Specifications

ENGINE
made from a non-translucent material must
i nclude a transparent window for compliance
with Appendix `J' Group A. See photograph
showing additional elbow in place.
LUBRICATION SYSTEM
The standard oil pump is retained and is capable
of giving adequate flow and pressure for this
engine specification. However, in view of the
modifications to the oil feed in the cylinder
head casting, the oil pressure relief valve must
be adjusted to compensate. This entails the fitting
of a 3mm. shim behind the pressure relief valve
spring to increase its pre-load. The oil cooler
connects to the engine by a sandwich plate that
attaches to the block, between the oil filter unit.
The high pressure pipes are made to the correct
length for connection to the oil cooler radiator
when fitted to the left hand side of the front
panel, viewed from the front of the car. A
special attachment bracket is supplied. Before
assembly, fill oil radiator and pipes with chosen
engine oil.
Difficulty can be experienced in generating oil
pressure on initial start-up, after a major engine
rebuild. This is due to problems in getting the
oil pump and system primed. To overcome this,
it is suggested that the oil pump rotor be packed
with `light' assembly grease before the oil pump
is fitted. To do this, the backplate will have to
be removed from the pump casing to expose the
rotor assembly. Refit backplate correctly after
packing with grease.
CRANKSHAFT PULLEY
The standard single-vee belt pulley must be
replaced by the poly-vee belt pulley provided.
This belt specification is essential as it drives both
the alternator and the power steering pump. The
power steering pump is attached by bolting to the
block face below the camshaft driven gear.
FLYWHEEL
The standard item is retained. However, it is
advisable to check the weight of the unit prior to
assembly as there is a minimum homologated
weight requirement for the flywheel and starter
ring gear assembly.
INLET AND EXHAUST MANIFOLD
Discard the E.G.R. valve assembly, situated
between the injectors for cylinders 2 and 3. Fit
blanking plate to the exposed hole, making sure
that the blanking plate is completely sealed to the
face of the manifold.
The standard injectors are inadequate for this
degree of engine performance. Injectors with a
much higher discharge capacity are supplied in
the engine build kit. These are taken from the
GSi 2000 16 valve engine unit.
The standard cast exhaust manifold must be
retained under Group A regulations, but a
modified system from the manifold is permitted
and has been developed for this engine
specification.
ENGINE MANAGEMENT SYSTEM
The Nova/Corsa' 16001engine was introduced in
early 1988 and featured the Bosch L3.1 Jetronic
fuel injection system. Since then certain
evolutionary changes have been made to the
engine
management system during the
production process, as alternative suppliers have
been introduced to supply similarly functioning
components. The advent of the exhaust catalyst
to meet certain market legislation has also lead to
a completely different management system just
for the catalysed engine specification.
The Group A parts kit was initially fully
developed around the original Bosch L3.1
Jetronic system.
This incorporates a Bosch
ignition ECU, Bosch ignition distributor and
Bosch air flow sensor/ECU.
Donor vehicles fitted with the Siemens
ignition ECU and Lucas ignition distributor must
be converted to the Bosch specification, as the
other units cannot be modified to match the
Group A engine requirements.
Donor vehicles running with a catalyst are fitted
with the Bosch Motronic system. While this is
far superior to the Bosch L3.1 Jetronic system, it
has not been further developed as a part of the
Clubman Group A engine parts kit. In this case
the whole system would have to be replaced by
the Bosch L3.1 Jetronic components.