When I began this project back in 2004 I knew nothing about cars. This project has taught me everything I know. Over the years I transformed from a young naive boy racer, to a more mature professional, "race engineer”. I have a triple distinction in BTEC National Diploma and currently undertaking a Mortorsport Degree. I only have the car and my determination to thank for this, anyway, less about me and more about the car.
Stage 0 - Standard
This is my Bravo completely standard (minus the air filter). It was originally a 2.0 20V HGT 155 VIS engine.
I can’t find the photos of the engine being fitted but trust me it was a pig. I was one of the first in the UK to do this type of conversion so there was no text book answers like there are now. Many problems arose but compromises were made. I kept the car like this for two years attending Donny 2004 and Donny 2005 shows.
Spec: 240BHP/200 ft/lb estimated Standard Turbo Garrett T28 @ 1.2 Bar of Boost 4 pot Brembo calipers with 320mm custom discs Re-profiled camshafts Induction kit Custom exhaust system with de-cat Custom inlet pipes Stiffer rear shocks Standard intercooler Water Injection System Standard ECU with custom wiring loom Coupe standard Fuel pump Live Map @ Thor Racing
After two years of a good setup the turbo finally let go. At this point I had a summer job at a garage and the guy let me do the work there. I had never rebuilt an engine before so his guidance SHOULD have been handy. I decided to upgrade as much parts as I could afford.
Cylinder head was lightly ported with 3 angle valve seats. Valves were polished and lapped in. Exhaust & inlet manifold was ported to match the head. All internals were balanced to +-1g.
So what happened??!!!?? Well the first engine never actually run properly due to two major fccukups. Firstly the DTA P8 PRO ECU could not run my engine with the standard crankwheel. It took a long chain of letters and the threatening of a CCJ before they reimbursed me.
Secondly the “expert” who I built my engine with didn’t check the piston to bore clearance so I ended up with an 82.4mm bore and 82mm pistons (hardly an "experts" error). I only found this out after I fitted back the OE ECU back and the car run with loads of piston slap and oil continuously burning. Nice way to trash a brand new set of pistons.
One year later I decided if you wanna do it right do it yourself. I grabbed a very good mate of mine and we gave it a proper go.
With the engine run-in it was ready for dyno testing. The first run was seriously underpowered due to the 2.25” exhaust system causing a restriction and increasing the back pressure. 276BHP/279FTLB @1.5Bar
I had the exhaust changed to a full 3” system. These results were much better however the turbo had reached its peak output 318BHP/335FTLB @ 1.7Bar
I changed the turbo for a bigger model and fitted a front mounted oil cooler.
The problem here was the injectors could not supply enough fuel and started to run lean above 5500rpm however it still made 346BHP/339FTLB @ 1.6Bar
The fourth and final run made the power it should have as I changed the injectors for bigger ones. I also changed the ECU to a standalone OMEX 710.
Time for a wheel change. No off the shelf 16" will clear my brakes so I had to get custom Compmotive motorsport wheels made. With these wheels I am now able to run 225/45/16 instead of 195/40/17 this will give me more traction and the ability to lower my car 30mm without arch issues. These wheels weigh just under 8KG each
Also gone for Koni sports as 90% of my driving is on the road
Nice way to trash a brand new set of pistons.
