Peugeot 106 Rallye Series 1 - 8V TU2J2 Cylinder Head modifications       
Last Updated 13/07/07

The TU2J2 is already a reasonably good flowing head - compared to many production heads of the same age & class. As such it is going to take a lot of time, & effort to get the ultimate out of the engine as a whole. Us at ebd cannot stress highly enough how important it is to have an entire concept in mind for the engine.

From inlet trumpets to fueling system & head in fact all of the way through to the exhaust system. This really directs where the modifications to the head need to be done. As such the modification of the head in this build is a one-off, designed to suit the particular throttle bodies and other components we are using. That is to say, it is not an "off-the-shelf" Head...


It seems we have generated some interest from various different websites, & forums,as such as the rallyeregister & the saxosport forums, - Which is great news, we are always happy to here from people who might have different opinions to ours! Variety is the spice of life after all! But, because of this, I would like to post a couple of reminders to this project: - it is specific to the person we are building this for, and specific to the requirements of the catgegory it is going to compete in. - it is not a complete money free-for all! So what does this really mean? - Well choices are made - such as the head & port spacing. In the Category That Graham Pickard competes in limits the Head to one that was fitted to the car as standard, i.e we can't use a later head that has the port spacing more equal, also, Graham's budget has meant that a fully steel bottom end is out of the question - Hence the bottom end mods - modifying Cast iron items instead of using of the shelf steel ones.

Head Scratching...

HEad Beginning 1Original Port shape

Head scratching time? - Where do we go from here? - A long way it would seem!
The used gasket is overlaid to show where the limits of the modifications can go.
Head Welding...
Head Shop 1   Head Shop 2
The First Stage is to TIG Weld the Combustion Chambers in the cylinder head. This is to enable re-profiling of the chamber to take place as part of the flowing process. - General reshaping is carried out & Valve Shrouding is removed / reduced.
Reprofiling the cylinder...
Head Profile
After Welding the re-profiling is started... This is (always) based on the calculations done to meet the achieved compression ratio. This is done by hand, then the volume is checked against each cylinder to ensure both balance between cylinders is maintained & the designed combustion ratio is met.
Planning the Port re-pitch...
Original Spacing
Original Port Spacing shows the two centre ports spaced out a long way from the centre of the Head.
Head Marking for Material removal
The head is marked for where the ports will be machined off.

Port Re-pitching...

Port Cut FrontPort Cut 3   

As discussed in the inlet manifold section, a radical approach was taken regarding the spacing of the inlet ports. The two centre ports, cylinders 2 & 3 were milled off of the Head. This was a lenghty procudure that required approaching from serveral different angles & set-ups...
Port Cut 2Port Cut 1
Filling the gap...
Welded & Flushed

The Casting Draws needed to be welded up, to facilitate the insertion of the new centred port block & to re-inforce the water jacket. After being welded these were flushed off, then the ports were reinstated as shown above.

Exhausting Porting...
Port ComparisonInlet Port Side

Comparison of the Raceland exhaust manifold to the unmodified exhaust ports in the TU2J2 head. As can be seen the bore varies wildly between the Head & the Manifold. This will work to our advantage during porting & flowing, as we have a greater freedom for offset of port modifictations.

The second picture is a view down the Exhaust Port, about halfway through the port & polish...

Video Of some of the later stages
The PPP-106 EBD Stage 4 Head - Peugeot 106 Rallye TU2J2 - A little look over the Head in an almost complete state, this is just waiting for the modified Valve guides & the Chambers to be balanced. This will be fitted with 214N austinetic stainless steel One Piece valves.
modifying the Valve Guides
The Valve guides are now modified on the lathe to reduce the overall length.


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