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MG ZR ZS ZT Technical - ZS 180 engine tuning

As I'll take delivery of my ZS in about 2 months, I'm already looking in some mods I can do. I imagine that the Sparco strutbrace I have in my Coupe and which is for the whole 200/400 range won't fit because of the KV6 engine. Am I right here?
What about a decent induction airfilter. I know that Moto-Muppets is offering a foam one, but I wan't some real stuff. Imagine that I have moved my battery to the boot, to be able to put a hughe Blitz filter to my Coupe. You may ask why? Very simple, because no induction roar can be compared to this one.

I can neither find some backbox nor some stuff like FSE, Magnacor leads, chip tuning for the KV6. Can it be that there's a lack of interest from the companies for this engine.

:(
ppo

Up until now the only cars to use the KV6 engine was the last of the Rover 825's and the Rover 75, both of which not tuning cars in most eyes. Of course now the Freelander uses the KV6, and the MG versions are becoming popular it may change.

As for the Strut brace. As I understand it, the Rover 200/25/ZR has the same floorpan as the older R200/400 (1989-1996), and thus you may be able to inter-change a brace from them, but I believe the Rover 400/45/ZS shape is totally different....Rog, correct me if i'm wrong??

Good luck with your car, I'm sure you'll be only one of a few ZS's in Luxemborg....:-)

Neil
Neil Turner

>>>>>I'm sure you'll be only one of a few ZS's in Luxemborg....:-)

Hope the Luxembourg Z's have better luck than the Luxembourg F's! ;-)
David Bainbridge

>> but I believe the Rover 400/45/ZS shape is totally different....<<

I'm not Rog, but can confirm what Neil has said. The 400/45/ZS is actually the same as the Honda Concerto of the same era (as I am sure that David will be able to confirm).

Maybe some Honda suspension tuning bits - such as strut braces - could be made to fit? Might be worth trawling through some Japanese/ Pacific sites...
Rob Bell

Rob

You will have to tell me more. EVO VII for sale - to be replaced wuth the ZS180 ot ZT190+ (depending on the deal negotiated), while awaiting the ZT385. I realise the warranty is void - has always been so with a modded EVO VI and VII, who cares when you drive a fast MG!
Jerry Flint

>>>>>>>>>>The 400/45/ZS is actually the same as the Honda Concerto of the same era<<<<<

You mean Honda Civic 5 door.

The previous 200/400 shape was the same as a Concerto
Gareth kidman

The update with my own ZS 180 induction system may be of interest, see other thread.

On the subject of bracing the 400/45/ZS then by far the best method is to by a 4 door! There is a significant advantage in this respect.

Rog
Roger Parker

Pascal, be patient;-)
Mike.
Mike

Mike,
what do you mean by: be patient.
Do you know something that I should know.
ppo

Pascal, one thing that you should always bear in mind is the gearbox. Whilst I know from extensive experience with T16 turbo engined vehicles that the PG1 is a specifically sturdy box, it does have some limits which will see gearbox problems.

The main issue is that with 2 litre turbo power the torque generated in standard form was a smidgen under that which the ZS 180 spec produces. In modified form the turbo would see this rise quite significantly. On the bonus side though was that most tweaked turbo applications were in the lighter 200/400 body, and the 620Ti and 800 Vitesse didn't attract in the same way.

The higher spec version of the PG1 gearbox is rated to 240Nm, which is exactly what the ZS 180 spec is quoted as giving. I have seen just an 8.8% inprovment on peak torque with what I have done so far and so this is above the capacity of the gearbox. I will be taking more notice of this than I was with previous tubo changes in cars that were around 12 to 15% lighter. The extra loads that this weight puts on the transmission is significant.

The normal route of modifications in a naturally aspirated mode will not see huge increases in torque, but it is sure to if you go forced induction. This is one reason we won't see a simple bolt on supercharger instalation for public consumption from MG Rover, at least not without changes to, or a change of, the gearbox.

It is also worth looking at the KV6 as like two 3 cylinder VVC engines on a common crank, and without the VVC mechanism. Valves and ports are the same so it is actually like a Motorsport head. Internally they are quite well finished so there isn't the same scope to achieve power in the same way there is with the non VVC range of K4 engines. The ZT 190 and the K4 136Ps spec engines do give a clear indication where power can be found though - cams. Engine managment changes will almost certainly be needed though.

Rog
Roger Parker

This thread was discussed between 19/03/2002 and 24/03/2002

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