i have been scrounging the web for about five years.

    Murat

  23. #23
    Fellow Frogger!
    Join Date
    Apr 2001
    Location
    Melbourne Victoria
    Posts
    302
    <font face="Verdana, Arial" size="2">Originally posted by David Cavanagh:
    Go for it guys, I always thought Peugeot lost the plot when they went FWD, don't get me wrong I think my MI16 is a great car but its not a true Pug and the title of the last true Pug must go to the 505. You were taking about the OHC motors being a pain because of the distributor location, is it possible to use a Renault head with the dissy at the end of the head or is there not enough room between the motor and firewall.
    Seeya,
    David.

    I agree totally with you david as i think in the same way if the 205 was built as a RWD-AWD it would have gone down in history as one of the top 100 cars along with cars like the 240z it was still chosen as the performance car of the decade by performance car they also quoted how much of a big thing it is because they tested exotics to the value of half a million peugeot must of decided to mass produce it in fwd like the 405 because it was cheaper i have been contemplating on going to trouble of creating a RWD-AWD 205 since i purchased my car six years ago.

    Murat


  24. #24
    VIP Sponsor David Cavanagh's Avatar
    Join Date
    Feb 2001
    Location
    Romsey, Victoria, Australia
    Posts
    4,923
    Murat,
    Funny, I think the manufactuers agree with us, thats why Peugeot created the T16"s and Renault the 5 turbo and Cleo V6. From a manufactuers piont of view, FWD is simple, cheap and safe, even Granny can drive it, but if you want performance RWD is the answer, a Porsche 911 is the easiest car in the world to drive slowly and the hardest to drive quickly, but get someone like Jim Richards to drive it and its magic.

    David.

    David Cavanagh

    FRENCH CONNECTION / PEUGEO WRECKING / RENOSPARES / CITROWRECK

    03 9338 8191 or 03 93354008

    34 KING St
    AIRPORT WEST
    VIC 3042


    frenchconnect@bigpond.com

    https://www.facebook.com/FrenchConect

  25. #25
    Guru davemcbean's Avatar
    Join Date
    Apr 2001
    Location
    Camden NSW & Selwyn NZ
    Posts
    2,343
    I think the other big advantage of FWD is assembly line efficiency. It is alot easier to drop the engine and drivetrain in as one unit in one simple step than to fiddle around with separate tailshafts and diffs, etc. Even most of the big American cars have become FWD in the last 15 years.

    Dave
    NZ Fleet
    1976 504 Ti
    1984 205 GT twin carb
    1991 205 SI 1.6GTI motor
    1994 106 Xsi
    1996 Mondeo V6
    Aus Fleet
    1955 203C
    1997 Civic Cxi (great allrounder- revy, flexible, nimble, comfortable , economical, simple and durable )

Page 1 of 5 12345 Last

Thread Information

Users Browsing this Thread

There are currently 1 users browsing this thread. (0 members and 1 guests)

Posting Permissions

  • You may not post new threads
  • You may not post replies
  • You may not post attachments
  • You may not edit your posts
  •