Billy's Page

Hi folks,
Been doing a bit of R&D on a TU5JP4 head.
Some welding and porting with careful attention to the minimum cross sectional area and valve seat form of the inlet ports.
Also tried various sizes of throttle body.
Tried various inlet valve shapes and found a profile that out guns the rest.
It flows well up to and over 14mm of lift with good gas velocity. so will need a cam with at least 13mm of lift that will run on 32mm buckets on the inlet side.
Cheers Bill

Hi folks,
I have another super 1400 tu5jp4 engine all finished and for sale, also a tu5jp4 1600 engine clubman for sale.
The 1400 is producing 178hp and 126lbft torque.
It comes with ecu, loom, oil cooler kit.
Oil gauge take off hose and fittings.
Exhaust manifold, throttle bodies, fuel pressure regulator, air filter.
75 degree thermostat.
This engine has steel rods and forged pistons.
It has been all mapped up and is ready to fit.

The 1600 clubman is still on the dyno, but is finished and ready for sale.
It is producing 198hp and 145lbft torque.
For further info you can personal message me but ideally phone me on 01896848680.
Cheers Bill

Hi folks,
Just taken delivery of a couple of sets of connecting rods for the 1400 and 1600 tu5jp4 race engines.
I had them dimensioned based on rods I had made a few years ago for my short stroke racing 1400 and 1600 vauxhalls.
The reason for this is that the off the shelf rods are massively too heavy compared with the light weight pistons that are available .
I can have the length of them made to suit each application.
Here is a comparison of the weights -

The heaviest were rods that came with DP pistons
came in at 543 grammes

The next heaviest were the PEC G0184A rods
came in at 491 grammes

The ones i commissioned
came in at 367 grammes

543 x 4 = 2172 grammes 704 grammes heavier

491 x 4 = 1964 grammes 496 grammes heavier

367 x 4 = 1468 grammes

So an engine turning at 8500rpm has all this extra weight thrashing around soaking up power and putting extra strain on the big end bearings.
And they are quality british made components.
Cheers Bill

Hi folks,
I have just started building a TU5JP4 super 1600 spec. engine.
Here are some pics of the inlet ports I have been welding up and reshaping to give the required amount of flow along with good gas velocity to maximise the inertial ramming at the end of the inlet stroke.
Also de-shrouding the combustion chamber adjacent to the inlet valves.
This engine will be running up to and over 9000rpm (hopefully)
How do these mods compare to yours.
Cheers Bill

Hi folks,
That's another Clubman TU5JP4 1600 engine ready for the dyno.
It will be for sale once it is run in and mapped up.
Cheers Bill

Hi folks,
FOR SALE
1400 tu5jp4 tarmac rally engine.
£7500.
I have it still on the dyno.

It is producing 180hp at 8100rpm and 130 lbft torque at 7100rpm.
but it has 128 lbft torque at 5500rpm and still has 181hp at 8600rpm.

For the more technical amongst you - if you want to keep the brake mean effective pressure ( BMEP )above 210psi you would change gear at 8100rpm, with the rev limiter set at 8600rpm.

This engine was built as a clubman spec and I am surprised the power is hanging on up the revs.

If it had a different inlet cam and some more expensive internals it would happily run to 9k.

A brief spec of the engine is -
Fully baffled steel sump with tappings for temperature sensors.
Short stroke crank - balanced.
Lightened and balanced standard flywheel.
Steel rods and forged 80mm pistons.
Rebored and decked cylinder block.
Oil filter adaptor to take a vauxhall filter with no bypass valve.
36"aeroquip oil hose with 3 way adaptor and mechanical oil pressure gauge and 2 - 1/8npt outlets for sensor and switch.
Cylinder head with welded up and gas flowed ports.
Big exhaust valves.
Solid lifters.
Kent valve springs.
Bespoke profile high lift cams.
Bespoke inlet and exhaust manifolds.
42mm tapered throttle bodies with injectors and linkage.
Bespoke air filter.
Fuel pressure regulator
New thermostat housing with a 75 degree stat.
MBE 9M4 ecu and bespoke wiring harness.
25 row oil cooler kit.
And many small improvements.

Because Peugeot do not make a 1400 engine. parts need to be sourced which makes it a more expensive job than doing the 1600 equivalent.
If anyone is interested please message me on Facebook or call me on 01896848680.

The next job is a clubman 1600, then a 1600 race engine (super 1600 ) which I am already collecting parts for.
Cheers
Bill Falconer Engineering

Hi folks,
Some pics of the 1400 tu5jp4 engine I have built, it is now ready to go on the dyno - it will be interesting to see how it goes.
Ed - from the head to the trumpets is 255.
Cheers Bill

Hi folks,
I haven't been getting very much done of recent, just trying to get a good complete engine package together for the tu5jp4.
And fabricating and machining parts for future builds.
I have been making slow progress on a 1400 build, but it is now ready for assembly, then dyno.
So here are some pics of my labour.
Cheers Bill
Oh and I nearly forgot - a merry bah humbug to you all.

Hi folks,
Just a little update of what I've been up to.
The tu5 jp4 engine that I had on the dyno is going to Ireland and into a hillclimb sprint Peugeot 106.
I have made up some exhaust manifolds to go onto engines I will have for sale.
Also I have cast and machined some inlet manifolds to my latest spec, ready to be matched to 42mm tapered throttle bodies and ported onto the jp4 cylinder heads which have the welded up and reshaped high velocity inlet ports.
I have made a start on a dry build on the tu5jp4 1400cc engine. I need to do a cylinder head to try on to check that the valve cutouts in the pistons are what I need along with getting the compression ratio right up.
Next job is to reprofile a load of cams.
Cheers Bill

Hi folks,
I have for sale one of my clubman rally Peugeot TU5JP4 engines.
198hp. 145lbft torque.
The engine comes complete with inlet and exhaust manifolds and throttle bodies mbe ecu and wiring loom.
For more info. please call me on 01896848680.
cheers Bill
SOLD PENDING.
I will be building more of them, if you are interested please get in touch.

Hi folks,
Now that I have a working inlet and exhaust manifold and cam profiles for the Peugeot TU5JP4 1587cc engine I am going to make a destroked down sized version for a 1400cc.
I am in the process of gathering up the bits to do an engine that I can try on the dyno to see how it performs. More to follow
Cheers Bill

Hi folks,
Firstly congratulations to Des Campbell and Craig Forsyth on their result in the Mull rally with their Peugeot 206 powered by one of my tu5jp4 clubman engines.
Coming in 12th overall, first in class and first front wheel drive car home.

Just a little update on the performance of the exhaust manifold I fabricated and tested on a clubman engine on the dyno.

To get the best overall result I had to remove 4.5" off the secondaries, coming down initially in 1" increments.

I do not need to do any more testing because it is performing very well with abroad spread of torque and no dips or ripples.

So you see you do not have to resort to a complicated banana bunch with pipes everywhere to get a positive result.

But with both types if you do not get it right the engine will not perform.

The exhaust has 2 jobs to do or 3 if you include it needs to sound good.

The first is it needs to get rid of the exhaust gases efficiently with the minimum of pumping losses.

Secondly but very importantly it needs to assist in getting the inlet gases moving into the cylinder before the piston starts to move down the inlet stroke.

So it must deliver a partial vacuum to the open exhaust valve at top dead centre to help pull in the inlet charge.
Which means that the length and diameter of the pipework needs to be correct.
Cheers Bill

Hi folks,
The engine featured in my post on the 18th of September is up for sale.
It comes complete as in the text less ECU and loom.
I can supply an MBE ECU and loom and map the engine at extra cost.
price £4500.
Phone me on 01896848680 for more info.
Cheers Bill

Hi folks,
Last year I was able to buy 2 ebay exhaust manifolds in this country for the Peugeot tu5jp4 engine, they were cheap and worked fine.
I tried to order the same this year - no longer available.
I could get similar from Germany at double the price, so I bought 1, then went to order another - no longer available - WTF.
I am definitely not paying over a grand for a stainless steel banana bunch, so I decided to make my own.
It is an unequal length primaries 4 into 2 into 1 mild steel manifold with small diameter runners with no unnecessary kinks or bends.
I have left the secondaries long so I can tailor the length for best result on the dyno.
With unequal length primaries each cylinder is in tune at slightly different revs, broadening the torque curve- just what you need on a rally engine.
Over the years I have done a great deal of testing of different exhaust manifolds on the little 1400, 1600 and 1800 Vauxhall clubman engines.
From 4-2-1 sequentially paired, non sequentially paired, stepped primaries, long primaries short secondaries,4-1 short and long. big diameter, small diameter. and after gallons and gallons of petrol I can say that not one type stands out from the rest.
On my clubman Vauxhall engines I ended up using the standard cast iron manifold (modified) with a set of my own down pipes and they perform every bit as well as the most fancy expensive ones you can buy, producing big torque, high BMEP and very drivable as dozens of my customers running them will vouch for.

In days gone bye the motor bike tuners reckoned if the exhaust pipe diameter looked right it is probably too big.
The exhaust system relies on gas speed to give the extraction effect, pipes of too big a diameter reduces that.
If a primary pipe of 1 1/2" diameter is replaced with a 1 3/4" the gas speed is reduced by 37% ( inversely proportional to the cross sectional area) - that is 37% less effective extraction effect and much more likely to get exhaust gas reversal at the end of the exhaust stroke at lower revs, narrowing the power band.
Cheers Bill

Hi folks,
Many years ago I built a 1450 engine for a 106 and used a 73mm crank in a tu5j4. I cannot remember what engine it came out. would anyone know, and more to the point can they still be got.
(the 106 was built by Hockly for JJ Wall, I believe the car and the engine are still around but separately).
Cheers Bill

Hi folks,
That's engine # 4 up and running on the dyno.
The changes I made to this one has made the difference.
It is now producing the horsepower and torque I was hoping for and with some attention to detail there will be more to come.

The whole object of this exercise was to build a competitive clubman spec. engine on a budget, using as many of the standard parts as possible, modified to do the job and as many of the other bits made in house.

The only motorsport parts I had to buy in were valve springs, exhaust manifold, injectors and throttle bodies.

A brief spec of the engine is -
Lightened and balanced flywheel.
Valve cutouts machined in the standard pistons.
Baffled steel sump.
Aftermarket stainless exhaust manifold.
Larger exhaust valves.
Welded up and reshaped inlet ports.
Inlet manifold cast and machined in house.
42mm throttle bodies.
Bespoke reprofiled in house standard cams on modified standard hydraulic lifters with shims 287* duration and 10.9mm lift.
Kent single valve springs.
198hp @ 7800rpm and 145lbft torque at 5800rpm.

Once I am finished on the dyno it will be for sale.
Cheers Bill

Hi folks,
Not too much more to do to get it finished, then through to the dyno room.
Cheers Bill

Hi folks,
Definitely harvest time, that's the barley field over the road being harvested.
Some more pics of the tu5 build.
Cheers Bill

Hi folks,
Further to the comments on the last post about double nutting bolts to solve the problem of the inlet coming loose, that is not the answer at least with twin throttle bodies.

You need to drill and tap 3 extra upper holes and use the central 8mm threaded hole as in the pic.

You also need to fit 2 upper stays coming from the fuel rails to the cam cover bolts, as you will see from the pic I have used 4, but that is just me. you would get away with the 2 outers.

As I see it, one of the main problems are that the connecting rods and pistons are too heavy - far too heavy.

If you compare the weight of a 1600 vauxhall rod and piston 757gr with the peugeot at 917gr. that is 21% heavier.

The peugeot is a long stroke small bore engine - bore 78.5mm stroke 82mm.

With the very heavy reciprocating parts the engine produces a great deal of vertical shake which tries to loosen or break off anything bolted to it, especially with revs up to 8000 rpm.

So a set of throttle bodies hanging on the end of a manifold with air filter etc. with a few 6mm bolts to hold it in place as woefully inadequate without some extra support.
I don't think putting a lock nut on the existing bolts is the answer.
Cheers Bill

Hi folks,
I have for sale 4 inlet manifolds for 42mm throttle bodies for theTU5JP4 engine.

They were my prototype practice ones. they fit but are not perfect.

I have found that this setup on the tu5 needs to have a couple of stays from the cam cover to the injector rail for extra support as these engines do not have sufficient support with the manifold bolts alone.

The manifolds come bare as in the pics.

I can give the part number for the inlet gasket to suit.

I can also supply 42mm throttle bodies separately.

3 manifolds at £150 each and 1 at £100 including post to main land UK.
Cheers Bill

hi folks,
pictorial part 3 - some more little bits done

Hi folks,
Part 2 of the pictorial explanation, also the fiddly marking out of the standard pistons prior to milling the valve clearance cutouts, making sure everything is in exactly the correct position.
The manifold is to be used on a cylinder head with welded up and reshaped inlet ports
Cheers Bill

Hi folks,
Here is a pictorial explanation of how to cast an inlet manifold for the TU5JP4.
It was another successful pouring, the whole operation takes less than 2 hours.
The cores have been shaped to keep the gas velocity up with enough material to get them ported to the correct size.
Cheers Bill

2023 RSA NI Summer Series - Rd6 Nutts Corner - Ulster Grand Prix - EPISODE 3 - RALLYCARS Episode 3 in a 3 part special of coverage from Round 6 of The Rallysport Associations NI Summer Series 2023, the "Ulster Grand Prix", which was held at The N...

Hi folks,
More pics of my 42mm taper throttle bodies on my latest inlet manifold.
Cheers Bill

Hi folks,
I have another couple of tests to do on this clubman TU5JP4 engine - fit a standard inlet manifold with an MG ZR throttle to see how it performs - then it will be for sale. ENGINE SOLD.
Brief spec. is -
42mm throttle bodies.
Stainless 4 into 2 into 1 exhaust manifold.
Solid lifters.
Reprofiled cams.
Kent valve springs.
Ported head.
Pocketed pistons.
Baffled steel sump.
Lightened and balanced flywheel.
75 degree thermostat.
Dyno run.
187hp 138lbft torque.
Rev limit 8000rpm.
Does not come with engine management or loom.
£4000.
If you are interested give me a call on 01896848680.
I will not get into lengthy discussions on facebook.

My next engine will have larger vauxhall exhaust valves, inlet ports welded up to increase gas velocity, modified exhaust manifold, tapered 42mm throttle bodies on my latest spec. inlet manifold. amonst other improvements.
Cheers Bill

Hi folks,
I have been doing a bit of flow bench testing on the TU5JP4 cylinder head exhaust ports.

I did the tests using a test pressure of 28" water column. lift figures in 1mm increments and flow in cubic feet per minute.

The standard peugeot exhaust valve head is 24.5mm in diameter.
The standard vauxhall exhaust valve head is 27.5mm in diameter.
I flow tested the standard port, then modified the valve seat and port to take the vauxhall valve.
I did not touch the main part of the port, only the area around the seat and valve guide.

I am comparing the figures with the equivalent vauxhall cylinder head of which I have a great deal of experience in modifying.

When ported the inlets are nearly the same flow and gas velocity.
but the exhaust on the peugeot falls well short of the vauxhall one.

I have done 3 clubman spec peugeot engines. based on what I would have done on the vauxhall.

These engines are based on using the standard parts but modified.
eg pocketed pistons, lightened and balanced flywheel, ported and skimmed cylinder head, but with twin 42mm throttle bodies on an inlet manifold I have designed and cast myself, also a cheap ebay 4 into 2 into 1 stainless steel exhaust manifold. running on an MBE 9A4 ecu and dynoed on my heenan & froude gb3 water brake engine dynamometer.

the first engine -
ported head, standard valves, bucket bores machined to 32mm and vauxhall buckets, standard cams reprofiled to vauxhall profiles.
gave 185 hp and 137lbft. a perfectly good clubman rally engine.

the second engine -
ported head, vauxhall valves, bucket bores machined to 32mm and vauxhall buckets, standard exhaust cam reprofiled as first engine, but a second hand cup cam inlet reprofiled to better profile.
Gave 201hp at 7900rpm and 145lbft torque at 6000rpm. this engine is in Des Campbell's 206 rally car.

the third engine -
ported head, standard valves, standard 28.5mm buckets, standard cams with profiles that will run on the standard buckets.
gave 187hp and 138lbft.
So what I want is an engine that performs the same as Des's one but without going to the bigger buckets.
I think that a combination of the small exhaust valves and the short duration cams is the limiting factor and fitting a new larger inlet cam my be the answer.
The whole object of this exercise is to build an AFFORDABLE, simple engine which will give a good enough performance to make it an enjoyable and competitive unit.
The next one will tell.
Cheers Bill

Hi folks,
That's the engine dragged through to the dyno room and coupled up.
I just need a major tidy up then get it fired up and see how it goes.
Cheers Bill

Hi folks,
That's the clubman peugeot engine just about ready for the dyno.
Cheers Bill