The 160PS is more robust, and more likely to manage with 180 more easily without running into problems. that's got me thinking.Īnyway, back to the original question, as I inferred before, there is a difference between the 145PS and 160PS engine. The Mexican spec would be an ideal start for a supercharger project though, as you could probably bolt the SC straight on with no modifications needed to the engine internals.

Interestingly, this is the same as the Mexico de-tuned VVC (150PS) - and would therefore make an ideal basis for a light pressure turbo upgrade? Hmm. The different assembly number refers to a shorter con rod (1mm less between the centres of the little and big end). Turbo engines use the same pistons as the 160 VVC. Whether this was part of project Drive cost-cutting madness, or whether this is to the earlier turbo specification is unclear. Much later, liners did converge on another part number, LCJ000050. The plan at Powertrain was to standardize in 2003 on the turbo specification liner, but the EPC part numbers never converged, which is odd. Just heard back from Roger on this topic - and unsurprisingly it's all a little more complicated than I first thought.

discussion came up whilst talking about the 160 bottom end. Lunacy generates a CDN link for you without any extra effort from your side.Credit to Rob Bell at the MGF Register for the below. Exclusive feature: Upload directly to a CDN. You can export any assets from your document in PNG, SVG, or XAML. Lunacy allows you to see CSS and XAML code of elements.

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