Peugeot 306 GTI-6 & Rallye Supercharger Kit Installation Guidelines Issue 1 [070108] Supercharger Kit for Peugeot 306 GTI-6 & Rallye [XU10 J4RS Engine] Installation Guidelines By Lynx Garage Unit 2/25C Brockhampton Lane Havant Hampshire PO9 1JT Telephone/Fax: 02392 499031 Email: [email protected] Web: www.lynxpowerengineering.co.uk 1 Peugeot 306 GTI-6 & Rallye Supercharger Kit Installation Guidelines Issue 1 [070108] 2 Peugeot 306 GTI-6 & Rallye Supercharger Kit Installation Guidelines Issue 1 [070108] Introduction The kit is designed to enable fitment of the Rotrex C30 series of centrifugal superchargers to the XU10J4RS engine. It could also be adapted to fit other XU10 engines, although this is done at your own risk and at this stage we are unable to assist with the process of adapting the kit to fit engines other than the XU10J4RS. The kit is designed to boost power from 167 BHP to 230-400 BHP. Large increases in torque can also be achieved. The power achievable depends highly on the engines compression ratio and internal specification; as this governs the maximum boost pressure that can be used safely. 3 Peugeot 306 GTI-6 & Rallye Supercharger Kit Installation Guidelines Issue 1 [070108] Low Boost Fitment for Standard Engines (230-260 BHP) On a standard engine, a maximum boost of 7-8 PSI is recommended; due to the ’high static compression ratio of 10.8:1. With this in mind, with a boost level of 7-8 PSI, approximately 230-260 BHP is achievable. The exact power achieved depends on a number of items, including: Intercooler efficiency – larger intercoolers will remove more heat from the boost, and also generate less pressure loss across the intercooler. The boost pipework and bend radius of any corners will also affect the pressure loss between the supercharger and engine. Although extremely difficult due to the space constraints of the 306 engine bay, sharp changes in direction in the boost pipework should be avoided. A minimum pipework diameter of ” is recommended. Exhaust system backpressure – The faster you can get exhaust gases out of the cylinders, the faster fresh charge can fill them. A minimum exhaust pipework diameter of ” is recommended; removal of the catalytic converter will also give substantial power gains and is recommended in any case. Exhaust back pressure is less critical in forced induction engines. Some back pressure is required for naturally aspirated engines to achieve the pulse effect, a process through which the exhaust gasses from one cylinder are used to help draw the exhaust gasses out of the sequential cylinder. Fuel octane rating. The XU10J4RS uses active knock detection to alert the ECU of detonation/pre-ignition within the cylinders. The higher the octane of fuel, the less prone to detonation it is. Running a higher octane fuel allows the ignition timing to be advanced before detonation occurs. The ECU has the capability to retard/advance ignition timing to cater for different fuel qualities. The more ignition advance, the more power. Always use the best quality fuel you can. Prolonged detonation within the cylinders can crack pistons and destroy an engine quickly. Engine condition – generally the most important factor here is the condition of the bores/piston rings and their sealing properties. An engine with good compression will generate more power than an engine with lost compression. If you have concerns over the condition of your engine, a compression/leak down test is a good place to start. Other sources of high leak down include valves and valve seats and failed head gaskets. Many other factors affect power, including camshaft timing, condition of the fuel system, the type of oil used etc; however these are unlikely to be an issue if your engine is currently performing well in standard form. It is recommended to diagnose and fix any running problems before fitting the Supercharger Kit. 4 Peugeot 306 GTI-6 & Rallye Supercharger Kit Installation Guidelines Issue 1 [070108] High Boost Conversion for Low Compression Engines (350-400 BHP) Should you wish to achieve a higher power level, more boost will be required, and for this to function safely you need to lower the compression ratio and increase the strength of the engine. The largest of the Rotrex C30 series superchargers (C30-94) is capable of delivering a maximum of ~18-20 PSI of boost on the XU10J4RS engine. At this level of boost, 350-400 BHP is achievable depending on intercooler size, exhaust, fuel system and other parameters as mentioned previously. To achieve greater than 230-260 BHP, the following internal upgrades are recommended: Forged low-compression aluminium pistons. Brands available include Wossner, IASA, IAPEL, and Wiseco. Many other manufacturers are out there and would be more than willing to make custom pistons if they are not available ‘the ’Avoid increasing the bore beyond 87mm, or the wall thickness between cylinders is compromised. 86.5mm pistons are generally the best bet – a rebore will be required which will ensure proper ring sealing, and little strength will be lost in the cylinder walls. Compression ratio depends on many factors, such as the octane rating of the fuel you intend to use, but as a guideline we recommend a compression ratio of 8.0:1 – 8.5:1 if you intend to run the charger at maximum duty and reach a peak boost of 18-20 PSI. Lynx Garage are suppliers of Wossner and IASA pistons. Wossner low-compression forged alloy pistons 5 Peugeot 306 GTI-6 & Rallye Supercharger Kit Installation Guidelines Issue 1 [070108] Forged pistons fitted to block Forged steel conrods. Brands available include Wossner, Arrow Precision, Cat Cams and Saenz. As per the pistons many firms exist capable of making the conrods if you can supply them a standard conrod as a sample. Lynx Garage are suppliers of Wossner and Saenz conrods. Forged piston fitted to forged steel con-rod with ARP bolts 6 Peugeot 306 GTI-6 & Rallye Supercharger Kit Installation Guidelines Issue 1 [070108] Uprated con-rod bolts. These should be supplied with the above, and are generally made by ARP. ARP manufactures two bolt compounds, ARP2000, and L19. L19 is the most desirable and stronger. High performance bearings. Performance bearings (generally bi-metal or tri-metal construction) offer increased durability over the aluminium OE Peugeot bearings. They are available from Richard Longman & Co, Christchurch. Other modifications such as performance camshafts are not required to generate big power. The hydraulic cam followers should be replaced for solid followers/shims if you intend to raise the rev-limit past 7800 RPM (to avoid valve float and hydraulic lifter pump-up). Lightening/balancing of components should not be required. The pistons/conrods should come as a balanced set. I do not recommend removing any material, or ‘’the crankshaft. Knife edging of the crankshaft will reduce oil throw, which is extremely important for keeping the bores cool and well lubricated, and it is extremely hard to properly rebalance a crankshaft. Knife edging may also compromise the strength of the crankshaft. Cylinder head porting or polishing is not recommended. Fuel pressure regulator – if your going for 375-400 BHP you will need to increase the fuel pressure from 3 BAR to 4 BAR; this because the injectors will be running out of duty-cycle at the top end of the rev-range on standard fuel pressure. A universal style regulator can be used, such as FSE boost valve, or a 4 BAR Bosch regulator can be fitted to your fuel rail. These can be found on VW Golf ’or bought new from Bosch dealers, eBay etc. Bosch 4 BAR Fuel Pressure Regulator Fuel pump – the standard fuel pump should flow enough for ~250 BHP. For more than this, an upgrade is required. There are two options – upgrade the in-tank pump with a Walbro 255 LPH unit, which can be shoe-horned into the standard pump casing, alternatively use the standard in- tank pump to feed a fuel swirl pot, with a Walbro 255 LPH pump running from the fuel swirl pot to the engine. The latter is the best option if the car is to be used on track, as the fuel swirl pot prevents fuel surge/starvation. Walbro fuel pumps are available through many tuning companies and eBay. 7 Peugeot 306 GTI-6 & Rallye Supercharger Kit Installation Guidelines Issue 1 [070108] Walbro 255 LPH pump fitted into standard fuel pump casing 8 Peugeot 306 GTI-6 & Rallye Supercharger Kit Installation Guidelines Issue 1 [070108] Walbro 255 LPH pump fitted into standard fuel pump casing 9 Peugeot 306 GTI-6 & Rallye Supercharger Kit Installation Guidelines Issue 1 [070108] Custom made stainless-steel swirl pot for use with Walbro 255LPH external pump Swirl pot and pump installed in place of spare wheel 10 Peugeot 306 GTI-6 & Rallye Supercharger Kit Installation Guidelines Issue 1 [070108] Clutch – the standard clutch will cope with 400 BHP and over 250 ft/lbs of torque, however if you intend to drag race/track the car an upgrade is recommended, for longetivity more than performance. Several manufacturers offer clutch upgrades, including OMP, Helix Autosport and AP Racing. Lynx Garage is able to supply Helix Autosport products. For All Conversions Larger fuel injectors are required to supply the additional fuel required to mix with the air pumped into the engine by the supercharger. When replacing the injectors, you must ensure they are high impedance or they will not be compatible with the standard ECU. The recommended upgrade is Bosch 440cc/min injectors, Bosch part no. is 0 280 150 558. These are capable of flowing enough for 350 BHP on standard fuel pressure (3 BAR) or 400 BHP with fuel pressure increased to 4 BAR.