Peugeot 206 1.4 8v Twin Turbo Supercharger

Peugeot 206 GTi 2.0 16v itb turbo

Peugeot 106 GTi 1.6 16v turbo

Peugeot 206 RC 2.0 16v turbo

Peugeot 205 DP drag car

Soon more

Peugeot 406 2.0 8v turbo

Citroën Saxo VTS 1.6 16v turbo

Peugeot 206 CC 2.0 16v turbo

Peugeot 206 RC 2.0 16v turbo

Peugeot 106 GTi 1.6 16v turbo

Peugeot 306 GTi 2.0 16v turbo

Peugeot 406 V6 3.0 24v turbo

Peugeot 206 GTi 2.0 16v turbo

Phase 1; turbo conversion (170 kPa)

Phase 2; intake modification

Phase 3; forged internals, more boost

Citroën ZX 2.0 16v turbo

Peugeot 205 XS 1.6 16v turbo

Peugeot 206 XS 1.6 16v turbo

Peugeot 205 CTi 1.9 16v turbo

Create optimal cylinder head-to-block sealing with our ARP head stud kit!

Now also available for all TU 16v engines!

ARP head stud kits, a great deal for the best seal!

Price 180,26 Euro Incl. VAT

Need a stronger spark? A coil that won't fail under higher loads?

Check our ignition upgrade products!

Upgrade your existing wires or the complete ignition system!

Plug and play standalone programmable ECU especially made for the 306 GTi6 and Xsara VTS.

Installing a programmable management system has never been this easy;

Just click it on and start tuning!

Comes with optimized settings for a stock engine.

Price 827,80 Euro Excl. VAT

Plug and play standalone programmable ECU especially made for the 106 GTi and Saxo VTS.

Installing a programmable management system has never been this easy;

Just click it on and start tuning!

Comes with optimized settings for a stock engine.

Price 820,40 Euro Excl. VAT

The latest addition to our range of performance products for the Peugeot 206 is a large front mount intercooler that can be installed behind a stock front bumper.

Can be ordered with high flowing Spal slim radiator fan.
Fits all petrol Peugeot 206 models, including vehicles with airconditioning!

Price 685,98 Euro incl. VAT

Always in stock;

One of the highest flowing and best looking valves on the market;

the TiAL Bv 50mm

Can be ordered with aluminum or stainless weld flange.

Price 233,86 Euro incl. VAT

Now available; our new equal length turbo manifold 'TopMount' for the Volvo 8v and 16v B2*-series engines in the 24*, 740, 760 and 940 models!

Can be ordered with different turbine flanges and external wastegate connection.

Prices from 882,71 Euro incl. VAT

Having to wait two to three months for a set of forged pistons to arrive can be very annoying, to speed up that process we now stock low compression Wiseco piston sets for various Citroën and Peugeot engines.

All piston sets come with piston rings, wrist pin and pin clips.

Prices from 680,68 Euro incl. VAT

Now available; our new equal length turbo manifold for the Honda B-series engine!

Supports twin scroll applications!

Can be ordered with different turbine flanges and single or twin external wastegate connections.

Price from 946,70 Euro incl. VAT

Now available; our new turbo manifold for the ES9J4(S) engines of Citroën and Peugeot!

Fits the 2946 cc 24 valve engines.

Can be ordered with different turbine flanges.

Price 1980,- Euro incl. VAT

Now available; our new equal length turbo manifold for the EW 16v engines of Citroën and Peugeot!

Fits the 1.8, 2.0 and 2.2 L EW 16v engines.

Can be ordered with different turbine flanges and external wastegate option.

Stainless 3" downpipe available for the Peugeot 206 GTi.

Price from 931,88 Euro incl. VAT

This manifold, made from high quality stainless steel, does not only have stunning looks but also features a true low angle merge collector and thick walled high flowing runners to ensure optimal performance and reliablity.

Fits all Honda B-Series engines.

Available with different turbine flanges and external wastegate option.

Price from 749,- Euro incl. VAT

VEMS Wideband Gauge, also available with 'smoked' screen

New VEMS Wideband O2/EGT Sensor, much more then 'just' a wideband controller! You simply can't afford not to know what it is!

Key features

Wideband Oxygen sensor control and display.
Exhaust Gas Temperature sensor display.
Narrow Band sensor output

Complete kit, including wideband sensor, for 296,31 Euro incl. VAT

Project specs Car: Peugeot 206 1.1 8v Engine: 1360 cc 8v (TU3) Turbo: 2 x KKK K03 Supercharger: Eaton M45 Management: VEMS 3.3 Specifics: Custom equal length exhaust manifold, custom intake manifold,

Power:
Flywheel power @ 240 kPa;
175 hp @ 6060 rpm
224 nm @ 5339 rpm

Performance:
unknown

After numerous exterior modifications and with plans for even wilder ones Antwan, owner of the 206, came to us with the question if we could make his engine bay match the extreme exterior the car was going to have, after all a proper show car also needs things sorted under the hood. He wanted to stick with a small capacity eight valve engine but, of course, with 'a bit' more bite.

Making a plan
Antwans wishes were simple, like the exterior he wanted something different... something unique for a TU eight valve engine... something that grabs the attention... something like... twin turbo... maybe?

The plan is to stay, initially, with a stock 1360 cc bottom end but to have an engine setup that has the potential to go far beyond the limits of the oem internals, yet retains drivability. Adding a roots type supercharger to create a compound setup does just that. The supercharger virtually increases the engines capacity giving the small 1360 cc unit the feel and advantages of a larger one. It also creates the ability to run high pressure ratios while keeping the chargers operating efficiently.

Getting started
After the selection of turbochargers and supercharger was done a quick assessment of the available space indicated ample room ... A closer look with the components in hand made us second guess that assumption... yes, it was going to be a tight fit.

Click to enlarge		Fabricating the exhaust manifold The limited engine bay space allowed little options for placement of the turbochargers, and, since we prefered the turbochargers to be clearly visible when opening the hood the exhaust manifold style had to in a 'top mount' fashion. Downside of a top mount manifold is less room for the routing of other vital components so creating an equal length turbo manifold with the runners paired to suite the firing order and still allowed clearance for oil lines and charge pipes was quite a challenge.
Click to enlarge		A test fit of the two KKK K03 turbochargers togehter with the downpipe. Yes it is still possible to take the oil filter off without the need to remove the entire exhaust manifold ;). Both turbochargers have an internal wastegate to regulate the amount of exhaust gas energy used for turbine wheel propulsion.
Click to enlarge		Mounting the supercharger Supercharger of use is an Eaton M45, same model as used on the Mini Cooper. We wanted to keep the stock crankshaft pully so a new diameter pully for the supercharger had to be made to suite the setup goal.
Click to enlarge		The intake manifold was constructed from sheet aluminum plates and tubing. Since the charger exit was located very close to the entry ports of the head it left us little room for an exotic manifold design. In this picture you can also see the mockup of the drive belt system, key in proper operation is supercharger mounting and pully alignment.
Click to enlarge		Charge pipe and intercooler fabrication Construction of the charge piping was prett straight forward, although two airfilters were placed, enough room was left to keep the battery in the engine compartment.
Click to enlarge		From another point of view.
Click to enlarge		Vemsed The only proper way to control fuel injection, ignition timing and all other engine facets to an extend that you have complete operational control is with a standalone programmable management system, Vems v3.3 is our weapon of choice. The stock ecu and associated wiring is ditched to be replaced with a custom wiring loom, tailor-made to suite this setup.
Click to enlarge		Finishing the setup It's the details that take up a large part of the total conversion time. Making custom brackets, tanks and other small parts comes with the territory. Usually when the setup gets "branded" most of the work is done.
Click to enlarge		Finished engine.
Click to enlarge		The new coolant tank is located in the stock ecu position, the supercharger prevented it to be mounted in it's original location.
Click to enlarge		Finished engine from another point of vieuw.
Click to enlarge		Quite a bit of polishing had to be done, luckily it is one of our favourite pastimes...
Click to enlarge		In stock form the engine produces a maximum of 75 hp @ 5500 rpm and a maximum torque figure of 120 nm @ 2800 rpm. As you can see right at the start of our measuring point torque is above the maximum torque the engine develops in stock form. The gradual torque rise make this a very pleasant vehicle to drive.