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Embrace The Ew!


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335 replies to this topic

#321
gingieboi

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The thing is I don't see how a dry sump kit would cure it as its not an oil pressure problem as such, the pump is pumping enough pressure and there is enough oil getting back to the sump to keep it fed but just so much oil still in the head that it's going up the breather.

#322
welshpug

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whats the history of the engine and what rpm are you giving it?

what have you done with the crank case breathers?

#323
gingieboi

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The engine came out of a 206, done 60k but the owner wasn't the type to drive it hard it had an easy life up until now.
As for the crank case breathers the only ones on it now that the inlet has been changed are the one just above the sump and the one on the side of the head. Originally I put a pipe from the one on the side of the head to the one above the sump and tee'd of that pipe to add in a catch tank/breather, when it started throwing the oil out the breather I thought there may be too much oil running down that pipe for a breather so I blocked off that tee and drilled out the hole in the exhaust cam cover which is blanked off on the 180 and fitted the breather to there but it's still the same.
I'm revving to about 7k which it should handle fine really.

#324
dcc

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I havent heard of this issue bi
Eing common at all. I can only imagine you have an issue of some sort.

The head of the ew10j4s has 2 very large oil drains. The 12 however does only have 1 of these open (restriction is gasket only) and still I had no issues when I gave the poor 407 death for 250 miles.

On the ew's that I had dissassembled I did note how badly they seem to collect oily sludge everywhere. Breathers were full off it too.

Personally think your engine has a breathing issue possibly even a badly setup breather system

#325
razza987

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With less opening and closing speed available (follower diameter dictates safe maximum), less lift can be achieved within a duration window. This window can be pushed by running on the edge of the follower or  by reducing the ramp to flank transition and making the initial acceleration more violent (as Cat profiles typically do compared to others), which gives a sharp induction note and good dynamic CR, but at the expense of durability; harder on followers, springs and seats, especially on solid lifters if the clearances widen marginally. I favour keeping more margin in the valvetrain and optimising cylinder filling in other ways, requires smarter development, but is more reliable and the performance lasts better beyond the initial headline dyno session!

Hi Sandy,
Is this confirmation that the XU cams would physically fit in the head of the EW? Could a pair of standard XU cams from a 306 gti-6 be used in a 180 engine as means of dispensing with the VVT? Or even a pair of mild stage 1 or 2 cams? I understand what you're saying about follower size, but does that only become an issue when looking at race cams?
Cheers,
Raz

#326
dcc

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I understand this to be correct, yet you would still need the correct pulley for each cam (after market seems the only way - I can't find standard cam pulleys for these in any scrap yard).

 

also the xu (gti6) cam lobe is too big for the ew standard lifters iirc. you'd need to get the bigger lifter fitted ideally. which to go to that trouble seems pointless to not go for more cam...



#327
mac jessop

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Hi Guys,

  I am currently in the process of trying to marry a 138 big valve head onto a 180 standard bottom end. I have opted for the 138 head as I am in need of torque over HP and therefore its narrower port size should mean an increased air velocity. I have had 3 engines built by a race engine "specialist" all of which have gone bang before being raced. I can only assume this is because he has used Wossner pistons and hasn't reduced the CR by very much.

 As I think has been previously stated in this thread, The 180 HC Wossner pistons in a 138 engine produce ridiculous CR figures and have resulted in 2 sets of detonated pistons and now a shot knife edged crank.

I have heard nearly all the excuses why the engines have all gone bang, none of which mention the excessive CR. However, I have fitted a set of Peco 440cc injectors in place of the original style ones and the mapper was very happy with them as far as fuel delivery is concerned.

 

 My new build as mentioned is coming along nicely but I have one or two questions for you guys.

 

1. Can I use the standard 138 exst cam to keep a good torque curve?

2. I am having trouble with valve overlap as the exst valve is very close to the piston on TDC whilst the inlet is not touching the plasticine in the piston cutout.... what am I doing wrong?

3. I have a pair of what appears to be "Newman copy" cams with the numbers CKC8 and CKC7.... any ideas on this.  possibly Kent cams copies?

 

Thanks in advance  Mac



#328
Misio

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My setup
TB from GTI 6 Aka 3.0 v6
Aftermarket 4-1 exhaust manifold
ŚWiątek Cams 264 9,2mm
Cam wheels with regulation
ew12j4 inlet manifold
2.25 inch exhaust
Im going to remap stock ECU But im concerned which Inlet manifold is better GTI 180 or Ew12j4.



#329
dcc

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I have seen the 2.2 inlet being used on a 180 with good results, between 5-10bhp/ similar ftlb throughout rev range

#330
spike_202

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Has anyone had any problems with the ew10j4s engine not letting oil run from the head back to the sump quick enough?
I've fitted bodies to it so have fit a separate oil catch tank and breather from the cam cover which works fine until it's driven at high rpm for long periods then it fills the catch tank up, overflows and makes a right mess! The engine doesn't seem to be breathing excessively so I took it for a few runs gradually increasing sustained rpm, pulling over and checking it and for ages the catch tank was totally empty but push it that little bit more and all of a sudden it's like the cam covers have so much oil in them it's just pushing it up my breather pipe and filling it up instantly. Is there anything extra I should have done after fitting the throttle bodies as I know the original inlet had breathers running through it? I remember hearing stories about mi16 engines getting starved of oil because the oil couldn't run from the head back to the sump quick enough so was thinking this could be a similar problem and if it is any ideas of a fix? I have a rally next weekend so I need to get it sorted ASAP!


yes I have a tunes ew10j4 running circa 214 built by pug1off I've had this build for over 7years I think I was meantiond in one of the 1st pages lol. it originally made 202bhp but about 2years ago I had some tweaking done longer trumpets/bigger injectors/remove A/C and belt PAS and convert to elect to free up lpad on the aux belt and had itremapped on the RR down at Northampton motor sports and my car did just this threw a load of oil out the breather (oil catch tank) and was shocked as I thought something had let go. it was being held at hi rpm for mapping reasons.
pulses of acceleration is fine but holding at 7k + I think is a problem for the breather pipes.

#331
speaksgeek

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yes I have a tunes ew10j4 running circa 214 built by pug1off I've had this build for over 7years I think I was meantiond in one of the 1st pages lol. it originally made 202bhp but about 2years ago I had some tweaking done longer trumpets/bigger injectors/remove A/C and belt PAS and convert to elect to free up lpad on the aux belt and had itremapped on the RR down at Northampton motor sports and my car did just this threw a load of oil out the breather (oil catch tank) and was shocked as I thought something had let go. it was being held at hi rpm for mapping reasons.
pulses of acceleration is fine but holding at 7k + I think is a problem for the breather pipes.

 

Did you fix this issue in any way?

I'm also interested in your aux belt, do you have any info on the routing of it now that the PAS and and A/C are removed? Did it need any extra pulleys or tensioners to replace the removed items? Any chance of a photo of the routing?



#332
spike_202

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the only thing the auxiliary belt goes round is the aultnator pulley so is a lot shorter and frees up a small amount of load on the engine.

#333
speaksgeek

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the only thing the auxiliary belt goes round is the aultnator pulley so is a lot shorter and frees up a small amount of load on the engine.

 

Thanks, that's useful to know. Interested that it doesn't require a tensioner, but I'll see how it goes.

 

Did you fix the issue of the oil going into the catch can at sustained high RPM?


Edited by speaksgeek, 12 February 2017 - 11:36 PM.


#334
spike_202

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unfortunately no I just don't hold it at hi rpm. 2bh you don't need to as track use is up and down so I've never had the problem since.

#335
speaksgeek

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A follow up on power steering delete. Mine now goes direct from lower pulley to alternator.

 

After trying a bunch of belts, I ended up with 6PK815.

It was tight to fit, and I loosened the main pulley to get it on. The stock auto tensioner pushes down on it from above still, and doing the static bend test, it appears to be about right. I couldn't find a 6PK820 to try, but it will probably be easier to fit and might still tension up ok.

Haven't run the engine yet, so I could still be wrong.

 

Next job is fitting up throttle bodies and trying to avoid the oil issues mentioned here and also http://forum.205gtid...howtopic=168918



#336
wolfshark

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Hi guys! New here.

I have a EW10J4 engine and i managed to get an aftermarket management working on it (VEMS). It runs very well and now it is time for some maintenance (i am pretty sure the valve seals are bad) and some power mods. As i drive the car almost every day i decided to buy a cheap second hand head and work on it and then swap them. So i got an EW12J4 head and an RC exhaust manifold. I can transfer the cams from the EW10J4 to disable the vvt and avoid interference (if for some reason the cams on the 12 are too aggressive). But there are 3 problems i am having:

 

1. I am having trouble disassembling the lifters to clean them - maybe somebody did it and can give me an advice or two. 

 

2. I red somewhere that there is a difference in the oiling system - the vvt heads don't have oil pressure regulator and the non vvt heads do. Is that true? Maybe i misunderstood something.

 

3. Does anybody measured the combustion chamber capacity of an EW10J4? I can measure the capacity of the EW12 and compare. I want to stay on stock compression ratio.

 

Btw, great community.