beavis

After a lot of playing about, myself and the company who make our hoses up have been able to make up a suitable replacement drain hose for the G60 which serves it's purpose. The hose company have managed to get hold of some fittings that do not reduce in bore, unlike most off the shelf fittings. We have ommited the banjo fitting in favor of a male/male adaptor which will connect charger - hose without causing any restriction. The thread into the block is some weird off the cuff thread which we have sourced in stainless steel to connect the other end. Quite happy now, a drain that is the same bore from charger to block, so no back pressure and happy seals for the like of you who like you 10 mins at 140mph where pressure slowly builds up as the oil cannot drain quick enough..LOL.. Cannot do anything about the speeding fines or bans though.

Was looking at the beast, was very impresed by the stiched leather on the dash if my memory serves me correct.

Good show, but too much emphersis on trade with very little on the cars. More of a social gathering and stocking up on spares though the winter show. Very enjoyable none the less.

Plenty to keep me occupied... Yes Bilal, there is land south of the M25 permiter, I know many londoners think that they will fall off the end of the world if they come off the M23 junction. :lol: :lol: :lol:

Just about to log off my Royal Mail machine for the very last time ever.. Feels good.. Off to rebuild a charger with the prospect of never returning to this office again :) :) :) :) :) :lol: :lol: :lol: :lol: :lol: :lol: :lol: :lol: :lol: :lol: :lol:

12 = late 6 = DX strong = :D

Crank bolts on the PG engine are stretch bolts. They are single use bolts. On occasion people remove, then refit without realising this resulting in them failing. Being a stretch bolt they are also under tension, this weakerns the Grain of the metal making them more prone to snapping. Perhaps not scientifically to the book, but you get my drift. Replace with a early DX engine crank bolt fitted with a bit of threadlock, you want the old style bolt, not the so called VW 'revised bolt'. They are all of 2 quid from VAG.

If the charger is off the car we just crack it open for nothing to see what is going on/worn. Then just replace bits as necessary, most require apex and oil seals looking a bit ropey at 25k if pullied and driven hard. We just charge for parts and labour fitting them. It is a benfit for us too as we don't have a bag of spanners charger come in at 40k needing time consuming structural repair work. Prevention is better than cure.

Main shaft bearings will last 40k, but I would advise that the charger is at least cracked open for inspection at 20-25k with a small pulley on as the Apex seals on G60's take a good hammering. It is cheaper to just replace apex seals at this mileage than seeing out the 40k only to find the scroll has dug into the casing as the apex seal has worn thin.

Yep, constructive criticism is welcome feedback. As mentioned constrictive space is a issue. It is possible to located the inlet/outlet in alternative places, but the you need a laberith of pipe work with sharp rads to get things plumbed in, again causing turbulence. We have also allowed space to be left in other areas for the addition of a oil cooler in a efficent position. The cooler has a large overall surface area but is not particually deep allowing air to flow freely over both intercooler core and then though into the radiator. It kinda defeats the object of having a efficent intercooler if the efficentcy of the radiator is reduced. You cannot see from that picture but the front faces of the tanks are ramped and convex as so the air is flowed though the core evenly. The coolers will indeed be mainly for G60 applicationsm but we are gearing them towards the x-flow engine and also the possible use of different variations of charger besides the G-lader. The core is no bigger than that of a G60 Rallye so we should see no adverse effects and is also a lot more efficent than the OE excuse of a intercooler for a corrado G60. Early days yet. Production designs will have at least a addition of a conical outlet etc. At the end of the day we prefer to have criticisum of a component we are doing rather than a component we are not.

More of a squeeze than the 'Man from Del Monte's finest orange crush.

Nothing is set in stone with it yet, like I say, things are ongoing projects. We have started with one idea on other projects and have finished them completly different from the original design. To be honest with intercoolers there is that much turbulence in them though the matrix maximising flow into them is not really a issue.

Ye, got a lot more time to start new projects and finish ongoing one's. Here is a intercooler darren has welded up, took us a while to source quality parts for the conversion. This car is at the unit as we speak and should be finished over the next few days. Will post the photo's of the finished job, as and when. Time has been the main issue in the past, but now there plenty more scope to get the ball rolling good and proper. Updating the website bit by bit with new bits and pieces to fill in the gaps.

Handed my resignation in last week to Royal Mail to finish my Health and saftey managers position there this saturday to pursue the Pitstop Developments venture full time. Liam will be following suit in the near future aswell. So as of next saturday I will be lurking round our unit in sussex we share with darren from G-werks full time tinkering with G40's, G60's and Mini's all day. Would just like to thank the contiued support of all on the forum who have made it possible for us to build the business up. We will have a lot more time now to concerntrate on new projects, that ourselfs are doing in conjunction with Darren (G-werks) carry out work a lot more efficenly and be avalible all of the time for people to pop down at there convience. Hopfully there will be some nice x-flow G60 with shiney forged pistons rolling though the doors soon. Again, many thanks. Steve

Add to the equasion most G60 have a early retired Knock sensor and a wiring harness that looks like it has been baked in the fires of hell and back adds up to a recipe for complication. VW were are very good at fail safing things, to the extent that many people drive around for years with a sender dead. The cars are down on power and underperforming, but, they do not act in any untoward way to make the owner notice there is a problem. Add a sensitive chip into the equasion and it just highlights the weak spots of the management. The majority of tuners chips are 75% VAG origin maps with a few fueling and ignition points adjusted topend as so the extra air flow produced by a smaller than OE pulley does not exceed the parameters of the original map, so ultimatly the management behave in the same way as OE. The problem raised its ugly head on my G40 as Bilal said. Swapped the distributer over with the one of my other car and all was fine again, turned out to be a weaping oil seal causeing havoc with the disi's inside. At 1st i'd discounted the distributer as there is a bill in the service history of my car from when it was in Germany from 2002 and only 40,000kms for a new distributer.

Have a word with this lad http://www.porka.net/modules.php?op=mod ... &tid=12370 if you are after a cheap and chearful jobbie. The thing to remeber is a £1000 or a £1 gauge are essentially the same thing, all they are really are a display of the lambda signal.

Ant... nitrious is eveil... be happy with with your new engine!!! you will only blow the bol***ks outta it with that stuff.

Check the vernier timing marks corrolate to those on the OE pulley. They somtimes can be marked to time up on a alternative timing point to usual/

Yep... Puff daddy's bling charger.. We have a spare G40 loan charger that has been polished up aswell, everybody says 'can I keep that one'.

A dump valve on a G60 sounds like a wet fart as when you let off full throttle the secondary butterfly opens and dumps the boost back to the charger (or air :D ). The secondary butterfly is bigger than a blow off valve and will dump a large volume/pressure of air before a dump valve will so the dump valve just ends up dumping about 10% of the overall boost. Leave them in the safe hands of the RS Turbo boys, do not fit ford bits to ya C :lol:

As Henny, points out with the above I was assuming your car is set up with the relevent ECU map for the mods you have, if this is so have you always had the problem or has it only just developed? Did the problem arise or was exagerated after fitting any given mod to the engine.

You may have a weak fuel pump that is not delivering the quantity of fuel needed causing the engine to run lean. Does pinking occur off boost or only when the car is under load conditions? Try and get the fuel pressure tested, this is done by attaching a fuel pressure gauge to the end of the fuel rail where the enrichment switch is usally plumbed on. You should be looking for figures in the region of 40-50psi on idel and going up to 65-70psi on boost and the car holding those levels i.e. fuel pressure does not drop off as the engine rpm rises if you keep your foot to the floor. It is possible to mask the problem by retarding ignition timing, but this is not a cure as pinking will only come back as the fuel pump grows weaker over time.

Leave well alone.... just ensure that it is adjusted to close the second butterfly when full throttle..shortening the linkage give no performance gains.

Hello all, we have organised a RR day at stealth for sunday 26th October. Just like to say that anyone is welcome to spectate, the day will be G40's have priority in the running but if there is time anyone is welcome to run. Details Cheers Beavis

Ociloscope display of the fluctuations of the hall senders signal is how the sender is tested. The waves of the signal should be regular in shape and realative to RPM, any glitches in the wave indicate a problem with the unit.