Archive for the ‘ Vauxhall Tuning ’ Category

VX220 Turbo

One of last week’s jobs; After a CSR clutch upgrade and the addition of the Courtenay Pro Alloy charge cooler kit, a mapping session was carried out to boost the power and torque on this VX220 Turbo. The car was already fitted with a 63.5mm exhaust system and had a VXR turbo unit with OE actuator. Power was increased to a manageable and useable 280bhp.

VX220 Turbo

VX220 Turbo

Revolution Millennium Alloy Wheels

Revolution Millennium Alloy Wheels 8Jx18; now also available in Anthracite (as well as White). Spec: 8Jx18, ET35mm, 5x110PCD, 65.1mmCB. Black finish due around August time.

 

Revolution Millennium Alloy Wheels

Revolution Millennium Alloy Wheels

Astra H 1.9 SRi CDTi 3 Door Mapping

Had a clean and very nice Astra H 1.9 CDTi Sporthatch in for a service followed by a remap on the rolling road today, achieving 183bhp and 333 lb ft torque.

Astra H 1.9 CDTi SRi 3 Door

Astra H 1.9 CDTi SRi 3 Door

Astra H VXR K06 Conversion + KW V3

Another Astra VXR K06 conversion with inlet manifold and steel rods (333bhp/350 lb/ft) leaves today, fitted with KW V3 Coilovers, K Sport 8 pot 356mm Front brakes, 292mm Rear Brake Upgrade, Alloy Water Rad, uprated VT engine mounts, poly bushes. Fully mapped and set up on the rolling road, this car has a huge spec.

Astra H VXR K06 + KW

Astra H VXR K06 + KW

Astra H VXR Intercooler Kit For Sale

We have a good used stealth black intercooler kit available for Astra H VXR. It is the latest spec with 60mm Inlet and Outlet and includes the hardpipe with map sensor boss and fan and mounting bracket.

The cooler has only done 2 dry races and looks very new and has all the fittings with it which are mainly new fittings. All the hose’s are new except for one, which is good but used. Hoses are blue.

The 2 main black brackets that  hold the intercooler on are used ones that are a little bit rusty around the edges, but nothing a wire brush and some fresh paint would not fix. Otherwise they are perfectly serviceable.

This Intercooler kit can be purchased for £650 inc vat. NOW SOLD

Uprated Enlarged Performance Intercooler – Astra J VXR

Astra J VXR Uprated Performance Intercooler

Astra J VXR Uprated Performance Intercooler

Once again we have joined forces with industry leaders Pro Alloy to develop our new enlarged, uprated performance intercooler kit for the Astra J VXR.

Our new intercooler is both larger in width and height than the standard unit with the core being twice as deep as the factory cooler. This represents a huge increase in available cooling area and volume and maximises the cooling available through the front of the car whilst also future proofing the cooler for use with high power large turbo setups.

The factory cooling set up has the air conditioning radiator in front of the intercooler so our first job was to remove the intercooler and then reposition the A/C radiator back, on to the water radiator. This is done so that the new intercooler is receiving the coolest air available. To further improve the efficiency we have included in the kit a lower air blade to stop the air washing away from the bottom of the intercooler.

Furthermore to maximise flow to and from the intercooler the kit comes complete with all the pipework which is enlarged to 60mm, paying particular attention to the restrictive section straight out of the turbo seen at the top rear of the engine bay. The Intercooler kit also comes complete with all the required hoses and laser cut brackets and fittings.

Price: £899

Oil Restrictor Bolt – K04 VXR Turbo

We thought we would share some information regarding oil restrictor bolts to help clarify our views on them…

Restricting the oil supply to Turbos is not a new idea or fad; turbo conversion companies have been doing this as instructed by Garret since the early 1990s.

It is true that a number of Vauxhalls have suffered from this smoking due to oil washing past the turbo oil seals.

It is true that changing the oil to a heavier weight of oil helps with this by allowing the oil to drain quicker as it is more resistant to any frothing or foaming (call it what you will) in the turbo core.

It is true that journal bearing turbos do need a very good supply of oil.

It is also true that too much oil can and will swamp the seals and in this case… the use of careful oil restriction will help; Vauxhall has also done this in production of the later K04 units.

Now we believe the original Vauxhall KO4 oil restrictor bolt was developed by Ian Percival AKA Percy (vxronline) before GM Modified the core. Ian is very knowledgeable by all accounts. He carefully calculated then made a restrictor as part of the bolt so it can be retro fitted to cure this lack of oil restriction in very early units. Our reluctance to recommend oil restrictor bolts comes not from what Ian did but from the fact that many other individuals and “ebayers” alike have jumped on the oil restrictor bolt bandwagon and produced some very inferior imitations. To this end we have been handed a number to fit, made of some very dubious soft material and we have seen some with a pressed in restrictor plug complete with a loose and rattling swarf built in, which would have killed a new turbo almost immediately! Plus we have removed many others that have been over restricted.

We hope people can now see why a number of suppliers, turbo manufactures and re-manufacturers are reluctant to recommend them. To be clear it’s not the principle or the original execution that is the problem but the others that have come along after, which when fitted can damage what was a perfectly good turbo unit, leaving the supplier / manufacture liable.

The later VXR turbochargers already have the oil flow control built into the oil gallery in the turbo itself, as is evident from the picture below centre:

Z20LEH Turbo Oil Gallery

Z20LEH Turbo Oil Gallery

If a turbocharger is smoking due to worn turbo oil seals, then the turbo already has a problem. A restrictor bolt will not repair worn turbo oil seals.

Corsa 1.6 Turbo VXR Aluminium Water Radiator

Due to increasing demand  we have once again joined forces with market leader’s Pro Alloy to fabricate an uprated aluminium water radiator for the VXR and 1.6 turbo engined Corsa D.

The new radiator had to be an all alloy construction featuring welded end tanks; this eliminates the common issue on Corsa D water radiators where they leak from the plastic end tanks.

Additionally the core depth has been increase from 26mm to 40mm, whilst the surface area has been increased by 7.7%. Furthermore by reconfiguring the tube layout and foil pitching we have increased the flow area by 67% making the radiator much more efficient in cooling and ambient airflow through the core.

Finally the bottom lower water connection on the right hand end tank has been make one piece, getting rid of the factory eclip/circlip configuration that also has been known to separate at high pressure.

It is available to order and can be finished raw in Natural Aluminium or powder coated in Stealth Black finish (at additional cost).

Ideal for direct replacement on any fast road or trackday car.

Price £558.00 including VAT.

It is also worthwhile considering an upgrade to Power Cool 180 Waterless Coolant at the same time. No Water, No Corrosion, No Pressure (less likelihood of leaks, less strain on hoses and other components) More BHP, No Hot Spots, No Overheating…….

Corsa D 1.6T Water Radiator Front

Corsa D 1.6T Water Radiator Front

Corsa D 1.6T Water Radiator Rear

Corsa D 1.6T Water Radiator Rear

VX220 Turbo Mapping

This Morning’s Rolling Road Job; a mild increase to 240bhp and 298 lb ft torque on this lovely VX220 Turbo, mapped and set up on the rolling road to suit the car.

VX220 Turbo

VX220 Turbo

K06 Astra H VXR

Another K06 conversion, with steel rods, Courtenay high flow inlet manifold, 3″ exhaust and CSR Intercooler being set up on our rolling road – bang on the money power and torque wise, and one of the cleanest and best prepared cars we’ve seen. We have also switched it to Evans Power Cool 180 Waterless Coolant.

 

Astra H VXR K06 Conversion

Astra H VXR K06 Conversion

 

 

How Waterless Coolant Works.

Water is an excellent fluid for cooling whilst in a liquid state, but when water turns to steam it has virtually no capacity for heat transfer. Evans is a superior fluid for transferring heat in engines because it remains in a liquid state until above 180°C. This article details the benefits of a significantly higher boiling point.

Within an engine cooling system the hottest surfaces are those adjacent to the combustion chamber, specifically the cylinder liners and cylinder head. In these hot spots water is likely to vaporise preventing efficient cooling and causing loss of performance and unnecessary engine damage. When the coolant fails in this way the engine becomes even hotter causing more hot spots and more steam.

Evans waterless coolants will not boil around these engine hotspots maintaining efficient cooling performance even when the engine is put under extreme conditions. When water turns to steam it pressurises the cooling system putting strain on hoses and other components. The significantly higher boiling point of Evans coolants means 75% less pressure than water resulting in a less stressed cooling system.

Water contains oxygen which causes corrosion and also allows electrolytic activity which further damages engine metals (chemical limitations of water). Evans waterless coolants eliminate corrosion and electrolytic activity significantly increasing the life of the engine.

Nucleate Boiling

Nucleate Boiling

Traditional water based coolants regularly cross the thermal boundary that separates efficient Nucleate Boiling (A) from inefficient Critical Heat Flux (CHF). CHF is synonymous with the condition ‘Departure from Nucleate Boiling’ (DNB). When DNB occurs, a layer of steam bubbles form adjacent to the engine hot spots (B).

Steam dissipates less than 1/30th of the heat that water does, rapidly over-heating local metal, causing premature detonation. The high boiling point of Evans Waterless Coolants, such as Power Cool 180, prevents DNB providing more efficient cooling in engine hot spots.

Convert your car to Waterless Engine Coolant:

Evans Waterless Engine Coolant

We are pleased to confirm that we are now testing Evans Waterless Coolant. Evan’s Power Cool 180 High Performance Waterless Coolant for performance & track cars is designed for high performance engines fabricated from a mixture of cast iron, copper, steel and aluminium components. It has a number of advantages over conventional coolant, which are listed below.

Power Cool

Power Cool

Conversion to Waterless Coolant is fairly straightforward, with using Evans Prep Fluid is formulated to hygroscopically absorb water whilst flushing loose dirt and scale from the cooling system prior to filling with Evans Waterless Coolant. The job can be completed in just a few hours by either a professional workshop or competent enthusiast.

Benefits of Waterless Over Water-Based Coolants:

Eliminates Overheating
Evans Waterless Coolants have a boiling point above 180°C and will not vapourise, thus eliminating overheating, boil-over and after-boil.

Reduces Pressure
Evans Waterless Coolants generate very low vapour pressures reducing strain on engine cooling system components.

Prevents Corrosion
Evans Waterless Coolants contain no oxygen effectively eliminating corrosion.

Increases BHP
Evans Waterless Coolants eliminate pre-ignition and detonation caused by overheating, thus improving combustion efficiency and delivering more power.

Stops Erosion
Evans Waterless Coolants prevent cavitation and eliminate liner and cooling pump erosion.

Freeze Protection
Evans Waterless Coolants freeze below -40ºC.

Non-Toxic
Evans Waterless Coolants are proven to be Non-Toxic. Standard anti-freeze is toxic and known to kill pets.

From what we have seen and heard about this product so far we are confident that it will outperform all expectations.

Prices for Power Cool range from £29.95 – £64.95 and £15.99 – £39.95 for Prep Fluid.

Available by Mail Order (Tel: 01692 404313) and online.

For further information on Evans waterless Engine Coolant visit: http://www.evanscoolants.co.uk/technical/questions-&-answers/38

Power Cool 180°Download Product Brochures 2 Page Data Sheet

4 Page Brochure

PowerAlign Camber Bolts

Camber Bolts

Camber Bolts

Powerflex have announce a new ranged of PowerAlign products under the Powerflex umbrella.

The range of products will grow over the coming months. They will be more hardware based and offer innovative solutions to improve chassis geometry.

The first two products include a new range of camber bolt kits and a simple camber setting tool. By simply substituting the original upper bolts on two bolt suspension struts for PowerAlign Camber Bolts, this allows up to +/-1.75degs of camber change.

This offers an easy fix for camber issues and a perfect add-on for any suspension bush change, or for changes to camber required for a more ‘track focused’ set up.

The bolts are made using a 12.9 tensile, zinc plated high strength steel. These parts are also covered under the terms of the Powerflex lifetime warranty.

They are available in 5 sizes, to replace bolt diameters M12, M14, M15, M16 and M17 covering a wide range of vehicle makes and models.

Courtenay Sport currently stock the M12 bolts, suitable for the majority of the Vauxhall/Opel range.

M12 Camber Bolts £18.89 per pair

Camber Gauge

Camber Gauge

Along with the camber bolts, the PowerAlign Magnetic Camber Gauge, PFG-1001 measures the Camber angle on the wheel hub or brake disc and allows on-car adjustment to ensure correct wheel alignment.

This is a useful tool for setting Camber angles after dismantling and re-assembling of the suspension and is an ideal track day companion.

This easy to use magnetic gauge attaches to the hub or brake disc and graduates +/- 6 degrees and comes supplied in a durable storage case.A perfect addition to the PowerAlign range and a straightforward product to supply to customers allowing them to correctly set camber angles without expensive geometry equipment.

Camber Gauge £35.94 – Available to Order

When is a 3″ Exhaust NOT a 3″ Exhaust?

We recently had a Corsa VXR in for mapping and rolling road set up. The car was previously fitted with (by another company) a Full 3″ Turbo Back Exhaust System and uprated intercooler – which should be ideal for performance.

Our K06 turbo, an 80mm air flow meter and some higher flow injectors were added into the mix (the engine had previously been strengthened with forged pistons and steel rods)…….

Imagine our surprise when no matter what we did software wise we could achieve more than 266bhp, when around 300bhp was the aim with the components we had.

So When is a 3″ Exhaust NOT a 3″ Exhaust??…..

When it looks like this:

Restrictive Centre Section

Restrictive Centre Section

You can see from the restriction caused by the baffles that narrow the bore of the exhaust through the centre pipe, that the bore size is greatly reduced. This obviously reduces flow, increases exhaust back pressure and hampers performance massively.

In fact when the car went from a Stage 1 Remap, to having this particular exhaust fitted the customer did report he thought that the car felt slower!

Not only was there a problem in the centre section, but the tail pipes had the same problem:

Restrictive Tail Pipe

Restrictive Tail Pipe

Needless to say once we had found the restriction we switched the cat back section for one of our Courtenay Piper developed 3″ systems, which does not feature restrictive internal baffles and finished off the mapping, successfully achieving 306bhp, gaining over 45bhp mid range, 40bhp peak to peak and 50 lbs ft torque mid range!

Corsa VXR Graph

Corsa VXR with K06 Turbo Before and After removing a poor flowing 3″ exhaust

Astra J VXR Remapping

We had another Astra J VXR in for mapping this week and it is good news that we are now seeing more and more of them. ECU remapping alone makes such a big improvement.

Otherwise a standard car, the ecu was treated to some enhancement offering much more mid range power and torque with good top end gains too, and the software was optimised, whilst the ecu was datalogged on the rolling road and a full set up carried out, checking AFR, boost pressure, inlet air temperatures, ignition time etc. A massive improvement all round, with mid range gains of between 10-40+bhp and torque with overall peak power at a shade over 300bhp.

Astra J VXR

Astra J VXR

Astra J VXR

Astra J VXR

Astra J VXR

Astra J VXR

Turbosmart Recirculation Valve

We have been sent this lovely looking Turbosmart recirculation valve to try for the KKK K04/K06 turbocharger, which we rather like the look of. Once we’ve had a chance to evaluate it fully we’ll report back. In the meantime please enjoy this stylish piece of automotive add-on

Turbosmart Recirculation Valve

Turbosmart Recirculation Valve

Turbosmart Recirculation Valve

Turbosmart Recirculation Valve

Turbosmart Recirculation Valve

Turbosmart Recirculation Valve

Turbosmart Recirculation Valve

Turbosmart Recirculation Valve

Poly Exhaust Mounts Now Available

Having now tested these exhaust mounts for fit, they have also undergone successful road and track testing and we are pleased to be able to offer them for sale.

Powerflex Exhaust Mount

Powerflex Exhaust Mount

These uprated exhaust mounts are manufactured in a high temperature polyurethane material with a Shore A hardness of 67, compared to the original rubber mounts which measured 55 Shore A.

They are much stronger, more durable, with much less flex due to the material type and a reduction in the size of the centre cut-out, offer far greater resistance to tearing and rot resulting in much less exhaust movement. OE Exhaust Rubbers are prone to cracking and failing, quite often causing an exhaust knock often most noticeable on start up.

An inexpensive and worthwhile upgrade. The number required per car will vary but this mount will suit Astra G, Astra H, Vectra B, Vectra C, Meriva A, Meriva B, Signum, Omega, Corsa C, Tigra B, Zafira A and Zafira B where 90466688 is specified.

Note: This mount cross references to OE Part Number 90466688

Priced at £6.60 each

Corsa VXR Injectors

There is a lot of information and mis-information on the internet regarding Corsa VXR injectors. We thought we would give an insight into the situation and some  facts. When mapping Corsa VXR, we can add injectors to Corsa VXR when mapping at any stage.

The Corsa VXR injector is a 12 point multi hole injector. If these injectors are in good flowing condition the engine is capable of running at Stage 3 which for us is power normally around the mid 230’s. Bosch’s flow rate for the injector also suggest this with its cc’s per minute rating. However there is a proviso……

As the cars/engines have got older this multi hole injector can start to block up, right down to the point where by when mapping at even Stage 1 we have seen injectors not capable of the supplying enough fuel, hence the injectors would read correctly as maxed out.

As most know we do not just flash maps on the car, we map all the cars on the dyno and optimise timing, fuelling & boost etc to the car. We use Can 2000 the GM data logger and programming tool. With this you see the injectors running not as a percentage but in real time terms i.e.  read in milliseconds.  Milliseconds are the time it takes for the injector to close, charge and open to fuel again. When the injector is maxed it runs out of time to carry out this operation so has to close before enough fuel is delivered. This is referred to as an injector running out of injection duty cycle or more commonly being “maxed out”. When the injector max’s the value locks as it has not got enough time to  deliver the fuel required before it needs to close to charge for the next opening. So if it was maxing at 5000 rpm it would show 24 milliseconds from 5000 rpm through to the limiter. If it was doing this at 5500 rpm it would show 21.81 milliseconds right through to the limiter and so on as a rev related sliding scale. If we see this on a car then the injectors are removed, cleaned or replaced with bigger injectors after all they are listed on the web site and we do sell them so why would we not use them?……

We have on a couple of occasions when customers’ funds would not allow, put the cars back to standard or reduced the rev limiter to a threshold that is within the duty cycle, until the customer can deal with the issue by means of an injector clean/change.

As regards to fuel pressure changes, the industry standard for injector measure is taken at 3 Bar. From this you can see what the injector will approximately flow for given power. So if you take an injector that is 395cc at 3 bar and fit it to a Corsa which runs a standard OE pressure of 3.3 bar this injector has a true flow rate in the Corsa of 415cc. In the ECU there is a factor that is changed to recalculate what injector size the car has got and also the static fuel pressure, this then re calculates the base fuelling curve value to the new injector size and pressure before you fine tune it in with fuel trims and target air fuel ratio etc.

Now if all the cars we mapped were race cars we would fit the biggest injectors we could as emissions are really never an issue with race cars even if they do run token cats, nor is part throttle fuelling, town driveability and fuel economy. These are however important for the bulk of our road driving customers.  Therefore if someone is close to the top end of an injector range let’s say an injector flowing at 415cc at 3.3  then we can change the fuel pressure to 4.5 bar, re correct the base map and now the injector will flow 485cc for more range and margin.  The alternative is an expensive injector change to the next size up which in the case of the Corsa would be 650cc at 3 bar or 682cc at the Corsa’s 3.3 bar. Nothing wrong in doing that, but it could be a bit over kill. I will explain; a smaller injector working at a high pressure verses a large injector working at low pressure will always yield better atomisation therefore better part throttle/transient fuelling which means in simple terms better economy. VW’s TFSi engine for example.

A perfect case of this was a 350 bhp Astra VXR running a correctly calculated 550cc injector returning on cruise 28mpg, however when fitted with a Astra VXR injector running at 4 bar corrected in the map the car’s economy went up to 34 mpg; in simple turns the bigger injector does not atomise the fuel as efficiently at slow duty cycle/engine speeds.

I hope this just gives in insight into our approach as we do data log,  but it’s not just a sweeping case of the injectors not  being capable at  any given stage.  We simply take each car as we find it given it’s condition and mileage etc and go from there.

Time Attack Set Up Check

We recently had the Courtenay Sport backked DCE Motorsport run Time Attack Astra VXR back for set-up check, after a spot of bad luck at the previous round at Donington Park. Some gravel ingress into the cambelt area caused severe damage to the engine, resulting in a last minute engine swap for the car, to ensure it was up and running for the final round at Brands Hatch on Sunday 29th September.

So with a borrowed ‘spare’ engine, Will and his pit crew worked tirelessly over the weekend and once the engine swap had been completed and all the ancillaries, turbo, manifolds and such like had been refitted the car came to us for a mapping session just to check and alter the parameters, due to the fact this engine was running slightly different compression than previously.

After a few hours set up, all is now well again and we’re looking forward to Brands Hatch. Good Luck to Will and the whole team.

Time Attack Promo Video

Time Attack Promotional Video, filmed during the Oulton Park round and featuring the Courtenay Sport backed Astra VXR driven by Will Watson.

The Courtenay Sport Blog

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