Intercooled Tourneo Mk5

[dieselhead123]

Need to outrun the 'Tin Worm'

TIM

[knighty1981]

are you going to use an air cooled inter cooler and the water cooled one too ?

[dieselhead123]

are you going to use an air cooled inter cooler and the water cooled one too ?

Eventually yes, but I do want to try it with just the water type first.

Luke suggested the chargecooler route to me at Weald last year and since the XKR parts are readily available it just had to be done!

Comparing results would be interesting, if not quite scientific

I will install an air intake temp sensor in the inlet manifold so I can gauge the effectiveness of the two set ups.

TIM

[knighty1981]

can you mount the water cooling radiator a bit higher ?

if it's behind the intercooler, the air coming through the intercooler will have warmed up a bit, and it should get a bit more air flow higher up too ?

[dieselhead123]

can you mount the water cooling radiator a bit higher ?

if it's behind the intercooler, the air coming through the intercooler will have warmed up a bit, and it should get a bit more air flow higher up too ?

Hi mate, I had hoped to mount the water cooling rad a bit higher, but with the a/c rad behind it, I need to be able to get my 'fat fingers' in the gap to operate the bonnet release lever!
I might get another 10mm though, the bracket/support has been made in such a way that it is easy to raise it a bit, I'll know for sure once I get the grill, (or part of it), on.

I might be able to lower the intercooler rad though, depending on bumper clearance, again the facility to do this is incorporated in the 'design'!

If I removed the a/c it would be so much easier!

TIM

[dieselhead123]

Right then, some pics of the chargecooler installed on top of a spare engine, there are a few design limitations that I have had to deal with.
The charge cooler needs to be easily removable so as to gain access to the injectors, for bleeding, and rocker cover removal, so welding the chargecooler directly to the inlet manifold is not an option bearing in mind the difficulty of accessing the front most manifold to head fixing with the pump in place.
A flexible hose will be used to connect the chargecooler outlet to the inlet manifold.

The chargecooler placed on the engine;


Brackets were fabricated to secure the chargecooler to the rocker cover;





The waste gate actuator has been replaced with one that has an adjustable pre-load and re-sited to the rear of the turbo;


Finally the exhaust down pipe was installed to check for any clearance issues;


More to follow,

TIM

[MinorMatt]

Are you sure you are going to be able to close the bonnet with that on top of the engine mate? And will this all be in for N Weald? I'm hoping to have done enough to get the van in to the 18s this year... (but if the other "project" is done on time it will thrash the van - see avatar pic)

[dieselhead123]

The hope is to have the van ready for North Weald, however, there is the small matter of the annual 'Tin Worm' inspection looming!

It is possible that the bonnet will need some 'modification', but the 'cooler' can't go further back because of the bulkhead shape.

TIM

[dieselhead123]

As mentioned in another thread, Alan the 'Mad Machinist' broke his lathe!

The good news is this has now been repaired, so, the di flywheel could now have a 'shave'






As can be seen from the last picture, the raised area at the rear of the flywheel has been totally removed

We will be installing the larger clutch, so some of the lost weight will come back, here we have the clutch on the flywheel next to the original small one;


The clutch is a pre-used one from a Range Rover V8 and will do to test the effectiveness of the flywheel lightening.

A little more work has been done on the 'spare' engine, fitting 'T' pieces to the oil gallery for installation of both oil temperature and pressure gauges, still not sure where to fit the gauges in the 'Chucklebuss', do I go with a 'pillar pod' or simply remove the stereo that I never switch on!




TIM

[dieselhead123]

Finally the work has been completed on the flywheel, thanks to the 'Mad machinist'.

A bit more 'meat' was removed from the rear face;


This was cut out below the level of the starter ring gear.

The front, clutch face, was given a clean off and a 'step' cut in the outer edge of the casting outside the clutch fixing points, here you see it alongside a standard flywheel;


A small amount of material was removed from the face inside where the clutch disc operates;

The overall weight reduction is 7.5lbs, (measured with old bathroom scales ), that is, the flywheel and large clutch weigh 7.5lbs less than a standard one with a small clutch!

In this case, 'less' is definitely 'more'

TIM

[mrepson]

nice work pal,so is the bigger clutch a 260mm dia, for a 2.9i transit and does it fit a standard di flywheel with no mods

[MinorMatt]

The larger clutch (same size as the 2.9) was fitted to most turbos... and all the DI flywheels I have seen have been drilled and tapped for the small and large clutches

[dieselhead123]

Like Matt says, the di flywheels are drilled for both sizes, although according to Ford my Tourneo has the small one!

The clutch I have, from a V8 Range Rover, measures 265mm diameter. All you need to do to fit the larger clutch is remove the locating dowels for the small clutch and fit a set of the larger dowels in the outer set of holes. They are a bigger size than those used for the small clutch and are over £10 each from Fords!

You also need to replace the clutch cover bolts as the larger clutch uses M10 fixings as opposed to the M8's used on the small one. I am using M10x22mm cap head machine screws for mine.

TIM

[mrepson]

ok cheers,i have broke afew smiley 115ps diesels and they have a 240mm dia clutch, never seen a 260mm clutch fitted on a td

[ColinJack]

ok cheers,i have broke afew smiley 115ps diesels and they have a 240mm dia clutch, never seen a 260mm clutch fitted on a td

Just fitted one on mine .... takes up the whole flywheel - right to the edge