βελτιωσεις MG f/TF

[ΜΙΛΤΙΑΔΗΣ ΠΑΠΑΪΩΑΝΝΟΥ]

mg f/tf compressor

SPECIFICATIONS
Engine Compression ratio reduced by fitting new strengthened lightweight pistons and shortened forged connecting rods designed by Turbo Technics, otherwise all internal other engine components remain standard.
Supercharger Centrifugal compressor rotating at up to 110,000 rev/min. Epicyclical traction drive system driven from the crankshaft via poly-vee belt. Small lightweight aluminium body and pulley. Dimensions 160 x 140mm. Weight 4.8kg.
Exhaust system The catalytic converter, exhaust manifold and system is retained unless otherwise specified. An uprated exhaust system may be specified as an optional extra.
Air system Air supply is through the standard air box and high flow filter element. Air to water charge cooler within integral cast aluminium inlet manifold. Minimal engine bay heat.
Fuel system Standard Unleaded 95 RON fuel. The standard injection system is retained but supplemented by twin injectors. Fuel and ignition controlled by digitally mapped ECU.
Transmission Gearbox, clutch and drive shafts remain standard.
Servicing Standard service procedure and intervals.

Supercharger is situated neatly ahead of the engine with no bodywork modifications


Performance Standard 1.8i Supercharged 1.8i Supercharged VVC
Maximum power 118bhp @ 5500rpm 190bhp @ 6500rpm 215bhp* @ 6500rpm
Maximum Torque 121lb/ft @ 4500rpm 170lb/ft @ 5000rpm 185lb/ft @ 6000rpm
0-60mph 8.5 seconds 6.3 seconds 5.5 seconds
30-50mph (4thgear) 6.6 seconds 4.9 seconds 4.6 seconds
50-70mph (4thgear) 7.0 seconds 5.2 seconds 4.8 seconds
*Includes optional stainless steel exhaust system
Warranty Turbo Technics mechanical warranty is included for a period of 12 months.
Price Fully fitted conversion including warranty £5600.00 + VAT. Optional stainless steel exhaust system £350.00 + VAT.
Important note: Cars equipped with air conditioning cannot be supercharged.

[ΜΙΛΤΙΑΔΗΣ ΠΑΠΑΪΩΑΝΝΟΥ]

bbr

The Ultimate Forced Induction tuning option for Rover K–Series engines
As fitted to: Lotus Elise, MGF and Landrover Freelander
300 bhp turbo conversion (K300T) Engine statistics in a nutshell
BBR.-GTi modified "K" Series Rover 1800cc 4 cylinder 16 valve
Bore = 78 mm
Stroke = 89 mm
SV/cyl = 425.27 cc
Total SV = 1,701.09 cc
CR = 8.5:1
Turbocharged
Max power output = 305 bhp at 6,800 rpm
Max torque = 285 lbs ft at 4,250 rpm
Torque spread min 235lbs ft at 3,500rpm to 6,800rpm
Max engine speed = 7,200rpm
Max boost = 1.3 bar (2.3 bar abs.)
Schedule of engine improvements and chassis installation modifications
Part One, BBR new engine parts and alterations
• Forged, nitrided steel counterbalanced crankshaft.
• Stronger, heavy-duty cylinder liners.
• Forged aluminium alloy pistons with changed compression height, larger diameter gudgeon pins and lightweight rings.
• Cylinder block machined for new liners.
• Ladder frame doweled to cylinder block at all main bearing shuts.
• New forged HT steel connecting rods - larger gudgeon pin diameter, new length to suit pistons.
• Steel crankcase strengthening base-plate machined to accommodate bigger diameter crankcase studs and drilled with special oil galleries to attach piston oil spray plumbing.
• Specially manufactured larger crankcase-to-cylinder head HT steel studs.
• Specially manufactured HT steel cylinder head and crankcase nuts.
• Oil spray piston cooling system plumbed to steel base plate and attached to the cylinder block.
• Cylinder head machined and fitted with larger inlet and exhaust seats.
• Larger tuftrided nickel-steel inlet and exhaust valves.
• Cylinder head gas-flowed.
• Cylinder head machined for stronger gasket arrangement and to fit new exhaust manifold.
• Stronger cylinder head gasket.
• New inlet manifold, plenum chamber and throttle elbow - designed to maximise mass airflow with pulse tuned induction length and calculated optimum plenum-chamber volume. Design uses a larger butterfly assembly with attached throttle angle sensor. Castings are black anodized aluminium alloy but magnesium castings are available at extra cost.
• Larger fuel injectors.
• Fuel rail assembly fitted with manifold pressure adjustable fuel pressure relief valve.
• Fabricated stainless steel exhaust manifold plumbed underneath the engine to attach to turbocharger on inlet side.
• BBR built and balanced hybrid Garrett T3 turbocharger fitted with BBR 360¡ heavy duty thrust bearing.
• Specially manufactured heavy-duty single plate clutch, organic linings. (no space in bell housing for twin plates)
• Dyno tested engine. Software written for both fuel and ignition to suit all situations; e.g.
• Warm-up cycle - warm-up maps
Slow running - slow running maps
All other throttle and load positions - main maps
Boost control
Closed Lambda loop
Taking into consideration:
Intake air temperature
Coolant temperature
Intake air (manifold absolute) pressure
Throttle angle
Limit parameters
[Photo Gallery]
Part two, in chassis
• Strengthened gearbox - new closer ratio gears; long first gear (70mph; 112kph)
• BBR LSD – new limited slip differential.
• BBR /Johnson Matthey metallic substrate sports cat’.
• Stainless steel exhaust system, straight through silencer.
• Water to air charge cooler to control induction temperatures. Accommodated to the rear of the car but plumbed to a water radiator mounted in front of the main coolant radiator, coolant being circulated by an electric pump, activated by inlet air temperature/boost level.
• Special in-car plumbing for turbo pipework (including oil feed and drain).
• New engine management control computer and loom, connected to original sensors, except throttle angle sensor, attached to the new throttle body.
• Fuel system incorporates new pumps, swirl pot and plumbing.
• Engine breather system.
• Modified engine-cooling system incorporating swirl pot and expansion tank.
• Remote oil cooler and oil filter unit
NB: Dry sump kit, optional – see below.
[Photo Gallery]
K300T Parts List at a glance
1 off Forged billet steel crankshaft
4 off Forged steel connecting rods
4 off Heavy duty cylinder liner
4 off Forged lightweight aluminium alloy heavy-duty performance pistons
4 off Lightweight, high performance, piston ring pack
8 off Oversize inlet valves
8 off Oversize exhaust valves
16 off Oversize valve seats
1 off Cast BBR high performance turbo inlet camshaft
1 off Ditto exhaust camshaft
16 off High performance valve springs
1 off Steel cylinder block strengthening base plate
10 off Crankcase/cylinder head fixing studs
10 off Cylinder head nuts
1 off Heavy duty clutch assembly, organic plate
1 off Cast aluminium alloy inlet manifold
1 off Cast aluminium alloy plenum chamber
1 off Cast aluminium alloy throttle elbow
1 off Throttle assembly
4 off Solenoid higher flow fuel injectors
1 off Fuel rail
1 off Fuel pressure relief valve
1 off Stainless steel exhaust manifold
1 off Stainless steel downpipe (to turbo)
1 off Turbocharger Garrett/BBR T3 hybrid
1 off Stainless steel exhaust pipe, turbo to catalyst
1 off High performance catalyst
1 off Catalyst to silencer link pipe (s.st)
1 off Stainless steel silencer
1 off Polished stainless steel tailpipe assembly
1 off Turbocharger compressor to intercooler pipework
1 off Intercooler – water to air type
1 off Intercooler water cooling radiator
1 off Small bore water pump – intercooler circulation
1 off Intercooler to throttle assembly pipework and intercooler water-cooling plumbing
1 off Airbox
1 off Highflow air filter
1 off Airbox to turbocharger inlet pipework
1 off Engine management computer
1 off Engine management wiring loom and connector
1 off MAP manifold sensor
1 off Water temperature sensor
1 off Lambda sensor
1 off Throttle angle sensor
1 off Air temperature sensor
1 off Engine speed sensor
1 off Camshaft/engine position sensor
1 off Catalytic converter – stainless steel substrate, heavy loaded Platinum/Rhodium coating
Click here for Price List
Optional – recommended for track use
BBR.-GTi dry sump kit, comprising:
Dry sump (modified from original and including twin scavenge pick-ups and strainers)
Dry sump pump – twin scavenge
Dry sump pulleys, brackets and belt
Dry sump oil tank
Dry sump pipework
Lotus Elise – Manufacturer’s specifications, for comparison only.
Engine: Cylinders 4 in line, mid mounted, transversely
Capacity: 1,796cc
Construction: Aluminium engine block with aluminium cylinder head
Power: 88Kw (118bhp) at 5500rpm
Torque: 165Nm (122 lb.ft) at 3000rpm
Bore/Stroke: 80mm/ 3.1"/89.3mm / 3.5"
Valve actuation: Double overhead camshaft with hydraulic tappets
Fuelling: Fuel injected
Alternator: 85A
Ignition: Motorola electronic ignition system
Transmission: Manual 5-speed transaxle driving rear wheels, hydraulic clutch.
Ratios: First: 3.167, Second: 1.842, Third: 1.308, Fourth: 1.033, Fifth: 0.765
Reverse: 3.000, Final drive: 3.938
Body: Composite body panels with detachable front and rear clamshells; integral fixed headlamps.
Chassis: Lotus-designed spaceframe structure of epoxy-bonded sections of aluminium extrusions (built by Hydro Aluminium) incorporating integral roll over hoop.
Suspension: Double wishbones with single coil springs over monotube dampers all round. Lotus-patented uprights of extruded aluminium, made by Alusuisse.
Steering: Rack and pinion, non power assisted
Wheels: Unique Lotus-designed 5-spoke, by Alloy Wheels International.
Front: 5¸J15
Rear: 7J16
Tyres: Pirelli P Zero
Front: 185/55 R15
Rear: 205/50 R16
Brakes: 282mm-diameter aluminium/metal matrix ventilated discs made by Lanxide, mounted outboard. Non-servo split hydraulic system, including unique Lotus/AP Racing opposed piston front calipers.
Performance: Maximum speed 202km/h 100km/h 5.9s 160 km/h 18.0s
Fuel Consumption: (l/100km) Urban9.6 Extra urban 5.7 Combined 7.1
Dimensions: Wheel base 2300mm/ 90.6 Front track 1440mm/ 56.7
Rear track 1453mm/ 57.2
Overall length 3726mm/146.7
Overall width 1701mm/ 67.0 (excluding mirrors)
Overall height 1202mm/ 47.3
Ground clearance 160mm/ 6.3
Fuel tank capacity 40l / 8.8gal
Fuel grade 95 RON minimum
Unladen weight: 690kg
Weight distribution: 39/61 (% front/rear)


Rover K-Series Photo Gallery

As fitted to: Lotus Elise, MGF and Landrover Freelander

Picture of the crank, rods and pistons used in the
300 bhp turbocharger conversion

Cylinder liners, studs and base support plate used
in the 300 bhp turbocharger conversion

Cast inlet manifold, plenum chamber and throttle
elbow/butterfly assembly as used in the MPT 220
turbo, the 300bhp turbo and the normally
aspirated Super 185 conversions



70mph (112kph) in first gear!!
The all new close-ratio gear cluster for gearbox and final
drive, including a limited slip diff.


Rover K-Series Conversions - Price List, 2003
As fitted to: Lotus Elise, MGF and Landrover Freelander
BGNA1 140bhp phase one normally aspirated, fitted £1,295
BGNA1K 140bhp phase one normally aspirated, kit £995
BGNA2 160bhp phase two, normally aspirated, fitted £2,395
BGNA2K 160bhp phase two, normally aspirated, kit £1,800
BGNA3 185bhp phase three, normally aspirated, fitted £9,000
BGLPT 168bhp low pressure turbo conversion, fitted £5,000
BGLPTK 168bhp low pressure turbo conversion, kit £4,000
BGMPT 220bhp mid-pressure turbo conversion, fitted £10,000
BGHPT 305bhp "full house" turbo conversion, incl. transmission £P.O.A.
N.B.
1. All prices listed are subject to VAT
Low pressure turbo conversion (BGLPT 160)
Comprising the following BBR special components:
1. High temperature cast iron-alloy exhaust manifold.
2. Hybrid Garrett T25 turbocharger
3. Revised inlet air box/filter system
4. Free-flow stainless steel exhaust system with polished, twin rolled edge tailpipes, fitted on to the original cat’.
5. New electronic engine management system.
Power is raised from a lowly 118bhp to approximately 168bhp (+/- 5%) @ 5,000rpm and torque has been raised from 122lbs ft @ 3,000rpm to 175lbs ft @ 3,250rpm.
Click here for Price List
Medium pressure turbo conversion (BGMPT 220)
Comprising the following BBR special components:
1. High temperature cast iron-alloy exhaust manifold.
2. Garrett T25 turbocharger
3. Forged aluminium alloy pistons.
4. Forged steel high performance connecting rods (changed pin centres)
5. Cylinder liner kit.
6. Cast inlet manifold and plenum chamber system.
7. Intercooler system.
8. Revised inlet air box/filter system
9. Gas-flowed cylinder head.
10. Special cylinder head gasket.
11. Free-flow stainless steel exhaust system with polished, twin rolled edge tailpipes, fitted on to a metallic substrate sports cat’.
12. New electronic engine management system.
Power is raised from a lowly 118bhp to approximately 220bhp (+/- 5%) @ 5,500rpm and torque has been raised from 122lbs ft @ 3,000rpm to 190lbs ft @ 3,250rpm.
Click here for Price List
New electronic engine management system.
A new electronic engine management system (ECU) utilising the latest track proven technology is included as an integral part of all our forced induction kits.
The racing heritage of the new system allows engine data logging and diagnostics to be easily added as an optional extra.
The new management system incorporates closed loop Lambda operation, the only way to maintain compliance with EC emission regulations for gasoline powered passenger vehicles Oct.1st ’97. The software has been carefully mapped on our Superflow 7100 dynamometer for optimum performance whilst maintaining excellent fuel consumption characteristics.




*Back to top of page*

M O D I F I C A T I O N S : ENGINE, the K2000
Not really a tuning option right now, but it could give you some stuff to think/dream about.
1. As reported by PistonHeads.com on September 30st 2003
MG's latest debut went largely unnoticed last weekend when MG XPower debuted their new engine on track. The K2000 engine was fitted to an MG racing in the EERC endurance race at Thruxton.

The engine was fitted in a factory entered MG ZR driven by Mark Roberts and Don Kettleborough, and came home 3 laps in front of the class opposition. The opposition was mainly Honda powered and the ZR was showing them a clean pair of heels even before they started running into problems. A precautionary refueling stop fifteen minutes before the end of the race prevented a higher placing but the reliability of the new unit proved a great success for all involved nevertheless.

The K2000 engine, in 220bhp form for this event, ran faultlessly throughout. Both drivers expressed their delight with the performance, in particular the spread of torque and resultant driveability compared to the 1.8 engines that they normally use. With a rev limit of 7000rpm, the team had to find the longest gearing they could to cope with the extra power of K2000 and the long straights at Thruxton, and a top speed of over 140mph was the result.
The first batch of engines is now being manufacturered and will no doubt be of interest to any cars running K series units currently...

2. As reported by Engine Development Ltd on their site: "K2000 Wins at Thruxton!'
Engine Developments’ K2000 engine made a fantastic competition debut at the weekend when it finished 9th overall and 1st in class in its first race, the 2 hour Thruxton round of the European Endurance Racing Club series.
The engine was fitted in a factory entered MG ZR driven by Mark Roberts and Don Kettleborough, and came home 3 laps in front of the class opposition. Even before the mainly Honda powered opposition ran into problems the ZR was showing them a clean pair of heels, and a higher overall position was easily on the cards had a precautionary ‘splash and dash’ fuel stop not been made 15 minutes before the end of the race.
The K2000 engine, in 220bhp form for this event, ran faultlessly throughout and impressed both drivers with its performance, in particular the amazing spread of torque and resultant excellent driveability compared to the 1,8 engines that they normally use. With a rev limit of 7000rpm, the team had to find the longest gearing they could to cope with the extra power of K2000 and the long straights at Thruxton, and a top speed of over 140mph was the result!
This is obviously a fantastic debut result for the engine, which proves that the K2000 engine is a winner. We are now manufacturing the first batch of engines for sale to customers, and we will be contacting those who have expressed an interest in the engine shortly. Please contact Stan Hall or Barry Smith for more details.
And there's more on the site:
Announced at the Autosport International Show at the NEC in January 2003, the K2000 engine is currently under development and is initially aimed at existing K series customers looking for a performance upgrade. Being the first company to successfully develop a 2 litre version of the well known K series engine, we are hopeful that the engine will be popular amongst Caterham and Lotus Elise owners both for competition and for high performance road use.
The engine is currently undergoing extensive durability and performance development trials, and will be available to customers later this year. With over 260bhp and torque to match, the engine will give a massive performance boost to existing K series runners. Obviously the increase to 2 litres opens doors for competition use such as F3 and BTCC, and this is being kept in mind during our development of the engine.
It is expected that 3 different variants of the engine ranging from 170bhp to 260+bhp will be available to customers, giving a wide choice of performance and cost options. More information will be available shortly, but if you wish to automatically receive updates on the engine as the program progresses contact us at sales@engdev.com and we will keep you updated.

In December 2002 Engine Developments began looking at possible competition applications for MG Rover engines, and decided that a 2 litre version of the K series engine could have a number of applications. This started off our program to develop a high performance 2 litre engine from the existing K series production engine.

The K2000 program was officially launched at the Autosport International Show at the NEC in January 2003. The announcement generated much interest (and skepticism) amongst visitors to the Show, and that interest has continued throughout the intervening period. Since our launch we have been developing the engine in various specifications, and have worked closely with Powertrain Ltd. and MG Sport & Racing, both of whom have been very co-operative and given assistance where possible.

On September 27th the K2000 engine in 220bhp specification made its race debut in a 2hr BARC endurance race at Thruxton in a works entered MG ZR. The engine ran faultlessly, powering the car to 9th place overall and winning its class. The step up from 1,8 to 2,0 litres meant that the car was able to fend off the mainly Honda VTEC powered competition that had beaten it in the past. This was a fantastic achievement in the engines’ first ever outing, and confirms that K2000 engine is a winner.

We are delighted to announce that we have now started production of a limited number of engines that are being offered for sale initially to those who expressed an interest in the engine from the outset. We hope to begin manufacture of a second batch of engines at some point in the future, but this will depend on the level of interest in the first limited run.

The engines will be built at our Rugby premises using new donor parts from Powertrain and our own 2 litre conversion parts, so will be completely new engines. We have no plans at present to offer upgrade kits for sale, though again this may be considered in future if there is sufficient interest.

Our aim with this first development of the engine was to produce the highest performance derivative of the K series engine to date (with the exception of forced induction versions) without jeopardizing reliability, as this has been a weakness of many previous high performance versions of the standard 1,8 litre engine. We therefore wanted to keep the maximum power speed of the engine as low as possible, and have achieved a fantastic 250bhp with a maximum engine speed of 7500rpm. Maximum torque is 190lbft, a substantial increase over the standard 1.8 litre engine, which means that excellent driveability will also be maintained.

To achieve the increase in capacity from 1.8 litres we have increased both the bore and stroke of the engine, so have therefore designed a new crankshaft, piston and liner set up. We have also extensively re-worked the cylinder head in terms of porting and valving to achieve this power output. A new intake and dry sump system completes the major re-design that we have undertaken.

The engine is aimed specifically at competition or track day use. Whereas we obviously cannot prevent customers from using the engine on the road we will not be considering any SVA requirements in the design or mapping of the engine.


We anticipate engine deliveries to commence in January 2004, so if you would like to be one of the first customers with one of these exclusive engines please contact us as soon as possible. We expect a high level of interest, and will accept orders strictly on a first come first served basis. The sale price quoted in this document will apply only to this first batch of engines as we cannot guarantee to hold this price for any future production runs.

Details of the engine specification and our terms and conditions follow in this document.

CONDITIONS OF SALE

Pricing
The sale price of the engine is £12,900 +VAT. This price includes :

K2000 2 litre K series engine complete with:

o EDL Aluminium Forged 2 Ring Pistons
o EDL Steel Cylinder Liners
o EDL Ported and Valved Cylinder Head
o EDL Inlet & Exhaust Cam Profiles
o EDL Steel Crankshaft
o EDL Solid Tappets
o High Flow Injectors
o Mechanical Cam Belt Tensioner
o EDL Lightweight Flywheel
o EDL 4 Butterfly Intake System c/w backplate and air filter
o EDL Dry Sump Kit
o EURO 1 Engine Management System
o Engine Wiring Harness
o Engine Warranty (see below for details)
o Full dyno test and pre delivery inspection


Customer Specific Options
We expect that customers will have their own specific requirements, and that engines will be ordered for fitment in different vehicles. We will do everything we can to accommodate these needs, but cannot guarantee that all requirements can be met. The engine can be fitted in all existing K series installations (e.g. Lotus Elise and its derivatives, Caterham, MG ZR, ZS and ZT), but some chassis modifications may be required in certain cases. Customers should ask our technical staff for assistance if necessary.

We also appreciate that some customers may already have vehicles with programmable engine management systems that they may want to use. Depending on the suitability of such systems we may consider re-calibrating them for customer engines, however there will be additional charges for this work. Customers should ask our technical staff for assistance if necessary.

Engines can be ordered without the dry sump kit if this is not required. In this case a reduction of £1,100 in the sale price will be made.

Orders & Payments
We will only accept orders in writing, and a non-refundable deposit of £5,000 payable either by cheque, bank draft or wire transfer must accompany these. Bank details are available on request. We will confirm engine orders and delivery dates in writing. The balance will be due when the engine is delivered.

Delivery
We can arrange delivery of the engine at extra cost if this is required, or alternatively we would be happy for you to come and collect your engine from our Rugby premises.

Rebuilds
The engine will require a full rebuild after 3,000 miles of track use. A rebuild will constitute a full strip down and crack test of all engine components, and the automatic replacement of pistons and valve springs. Other parts will be replaced as deemed necessary from our rigorous inspection procedures. All engines will be dyno tested and inspected after test to our normal high standards.

Routine rebuild costs will be £3,750 labour plus parts. If for any reason non-routine repair or rebuild work is necessary as a result of damage caused by mis-use of the engine this will be charged additionally.

The stated rebuild interval of 3000 miles is for racing or competitive track day use, not 3000 miles of road use. For example we would expect this mileage to consist of approximately 40-50% running at full load. If actual running was with a lower duty cycle than this the rebuild interval could be extended accordingly.

Our intention is that the rebuild interval should be no shorter than the Caterham R500 engine, and our quoted figure is what we believe to be the minimum that the engine will be capable of. When we have built up more experience of running the engine to and beyond this figure it is likely that the rebuild interval will be increased.

Warranty
We offer a limited warranty on all engines, such that if a failure or problem occurs within the normal rebuild interval of the engine we will rectify this at no charge, as long as the failure is due to build quality or EDL component failure. The warranty specifically excludes any failure caused by incorrect operation of the engine by the customer, such as overheating or over-revving. All engines will be fitted with tamper proof seals. If any of these seals are damaged or missing then our warranty will be void.

We will also issue an Operating Guidelines information sheet to every customer. This will give details of the optimum running conditions for the engine and recommendations for a number of parameters. Our warranty is conditional on these guidelines being followed. In the event of a failure or problem that we believe has been caused by not following these guidelines our warranty will be void.

For more information please use the following contact details:

Contact Stan Hall or Barry Smith
Phone 01788 541114
Fax 01788 546303
E Mail sales@engdev.com

Engine Specification

Capacity 1997cc
Maximum Power 250bhp @ 7000 rpm
Maximum Torque 190lbs ft @ 6000 rpm
Maximum Engine Speed 7500 rpm
Compression Ratio 11.0:1
Inlet Valve Lift 12.0mm
Exhaust Valve Lift 10.4mm
Weight 75 KG (DRY WEIGHT, INCLUDES FLYWHEEL AND WIRING HARNESS BUT EXCLUDES CLUTCH & EXHAUSTS)
Engine Management EFI Technology Euro 1 *
Intake Filter EDL 4 Butterfly System
Air Filter Induction Technology
Crankshaft EDL Steel Billet
Pistons EDL Aluminium Forged 2 Ring
Tappets EDL Solid
Fuel Super Unleaded

[silverstyler(spyroshio)]

T εγινε ρε παιδια ζαλιστηκα με ολο το ποστ παντως απο οτι καταλαβα παιζει τρελλη μοντιφα.Το θεμα ειναι ποιος αντεχει να την κανει(οικονομικα εννοω)

[PERRY-MGTF]

ΚΑΛΑ ΕΙΝΑΙ ΝΑ ΚΑΝΟΥΜΕ ΑΝΤΙΓΡΑΦΗ ΑΠΟ ΑΛΛΟΥ ΑΛΛΑ ΤΙ ΕΙΝΑΙ ΟΛΑ ΑΥΤΑ??????

[BATMOBILE]

για δωσε και το Linκ

[Tigraki...!!!]

http://www.engdev.com

[PERRY-MGTF]

And also: http://www.mg-sportcars.co.uk/K2000_Judd.htm

[ΜΙΛΤΙΑΔΗΣ ΠΑΠΑΪΩΑΝΝΟΥ]

στο perryg tf απαντω οτι δεν τα εστειλα για να το παιξω μαγκας. Τα εστειλα για να ενημερωσω καποιους που μπορει να μην τα γνωριζουν.
Και εγω εχω το επετειακο MG TF και ειμαι πολυ ευχαριστημενος. Η εταιρια στην αγγλια για οσους δεν το ξερουν κανει παπαδες και με το ZR ή το TF τρεχει σε πρωταθληματα ενιαιου ή 24 ωρων αντοχής.

για οσους δεν το γνωρίζουν η mg έφαγε του ιαπωνεσ και τα χοντα στις 24 ωρες με έναν νέο κινητήρα που πουλά κατόπιν παρα γγελειασ 2000 κυβικών ( μπαινει χωρίς μετατροπή σε όσα μοντέλα φέρουν το Κ) ο οποίοσ φτανει 260 άλογα. Εξω παίζουν πολλά και μπορούν να έρθουν στην ελλάδα μόνο μέσω ενός owner's club. Οι τιμέσ για βελτίωση λόγω λίρασ στην αγγλία είναι μεγάλεσ. Ο Κ2000 κάνει 13000 λίρεσ και το τουρμπισμα στα 220 άλογα τησ BBR γύρω στισ 10000 λίρεσ.... ακριβα θα έλεγα. Πιο οικονομική λύση με πολύ ικανοποιητική αποδοση είναι στισ 5600 ο κομπρεσσορας τησ turbo technics.

Η ιδέα για ένα club στην ελλαδα είναι γαματη. Προχωρατε παιδια...

[PERRY-MGTF]

στο perryg tf απαντω οτι δεν τα εστειλα για να το παιξω μαγκας. Τα εστειλα για να ενημερωσω καποιους που μπορει να μην τα γνωριζουν.

File den yponooysa kati tetoio se kamia periptwsh! kala ekanes kai to esteiles giayto exoyme to forum! apla eprepe na baleis kai mia mikrh eisagwgh h' mia perilipsh kai to link meta!

Oso gia thn epikrathsh stoys Iapwnes pesta dike moy giati exoyme polloys filo-iapwnes edw!!!!!!!!!!


Eimaste kai synadelfoi e???

[P@nt@man]

ΚΑΤΩ ΤΑ ΧΕΡΙΑ ΑΠΟ ΤΟΥΣ ΣΧΙΣΤΟΜΑΤΗΔΕΣ ΦΙΛΟΥΣ ΑΠΟ ΤΟ ΥΠΕΡΠΕΡΑΝ ΓΙΑΤΙ ΘΑ ΓΙΝΕΙ Ο 'Δ ΠΑΓΚΟΣΜΙΟΣ ΠΟΛΕΜΟΣ ΣΤΟ FORUM ( ΩΣ ΓΝΩΣΤΟΝ Ο 'Γ ΠΑΓΚΟΣΜΙΟΣ ΘΑ ΓΙΝΕΙ ΓΙΑ ΤΟ ΝΕΡΟ ).
ΛΟΙΠΟΝ ΜΙΛΑΩ ΣΟΒΑΡΑ ΜΗΝ ΑΝΟΙΓΕΤΕ ΠΑΛΙ ΤΗΝ ΠΛΗΓΗ ΙΑΠΩΝΕΣ VS ΟΛΟ ΤΟ ΥΠΟΛΟΙΠΟ ΣΥΜΠΑΝ...