COMPETITION

BUILD
MANUAL

NOVA/CORSA
COMPETITION
BUILD
MANUAL
NOVA/CORSA

COMPILED
AND
DEVISED
BY

Andrew Duerden
WITH

Gordon Birtwistle
ISBN 0 9516102 0 1
© GM EURO SPORT 1991
2nd Edition

All rights reserved. No part of this book

may be reproduced or transmitted in any form
or by any means, electronic or mechanical,
including photocopying, recording or by
any information storage or retrieval system,
without permission in writing from the
copyright holder.

Front cover: Graham Turner

Produced by:
Martin Meadows Marketing.

Printed by:
J.T. McLaughlin Ltd., Euxton, Chorley.

Published by:
Euro Sport Publications,
Hadley House,
Great Glen,
Leicestershire. LE8 OGN
England.
FOREWORD

Ever since the basic Nova appeared on the

competition scene back in 1985, clubmen have
been recording success after success. In its first
year of rallying, the potent GM Dealer Sport
Nova GTE in the hands of Dave Metcalfe,
showed a fantastic turn of speed, emphasising its
competitiveness and serving notice of its
potential for honours.
That initial Nova GTE was put together by
Engineer Brian Ashwood and his team. Their
background work prepared the foundation for
the new Nova/Corsa project, the Motor Sport
Development engineers - David Gray, in
particular - developing and aquiring the many
and varied parts and components to produce the
"Clubmans" Kit. The kit, together with this
manual now ensures that anyone can faithfully
reproduce the factory specification, relying on
the techniques and experience gathered from
many years of successful competition and,
hopefully, gain the results that have now been
shown to be within the Nova/Corsa's capability.
This manual sets new standards in providing
an exact and detailed guide to the preparation of
a vehicle for motorsport use. Andrew Duerden,
together with Gordon Birtwistle, has tapped that
vast reservoir of specialist knowledge held by the
Motor Sport Developments engineering staff to
produce a unique reference book. The mystique
behind building a top-flight competition car has
now been removed - now its down to the driver.

Good Luck.

Melvyn Hodgson
Chairman and Managing Director
Motor Sport Developments
 DISCLAIMER

Every effort has been made to ensure that the

contents of this publication were accurate and
up-to-date at the time of going to press. No
liability can be accepted by the authors or
publishers for loss, damage or injury caused
by errors in, or omission from, the information
given.
Motor sport can be hazardous and the in-
clusion of any information does not necessarily
make it safe to use in any form of competition
or testing.
The modifications described in this publica-
tion are, in some cases, of an extensive nature
but have all been specifically designed to give
the ultimate performance. These may adversely
affect the normal life of standard parts and
may thus affect the New Vehicle Warranty.
This does not mean that the performance car
will be unreliable - in fact, it may be assumed
that it will be at least as reliable as other cars of
comparable performance.
Any inclusion of performance parts in the
Clubmans Kit or parts described in this booklet
does not necessarily mean that the parts comply
with the relevant homologation regulations or
National Type Approval requirements. It is the
competitors responsibility to ensure that his
vehicle complies with regulations and is eligible
for the specific homologation category for which
the vehicle is entered.
CONTENTS

I ntroduction

Model Availability

Homologation

Preparation - Bodyshell

- Front suspension

- Power Steering

- Rear suspension

- The Braking system

- Engine

- Transmission

- Electrical

Group N guidelines

Appendix - Clubmans Kit contents

- Homologation papers
INTRODUCTION

This manual has been specifically produced in

conjunction with the GM Euro Sport package of
parts assemblies and components produced by
Motor Sport Developments and known as the
"Clubmans Kits". Consequently, the text refers
exclusively to the preparation of a Nova/Corsa
model to FIA International Group A level to the
specification within the Clubmans Kit. Other
parts and assemblies can be used in preparation
of a group A Nova/Corsa, but they are not
included in this manual and do not form part of
the GM Euro Sport package.
The manual has been laid out with easy-to-
read pages within well - defined sections. The
preparation chapter has been sub-divided into
various sections referring to vehicle sections -
bodyshell, running gear, etc - this has then been
subdivided into the separate divisions relating to
specific components. At the end of each section,
you will find a parts diagram together with a list
of parts and assemblies referred to within that
section. The actual pricing list is in a separate
booklet supplied with this manual.
Now you have received the manual, it is of
paramount importance that the registration card
at the front is completed and returned. This card
is the only method by which to ensure further
updates for the 12 month period following
registration will be sent to you. As new
equipment is developed or a component is
evoluted, bulletins to update the manual will
automatically be sent to those who have
registered on the cards provided.
This manual is designed to provide you with
the fullest information on the preparation of a
Nova/Corsa model for international rallying.
We are always interested to know your
comments in writing on any aspect that you feel
could be improved or modified. We will also be
happy to receive any details of ommisions or
items that you would like to see in the manual.
Only by feedback can we continue to improve on
what is hoped will be a helpful and informative
book.
 MODEL AVAILABILITY

When preparing a vehicle to the clubmans

specification contained in this manual, it is
i ntended that the base vehicle used will be an
existing Nova GTE or Corsa GSi. These models
are identical save for badging and very small
differences in trim. Additionally, some slight
variations on standard specification occurs,
territory to territory. For instance, most Nova
GTE models sold in the U.K. come equipped
with central locking and sunroofs. Corsa GSi
models sold in right hand drive form in the
Republic of Ireland do not have these two items
fitted as standard. However, apart from these
minor differences, the main mechanical
characteristics remain the same.
The motive unit is a "Family One", nominal
1600 cc, overhead camshaft, fuel injected type
which is designated 1600 SE and, currently, is
not fitted to any other vehicle. The `Family One'
group of engines (which includes the 1200 cc and
1300 cc version with different bore/stroke
configurations) also includes a carburettored
1600 cc unit (known as 1600 SV type) which has
a different cylinder head and distributor to the
SE motor, but in most other respects remains the
same.
The transmission is known as the F13 type
and the basic production unit is fitted, in five
speed form, to all GM 1600 cc Family One
engined Vauxhall and Opel cars.
The 1600cc injected Nova and Corsa
GTE/GSi models were first introduced in the
spring of 1988 and received no major revisions
to the standard specification until late 1990
when a facelifted version was introduced. This
model incorporated revised bumpers, grille, front
wings and headlamps coupled with a new
interior styling package, and was referred to as a
GSi in both Nova and Corsa livery.
Although this manual concentrates on the
preparation of vehicle using a Nova/Corsa
GTE/GSi as a base, the section concerning
bodyshell preparation does include details on the
minor differences in bodyshells, if preparing a car
from another hatchback bodyshell from the
range of various cubic capacity Nova/Corsa
models. Vauxhall Nova GSi
 HOMOLOGATION

The use of production series cars in international GROUP N

motorsport is governed by a set of rules and Although this manual is not primarily concerned
regulations laid down in the annual `Year Book with group N preparation, you will find that at
of Automobile Sport' issued by the FIA (the the end of the specimen homologation sheets,
governing body) and specific vehicles require there are a number pertaining to group N. These
documents to verify their approval for use, and are additional sheets which are only required
these are issued by the International Motor Sport when entering the group N category, and are
Federation (FISA) as the Sporting Ministry of the additional to the group A sheets. Thus a group
FIA, and are contained in Homologation Papers. N entrant must have both the `A' and `N'
The 1.6 injected Nova and Corsa models are sections of the homologation documents when
contained in one document covering both submitting a vehicle for event scrutiny.
badged variants. The relevant document has
been issued with the FISA Number A-5375 and
is obtainable from the ASN or National Sporting
Authority of the country ir. which you are based.
At all events in which a car is entered within the
group A classification, the vehicle must have the
FISA Homologation Papers. The responsibility
of obtaining these papers from the ASN is that of
the entrant and/or driver.
As a guide, a set of specimen homologation
papers for the Nova GTE/Corsa GSi are included
The Vauxhall Dealer Sport Nova in Scrutineering
in this manual. These papers CANNOT be used
as homologation documents at event
scrutineering.
From the specimen set, you will see that the
first 16 pages refer to the basic specification of
the production vehicle. The following pages then
refer to specific items used in motorsport and
unless the item is included within these pages, it
cannot be used on a vehicle prepared for group A
FIA YEARBOOK
classification. You will find that the "extension"
papers (i.e. those pages after the first 16 basic This manual should provide all the information
sheets) refer to a number of the same items but to and detail required to build a car to group A
different specification or dimensions. For the specification. The full details of what exactly is
purpose of the Clubmans Kit, all items are permitted in both the `A' and `N' categories is
homologated and are recommended fitment, published in the FIA Yearbook, available from
even if there are other similar items bookshops or direct from:-
homologated. It is the case that although, say, a
number of brake disc/caliper combinations have
been homologated and tried on the Nova/Corsa Editions V.M.
models, the actual unit used in the clubmans kit, 116, bd Malesherbes
and referred to in the text, has been found to the 75017 PARIS
best alternative and has been developed specially France
for the Clubmans Kit package. Therefore it is Tel: (1) 42.27.25.44
the only unit that should be fitted. Fax: (1) 47.66.57.74
BODYSHELL

The Bodyshell preparation and strengthening do not present any problems under motorsport
procedures outlined in this manual are conditions, and are equally as good as the 1600
fundamental to the success of the finished shell when fully prepared with the body
project. They will both extend the competition strengthening kit. Obviously some additional
life of the shell and by increasing its torsional plating and welding could be required
stiffness contribute favourably towards the particularly in these areas on bodyshells from an
handling characteristics of the finished vehicle. alternative source.
FIA Regulations, Appendix "J" for Touring cars, Before commencing any bodyshell
Group A permit a limited amount of bodyshell preparation operations, both front wings, doors
reinforcement, but it is important to adhere and tailgate must be removed from the
strictly to the definitions of the particular Article bodyshell. All sound deadening material and
No. 5.7:1 Lightening and Reinforcements. All general sealants around all body seams can then
modifications outlined within this chapter are in be removed to provide more favourable welding
compliance with these guidelines. conditions. The application of heat to the
General Motors Europe have extensive required area will enable any surplus material to
motorsport experience with the Nova/Corsa be scraped off more readily, finishing off the
model and have developed a body strengthening operation with a wire brush. It's a fairly
kit specifically for use in conjunction with the laborious task but very important and if
1600cc. model range. This kit includes all the thoroughly carried out will pay dividends at the
additional reinforcement plates required for the welding and later stages of preparation.
suspension pick-up points, engine mounting Any surplus brackets, unused supports such
points, roll cage pick-up points and a side jacking as brakepipe/petrol pipe clip attachment points
point, etc. When fitted in conjunction with the can be removed, and to enable a revised seat
requisite additional welding as described, will mounting system to be fitted, the standard seat
give an adequate degree of increased strength adjustment/mounting brackets should also be
and durability demanded by a motorsport removed with care. This will enable a much
environment. more satisfactory installation of a wide range of
A specially designed roll cage has been competition type seating for both driver and co-
developed and homologated for this model. This driver. Also carefully remove both the gearlever
cage also incorporates the rear mounting points gaiter support bracket and the centre support
for the safety harnesses. shelf from the centre tunnel section, in readiness
Due to the nature of the modifications, they for the installation of the revised gearshift and
can only be effectively carried out on a bare linkage at a later stage. Once the carpet centre
bodyshell, so if your starting point is either a new support has been removed, an elongated hole,
1600 Nova GTE or Opel Corsa GSi, then all approximately 80mm by 25mm must be formed
mechanical, trim and electrical components must in the centre section of the floor panel, along its
be completely removed from the vehicle before centreline, starting 80mm rearward of the tunnel
embarking on any aspects of bodyshell to bulkhead bodyseam. This is to give access to
preparation. Whilst this section applies primarily the engine bay for the revised gear linkage. The
to bodyshells with Part Number 90297213 area of centre tunnel and exposed hole
LHD, or 90297215 RHD, bodyshells from other i mmediately below the gearlever gaiter support
sources can be used, although they may differ in bracket can be closed off and strengthened using
several basic respects. The main differences the shaped blanking plate supplied. This should
being confined to the front suspension turrets be welded into place.
and the inner and outer chassis rails. They have The gear-linkage forward support bearing
already been additionally strengthened in the housing bracket should be welded into position
1600 models. From experience these bodyshells at the forward end of the centre tunnel.
 BODYSHELL

Access for this operation is from the seam in between each production spotweld and
underbonnet and underside of the bodyshell. fill hole with weld, forming a "puddle weld". In
However, before welding this bracket into place, addition to this operation, certain areas require
the bearing housing itself should be modified to further reinforcement by welding on additional,
fit the bracket correctly. This will entail cutting specially profiled mild steel plates. These are
away a portion of the bearing housing flange just supplied in the kit, their profile following that of
below two of the attachment holes. Three holes the original area and by double skinning give the
should then be drilled through the housing and additional strength required. Final positioning
bracket, using the housing as a template. Three will be apparent when the plates are placed
nuts should then be tack welded to the rear face against the designated area, and should not
of the bracket. This will enable easy attachment require further modification prior to welding in
of the bearing housing to the bracket after it has place. The inner pivot point for the bottom
been welded into position. wishbone can be further strengthened by welding
This bracket is shaped to fit the exact a large metal washer onto the forward face. The
position required, and when measured should be hole through the pivot should then be opened
65mm rearwards from the face of the steering out to 12mm, to accommodate the larger
rack mounting plate. This should then exactly diameter bolt. The bodyshell also has in excess
locate the bracket in its correct position, which of 20 drain holes in the floorpan, these must be
when measured should be 65mm rearwards from closed off by welding the circular discs supplied
the face of the steering rack mounting plate. over the holes. The side lift jacking point can
NOTE: This is a delicate operation as the now be fitted. Place the strengthening plate
positioning of this support bracket is crucial for against the sill and mark the centre of the hole
satisfactory gear linkage operation. required. This should be 22.5cm rear of the
The aperture in the steering rack mounting front wing joint on the sill. Cut a 35mm. hole
bracket where it meets the lower chassis region through outer skin only. The inner 35mm. hole
must also be increased in size along the lower should be formed with its centre 55mm. above
edge by removing 10mm from this flange. Seam the floor panel, so that when the tube is
weld the section after removing this metal. introduced it is not parallel to the ground, but
NOTE: This MUST be carried out at this stage slopes upwards towards the inside of the
to give adequate clearance for the revised bodyshell. The tube can now be inserted
gearchange mechanism. through the plate and sill, before finally welding
Refer to the diagrams for guidance. into place.
The bodyshell, now free from all unwanted
items, can be cleaned off in readiness for the
seam welding and strengthening operation. All
exposed body seams throughout the bodyshell
that are actually spotwelded in the production
process require further "stitching", preferably
with a MIG-type welder. This entails making an
additional 25mm run of weld every 35mm along
EACH visible body seam throughout the
bodyshell, and applies equally to the underside,
underbonnet and bulkhead areas. However, the
lower flanges of the front chassis rails where they
j oin the inner wheelarch require special attention.
Using either a spotweld cutting tool or drill bit,
carefully cut through ONE THICKNESS of the
Please note that both front wings MUST be falling inwards, whilst the front frame foot
removed for this operation. mountings are positioned on the sill. Mark out
Thoroughly check items supplied against the and attach these to the sill in the same manner
component parts list to make sure that there are as at the rear.
no shortages. It is advisable with a complex, Two mounting blocks are provided, with tabs
multi-point cage such as this to loosely assemble to give additional attachment for the side rails.
the cage prior to making any attempts to actually These attach to the roof stiffening rail above
fit the structure to the car. Reference to the roll the door aperture. Position these, drill the two
cage assembly drawing will give a clear indication holes and bolt into position. The door rails and
of the intended final construction. You will then the front roof rail should be loosely bolted in
be more familiar with the individual components position at this stage.
and where they will eventually be secured. Once There are two forward facing brackets on
this has been established the cage can be split into each of the side rails, which are to carry the
sections ready for assembly into the bodyshell. arms that attach to the front suspension turret
Position the rear frame alongside the body- area. The upper bracket on each side should
shell, and tilt it forward such that the mounting i deally be close to or in contact with the actual
points for the rear suspension turrets are upper- door pillar at that point. However, because of
most. Maintaining this position, pass the frame tolerances in both the bodyshell and rollcage a
through the door aperture, into the bodyshell spacing washer may be required to `bridge the
and locate the foot mountings onto the sill. gap' prior to tightening the attachment bolt to
The frame, still tilted forward at the top, the door pillar. Using this bracket as a guide, with
can now be moved towards the rear of the extreme caution, pass a 10mm. drill through the
bodyshell, then turned to an upright position bracket and drill outwards through the shell until
and further rearward until the rear suspension the point of the drill JUST starts to SHOW on the
turret mountings can be located centrally onto outside of the shell, then STOP drilling. Using a
the rear suspension turret tops. Now drill a hole saw, the drill bit acting as centre, open out
10mm. hole on each rear turret mounting and this hole to 25mm from the OUTSIDE of the
i nsert a bolt. The rear part of the roll cage is car through only TWO of the panel thicknesses,
now located in its correct position. LEAVING the pilot hole in the INNER skin at
Position the foot mounting brackets (Sill 10mm diameter.
Mounts), making sure that they are seated The front suspension turret/front tower arms
correctly on the sills and accurately mark out can now be fitted. A template is supplied to assist
the six attachment bolt holes. Detach the rear i n marking out the holes required through the
turret mountings and move the frame forwards bulkhead area and into the windscreen wiper
so that the six holes marked out can now motor well for these front support arms. The
be made to 25mm diameter. Attach the foot template is for the RIGHT side of the car looking
mountings to the rear frame and bolt up fully forwards, the position for the other side can then
before returning the frame to its fitted position. be judged having completed the operation on this
Drill out the remaining rear turret mounting bolt right hand side unit. Take extra care when cutting
holes and fully attach with the 10mm bolts. The out these holes, it is better to make them too small
foot mountings can now be welded in position i nitially and progressively increase them to give
to the sills. It is important to clean this area a close-fitting. This then leaves less of a gap to
thoroughly to ensure good welding conditions be filled after final completion of the roll cage
for this operation. installation, and maintains compliance with the
Now the two rails can be positioned and fireproofing requirements. Now feed this support
attached to the rear frame with bolts. Fit the arm into position from the front of the car and
front roof rail to prevent the side rails from bolt to the side rail top mounting. Mark out
BODYSHELL PROTECTION

the two holes alongside the suspension turret SUMP AND TANK SHIELDS
and drill out to 10mm. A third 10mm. hole has An undershielding kit has been developed for the
to be drilled at the point where the diagonal Group A car. This front shield protects the engine
support meets the front tower arm, but opened sump and transmission assembly, and attaches by
out to 25mm on the outer skin of the chassis four bolts to the front mounting points for the
member, to enable the fixing bolt to be inserted forward facing, lower suspension arms. The rear
and tightened. Bodyshell and rollcage tolerances of the shield is attached by two bolts, adjacent to
again may require spacing washers to be fitted to the inner pivot points for the lower wishbones.
` bridge the gap' between the tower arm and the A threaded insert is already incorporated in the
body panel prior to tightening the attachment strengthening plate supplied for this area and
bolt. Again, use the 10mm. hole as the pilot should have been fitted during the bodyshell
hole for the hole saw. The diagonal support preparations. The rear attachment points are
arm can now be passed down through the wiper not pre-drilled in the sumpguard. These must
motor well area to the lower attachment point, be marked out to suit the individual vehicle with
the front tower arm can then be positioned and the front of the sumpguard correctly attached.
the assembly fully secured. Repeat this procedure The holes must then be drilled out to size (12 to
for the other side of the car. 12.5mm) for positive location of the sumpguard,
Four heavy gauge washers and fixing blocks since this then becomes an integral part of the
are now left. These are for additional attachment chassis.
of the sides of the rear frame. Drill 10mm holes NOTE: The hole positions can easily be
through the INNER SHELL ONLY, at the four marked on to the shield by the following method.
rear frame side mounting points. Pass the upper Remove the head from a 12mm bolt, screw
fixing block upwards inside the shell, position a this remaining threaded portion into the rear
heavy gauge washer between the shell and the attachment point leaving approximately 5mm
frame, then retain by inserting the bolt. Repeat of thread above the surface. Fit the shield to
for the lower fixing points. Check that all bolts front attachments and apply pressure to the
and component parts are in place and that you rear of the shield at each attachment point,
are content with the general fit. the threaded section should then clearly mark
Now go round ALL attachment points and the shield accurately where the holes should be
thoroughly tighten all bolts. drilled.
The strengthening and preparation is now The lighter gauge rear shield is profiled to fit
complete but it is suggested that the roll cage around the fuel tank area. The rear part of the
i s removed whilst the bodyshell is painted. shield attaches to the rear tank mounting points.
Three holes must be drilled on either side of the
FRONT SUSPENSION BRACE shield, for bolting through the floor.
This is the last item under the general description
of body strengthening, and must be fitted to the
car by attaching to the front suspension top
mounting bolts. This can be left until all the other
operations have been carried out. Spacers may be
required to give adequate clearance between the
brace and the manifold on certain vehicles.
BODYSHELL PARTS LIST
BODYSHELL PARTS LIST
 FRONT SUSPENSION

The basic concept of the standard road car's pick-up point using the larger 12mm bolt
suspension layout has been retained but supplied. This hole should have been enlarged to
extensive modifications have been made to the suit this bolt during the bodyshell preparation.
way that the components have been constructed. Prior to assembly, fit the front wheel bearing
A revised front suspension assembly has been to its housing in the knuckle and retain with the
designed, fabricated and homologated two circlips. At this stage, press the drive flange
specifically for use in Group A motorsport, and into the wheel bearing, and fit the wheel studs to
MUST be used as a complete package. There is this assembly. Fit the threaded insert into the
no compatibility between individual components mounting post clamp from the TOP face, secure
and those found on the standard car. by clamping with standard pinch bolt. The
This new assembly consists of a modified knuckle assembly can now be attached to the
knuckle assembly, fabricated lower control arm lower control arm by a cap headed bolt and
i ncorporating spherical joints, an adjustable, washer inserted through the underside of the
tubular lower suspension arm/castor control link, outer spherical joint, into this threaded insert.
complete with spherical bearing and reinforced The lower suspension arm is attached to the
front attachment bracket. The heavy duty front lower control arm at one end by a bolt, but the
strut body with adjustable spring platform spherical joint at the opposite end locates with a
position, is fitted with a De Carbon monotube, bracket attached to the front crossmember.
gas filled shockabsorber insert. This attaches to This has been profiled to fit the crossmember
the knuckle assembly and incorporates a wheel AFTER the strengthening plate for this point has
camber adjustment facility in the top securing been attached, and has been designed to fit in
bolt. The alloy top mounting uses a spherical this original position using the three original
j oint housed eccentrically to allow further castor mounting bolts. This bracket is also designed to
and camber adjustment. The knuckle assembly be used as the front attachment for the
supplied in the kit is derived from the normal sumpguard.
production component but has been further The shockabsorber insert should be fitted to
machined within the wheel bearing housing to the strut body, to be secured by a single nut, but
accept the larger diameter wheel bearing, and the lightly lubricate the bearing surfaces and make
top mounting bolt hole enlarged to 14mm. sure that the bump stop rubber is in place on the
To complement this package, a selection of shockabsorber rod before assembly. The lower
`superprogressive' road springs and suitably spring guide ring, chosen road spring (spring
matched dampers have been developed to cover clamp required for this operation), top spring
tarmac and gravel applications. plate, followed by the top mounting assembly
These springs are constructed from tapered can then be secured by a single nut. There is
wire and offer a wheel travel capability coupled provision for a grease nipple to be fitted to the
with increased spring rate, unattainable from top part of the strut body, just above the
conventionally constructed, constant wire threaded section. Access to this nipple can be
diameter springs. made between the lower coils of the road spring
for occasional lubrication with a proprietary
graphited grease.
ASSEMBLY PROCEDURE
The completed shockabsorber and spring
Ensure that all components are thoroughly assembly is attached to the knuckle using the
cleaned and bushes lightly lubricated prior to special bolt supplied. This 14mm. top bolt is
assembly. Assemble under clean conditions at all handed since it has an `eccentric' head to enable
times. The spherical joints are located both in the wheel camber adjustment. The offset head of
lower control arm and strut top mounting plate this bolt fits between the two small angled plates
by circlips. Attach lower control arm to chassis on the strut body, the lock nut and special
hardened washer supplied should be fitted to the FRONT ROADSPRING DATA
plain side.
Gravel and Off-Road Events.
These bolts must be tightened by a torque
wrench immediately after the geometry has been Superprogressive.
set to the required figures. This is a very critical Reference Number: 5XS03AC031
area on the suspension, and as a precaution the European Tarmac Events.
torque figure should be checked as a service Superprogressive.
operation during vehicle use. Reference Number: 5XS03AC032
Smooth Tarmac.. Spain or similar.
TIGHTENING TORQUES Superprogressive.
Reference Number: 5XS03AC033
Top Bolt, 14mm to 18kg/m. (130 Ib/ft.)
Bottom Bolt, 12mm to 12kg/m. ( 90lb/ft.) NOTES: The springs have been designed to give
optimum performance and correct vehicle ride
FRONT SUSPENSION DATA height, when the lower spring guide ring or
platform is set at 140mm. This is when
As a direct result of National and International measured from the top edge of the spring
rallying experience with this model, the GM platform to the knuckle attachment lugs.
Eurosport development engineers in conjunction
with their `team' drivers have optimised the GENERAL COMMENTS
suspension settings for different types of event
and surfaces. It is suggested that these are When setting the suspension in the first instance,
adhered to particularly for the first competitive it is suggested that the top mountings he
outing, after which some drivers may prefer to positioned such as to give maximum positive
make their own subtle changes to these settings castor. That is with the top of the strut as far as
to give slightly different handling characteristics. possible towards the rear of the suspension turret
The package has been developed for optimum aperture. Further adjustment can then be carried
performance without a front anti-roll bar. out at the knuckle and the spherically jointed end
When setting the castor and camber angles, it of the lower arm as required.
is vitally important that both sides of the car
measure similarly. The tracking figures should
also be regularly checked, sudden discrepancies
i n the measured data could indicate that some
component has been damaged. In Group A
specification this is a very responsive vehicle and
to maintain driver friendliness attention to the
geometry settings is a priority.

FRONT GEOMETRY DATA

DESCRIPTION GRAVEL and OFF ROAD EURO TARMAC LOW TARMAC:

TRACKING 2mm toe out 2mm toe out

CASTOR: 4 degrees +ve. 4 degrees +ve.
CAMBER: 1 1 /2 degrees -ve. 2 degrees -ve.
NOTE: For predominantly radiused road surface, as found in Ireland for example, reduce front
wheel camber to 1 1 /2 degrees -ve.
FRONT SUSPENSION PARTS LIST
A power assisted, high ratio, steering rack system crankshaft pulley by a common `poly-vee' drive
has been designed and developed as a complete belt that also drives the alternator.
package for the Group A car. This includes the Two universal joints and two mini-shafts are
steering rack, steering pump, external power provided to connect the steering column to the
ram, oil reservoir, mounting brackets, all oil power steering rack assembly. One shaft fits
pipes and fittings. The power assistance between the two U.J's, the other fits into the end
characteristics closely match those developed for of the steering column having first removed and
the Group A Kadett GSi and Astra GTE models. discarded the original lower column shaft.
This minimises the torque steer effects usually NOTE: On certain vehicles, the replacement
associated with high powered front wheel drive l ower column shaft may require further
cars and considerably reduces driver fatigue. machining before it can be correctly fitted into
the existing lower column support bush. In this
INSTALLATION case refer to the diagram showing the revised,
machined condition.
Before attempting to fit the steering rack
The steering column can now be connected
assembly, the hole in the bulkhead where the
to the power steering rack by attaching the two
steering column enters the engine compartment
U.J's. Tighten all clamping bolts thoroughly!
must be enlarged significantly to accommodate
Initially the system will require bleeding to
the power steering valve body. A template of
this hole is provided as a single removable page remove any air pockets. Top up the pump
reservoir with new fluid (Dexron 90 020 172), to
in the rear of the manual. To prevent the
the edge of the filler neck. Start engine and
possibility of the power assistance ram becoming
immediately switch off, repeating this procedure
loose at its attachment points on to the actual
steering rack, the two bolts must be removed and until the fluid level is at the `MIN' mark with the
engine stationary. To bleed the system, start
drilled prior to reassembling, and then safety
engine and allow to idle whilst the steering wheel
wired. The steering rack assembly can now be
is turned from lock to lock. Finally check the
placed on its mountings, but before tightening
the securing nuts establish that the rack body sits fluid level in the system when the system is cold
and the engine not running. The level should
correctly on the bulkhead mounting positions.
then reach the `MIN' mark. At normal operating
Tolerances in the body shell may dictate that
temperature the level should not be above the
some metal may have to be removed from the
' MAX' mark. If the fluid level drops particularly
steering rack body to improve this condition.
low, check the system for leaks. Under no
The steering rack can now be attached to the
circumstances allow the pump to be driven with
bulkhead. A body sealing rubber gaiter is
insufficient or no fluid in the system.
provided and fits over the valve body from the
NOTE: Do not use the vehicle with the power
inside of the vehicle prior to fitting the column
assistance disconnected, this could lead to
assembly. This gaiter will require slight
damage within the valve assembly.
, trimming' to achieve a satisfactory fit around the
valve body, prior to attaching it permanently to
the bulkhead using adhesive or other means.
The oil reservoir can be attached to the left hand
suspension turret using the bracket supplied. All
the pipes are made to the correct length and have
the appropriate end fittings such that they can
only be fitted in the correct way.
The power steering pump is attached to the
engine by two bolts and driven from the
REAR SUSPENSION WHFFT.S AND TYRFS

The standard rear axle beam is retained for the Wheels have been specially produced for this car
Group A specification, and does not require by O.Z. These are available in 15 inch diameter,
additional strengthening. Special competition with a 6 inch rim width. Experience has shown
bushes are supplied in the kit, and should be that this gives the best possible wheel/tyre
fitted to the body mounting pivot point of the configurations from a performance point of view
rear axle. De-carbon gas filled shockabsorbers for both tarmac and loose surface use. They also
have been developed in conjunction with give compatibility with a wide range of tyres and
superprogressive `minibloc' rear springs for sizes permitted within this engine capacity class
gravel and tarmac events. These must be used in from most major tyre manufacturers.
conjunction with the corresponding front springs
and shockabsorbers, as they are part of a fully
integrated package. The 18mm. diameter anti- PERFORMANCE DATA:
roll bar, standard fitment on the GTE/GSi Fifth gear @ 7600 RPM
models, must be fitted for tarmac surface
applications. However, certain drivers may also Final Drive Racing Tyres Gravel Tyres
prefer the loose surface handling characteristics Ratio 18/56-14 14/60-14
resulting from running with a rear anti-roll bar KPH/MPH KPH/MPH
fitted. 4.53:1 166.5/102.7 175.6/108.3
4.86:1 155.3/95.8 163.9/101.1
REAR ROADSPRING DATA
Gravel and Off-Road Events. TYRE PRESSURES:
Minibloc.
Reference Number: 5XS04A0004 FRONT REAR
Racing tyres 2.0 Bar 1.6 Bar
All Tarmac Events.
Gravel Tyres 1.8 Bar 1.6 Bar
Minibloc.
Reference Number: 5XS04A0005
NOTE: An additional spacer may be required
under the springs to achieve the correct rear ride
height and appearance when using the European
tarmac front spring.

REAR SUSPENSION GEOMETRY

All conditions of use.
CAMBER: From 0 degrees 40 mins. negative
to 1 degree 35 mins negative.
( Maximum deviation Left to Right, 30 mins.)
TRACKING: From 0.5mm. (5mins.) Toe Out
to 4.Omm. (40 mins.) Toe In.
These parameters cannot be adjusted, and if they
fall outside of the above limits it would suggest
that the rear beam has become distorted.
 THE BRAKING SYSTEM

A dual circuit hydraulic system, with in-car adjustment beam. This operates the brake
brake balance control, actuates Automotive balance adjustment beam from within the car.
Products four-pot calipers at the front, fitted to Special brackets are supplied to convert the
267mm diameter by 25.4mm thick ventilated handbrake to hydraulic actuation. The master
discs. Solid rear discs, 251mm diameter by cylinder support bracket should be welded to the
9.6mm thick are supplied complete with centre tunnel, behind the handbrake lever. Refer
appropriate caliper mounting brackets and alloy to the photograph for exact position. The 5/8"
hubs. An hydraulic handbrake conversion kit is master cylinder attaches to this bracket complete
supplied, and includes the modified bracket, with the spacer block. The pushrod is then
spacer and hydraulic cylinder. Aircraft attached to the handbrake lever using the
specification, stainless steel `Aeroquip' type brake adaptor brackets supplied, and they should be
pipes have been developed and come as a welded to the handbrake lever. They should be
package, complete with all the necessary elbows positioned such that when the handbrake lever is
and bulkhead fittings. The designated brake pipe in the `OFF' position the pushrod is `FULLY'
layout is shown in the accompanying diagram, extended from the master cylinder. Remember,
and the individual pipe lengths have been this handbrake is NOT fly-off action, and should
optimised for installation in accordance with that this be required is left to the discretion of the
scheme. vehicle builder.
The front brake disc, is first attached to an
alloy adaptor plate which is then placed over the
INSTALLATION AND ASSEMBLY
drive flange. The brake caliper can then be fitted
Care must be taken whilst handling ALL brake over the disc assembly and attached to the
system components, and before connecting knuckle using the high-tensile cap headed set
i ndividual pipes and fittings together it is screws. The front discs are handed, and to
suggested that they are `blown out' with an maximise the brake cooling advantages must be
airline to ensure they are free from dirt, etc. fitted such that air is drawn through the disc
Lay the flexible pipes roughly in place inside from the inside of the disc, by the webs in the
the shell to get the general idea as to where they casting during forward motion of the vehicle.
will be finally sited. Reference to the general The front brake pipes must be connected as
schematic diagram will indicate the position in shown in the diagrams and photographs.
more detail. Because the pipe lengths are fixed, it However, check the installation to ensure that
is advisable to partially secure the pipe-run to the they have sufficient articulation throughout the
bodyshell before marking out the positions available suspension travel and wheel lock
where the pipes pass through bulkhead panels. angles.
Holes can then be made for the appropriate A special alloy bracket is provided to attach
bulkhead fittings, and once the pipes are the rear brake calipers to the rear suspension
connected up in their correct positions, they can beam. These brackets fit between the stub axle
be finally secured neatly, to the panels using and the rear axle beam. Fit the wheel bearings
proprietary clips. and the grease seal into the alloy rear wheel hub
The twin master cylinder pedal-box assembly supplied, and fit the wheel studs.
attaches to the original brake servo mounting Assemble on to the stub axles, securing the
studs. The 0.7" cylinder is for the FRONT outer taper roller bearing with its locking
brake system, the 0.75" cylinder is for the REAR washer, castle nut and split pin, following the
brake system. A flexible drive cable, fitted with a normal service procedure at all times for this
hand control that can be mounted on an operation. The brake discs and calipers can now
auxiliary bracket or on the centre console, be fitted. Connect up brake pipes and secure
connects to one end of the brake balance neatly to rear axle beam where required.
THE BRAKING SYSTEM

NOTE: The brake master cylinder combination

supplied will give adequate brake balance
compensation for almost every surface condition.
However, should the balance become a problem
on events that include a large percentage of
extremely tortuous downhill sections on dry
tarmac, the rear braking can be reduced even
further by fitting a 7/8" master cylinder to the
REAR brake system.

BRAKE MATERIAL INFORMATION

From our experience we would suggest fitting
Ferodo 2459 material for both front and rear
brake pads. This will give good all round
braking performance and satisfactory brake
balance control for both tarmac and loose
surface conditions. There are of course,
alternatives - Ferodo 3466 is a softer material
and DS 11 a much harder material.
Under some operating conditions a harder
material on the front pads may be a
consideration. However, since there is the
possibility that the DS11 material may not
always be running within its optimum
temperature range, the brake balance could
become inconsistent, and very REAR biased,
even to the extent of continuous rear wheel
locking. Should these circumstances prevail, the
choice of DS 11 has not been the correct decision.
Revert to the recommended Ferodo 2459.
BRAKES PARTS LIST
 ENGINE AND MANAGEMENT SYSTEM

The Group A engine specification has been fully A correctly prepared and assembled unit should
developed in the International rallying arena produce between 140 and 150 BHP, with
during 1989 and has shown to be powerful and maximum power developed at between 6800
very reliable. The special components required and 7000 RPM.
to build a replica power unit form the basis of
the Group A engine parts kit. Heavy duty engine ENGINE PREPARATION PROCEDURE
mounting rubbers are included and fit as a direct NOTE: IMPORTANT DETAILS
replacement for the standard components. Before commencing the stripdown of the
Competition engine preparation is really a standard engine unit and whilst the engine is in
very specialised operation and requires running order, ensure that the ignition timing is
equipment and skills beyond the scope of a correctly adjusted. This should be 10 degrees
skilled vehicle mechanic. In spite of this, to BTDC at idling speed. Then mark the
assemble the Nova/Corsa 1600 engine and distributor-to-cylinder head position so that this
Group A parts kit, would be a relatively easy correctly timed position is not lost when the
task for most competent vehicle mechanics. The distributor is removed. Failure to do this will
basic engine design, the machined, cast and die prevent correct repositioning of the distributor
cast finishes are to such a high standard on the after the rebuild, and it would then require access
production unit that the need for excessive to special electronic instrumentation to establish
i ndividual component preparation is minimal. the position.
By following the guidelines of this chapter, using The big-end caps, whilst they are each
the special components supplied, correctly matched to their conrod during machining, are
assembled would produce a fairly powerful and NOT marked when fitted to the standard
reliable power unit. The basic cylinder head is production engine. Before removal, mark the
very efficient in it's standard form, and the big-end cap to conrod position to ensure rebuild
procedures outlined in this chapter do not extend is in correctly matched order.
t o further modification of the standard
component. SUMP PAN
Obviously there is scope for optimisation of
power output by subtle modifications to both the The standard sump pan is retained but requires
cylinder head, manifolds, and valve installation, an additional baffle plate and pick-up pipe
although ALL dimensions must conform to those protector to prevent oil surge during braking and
homologated. The nature of the possible hard cornering manoeuvres. This specially
modifications is such that they should ONLY be profiled baffle plate and the protector should be
carried out by a competition engine preparation attached by `brazing' to the sump pan in the
specialist. Cylinder head and manifold positions shown in the diagram. It is important
modification, to realise a worthwhile gain in not to exceed the maximum oil level marks on
power, requires knowhow combined with careful the dipstick prior to subsequent competition use.
and laborious attention to detail. Yet to throw The oil surface could easily be picked-up by the
power away by an incorrect approach to the rotating crankshaft, significantly increasing the
modifications is all too easy. drag with a subsequent detrimental effect on
Please remember, that a good competition power output.
engine can only be developed from a good
standard production unit. If at all possible CRANKSHAFT
always use a new or very lightly used engine unit If there is any doubt as to the type of use that the
as the basis for conversion to Group A engine may have already had, measure the
specification. Cleanliness and careful assembly is crankshaft for wear and crack detect as a
the keynote to successful engine assembly. precaution. Production balance levels are
ENGINE

already very good and no further balancing is ENGINE BLOCK

required. If the crankshaft is not as new, lightly The bore size must be standard to remain within
polish the journals with a suitable grade of the 1600cc maximum capacity limits and should
crankshaft finishing tape. Thoroughly clean the therefore conform to the following dimensions.
component with petrol or other suitable solvent.
Blow out the oil passages with compressed air 78.995mm. to 79.025mm
prior to reassemble. The main bearing shells and 3.11ins. to 3.1112ins.
bolts are as production.
An oversize, competition piston has not been
developed. Prior to assembly, deglaze bores to a
PISTONS AND CONRODS
micro finish and 45 degree hatch pattern. The
To give the correct increase in the compression take-off hole for the standard engine breather
ratio and increased durability, Cosworth, full tower assembly, situated on the inlet side of
skirt, forged pistons are supplied. These have a the block, must be blanked off with the plate
lighter gudgeon pin which is a pressed fit into the supplied. See photograph for the detail. Assemble
small end bearing, as in the normal production i n accordance with normal build procedures.
condition. The Cosworth pistons are sized to be
compatible ONLY with the standard production
bore dimensions. These are in fact graded, but CYLINDER HEAD ASSEMBLY
the increased operating clearances with the
Cosworth piston easily accommodates any slight Carefully dismantle the cylinder head, placing
each component in numbered removal order so
variance in bore size.
The Cosworth piston is a direct replacement that the parts required can be reassembled in
their original positions.
for the standard unit, which can be discarded.
Prior to further cylinder head preparations,
Circlip grooves are evident around the gudgeon
a modification to give increased oil supply to
pin housing on the Cosworth piston, these must
the hydraulic lifters, thus ensuring adequate
be completely disregarded as circlips are not
oil pressure under high oil temperature and
required for this application. As a precaution the
sustained high engine speed operating conditions
conrods should be crack detected after the
standard pistons have been removed and prior to MUST be carried out. The oil pressure feed hole
i n the cylinder head casting, situated at the
assembly with the replacement pistons.
However, both the removal and fitting of the exhaust side of the cylinder head face should
be increased in diameter. This operation requires
pistons to the conrods is a specialised operation
extra care, and entails drilling out the existing
and must be carried out by appropriately
, angled' 2mm. hole to 3mm. The hole must be
qualified and equipped personnel. Heavy duty
enlarged throughout its depth (approximately
conrod bearing cap retaining bolts are supplied
40mm.), until it joins with the larger diameter
which also give more positive bearing cap
part of the `gallery' section, taking extra care
alignment.
to follow the path of the existing `angled'
The pistons have a designed `deck height' to
hole. Make sure that the oil passages do not
give a compression ratio of approximately
contain any residual swarf after completion of
11.4:1, and when installed should protrude
the modification. Follow standard procedures
above the block face at top dead centre by
for cylinder head refurbishing.
0.4mm. plus or minus 0.10mm. (0.016ins, plus
The production Nova/Corsa 1600 engine
or minus 0.004ins.) This dimension should be
features exhaust gas recirculation. This is part
checked in case of block discrepancies.
of the emission control system, where regulated
quantities of the exhaust gasses are recycled
through the inlet tracts under certain throttle
 ENGINE

opening conditions. The take-off position for oil seal with the lobes of the camshaft. The
this system can be found on the inlet face of the standard timing marks should be used for final
cylinder head below the inlet ports for cylinders assembly, and experience has shown that in the
No.2 and 3. This hole must be blanked off, using majority of cases they represent almost optimum
the alloy blanking plug provided. The hole in ti ming for this cam. Again there is scope for
the angled abutment on the camshaft housing optimising the valve timing, as tolerances in the
(camshaft case), for the standard breather system engine block dimensions do have an effect on
should also be blanked off. Apply `studlock' or the actual timing. The correct timing for this
si milar product to give additional retention. The camshaft is confirmed by measurement of the
photographs show the two finished conditions. INLET valve lift at top dead centre, and this
The standard valves must be retained. They should be 4.4mm. (0.1732ins.) when measured
can be slightly modified behind the valve head to with zero valve clearance.
i mprove gas flow, and the stem heights above the The cylinder head is attached by heavy duty
cylinder head face can be adjusted for optimum cylinder head bolts and must be fitted along with
performance, but these operations should only the heavy duty, competition gasket supplied.
be carried out by suitably qualified personnel, Make sure that the head face is thoroughly clean
AND with close reference to the homologated and dry, fit with dry gasket. No grease or sealants
dimensions. to be used. Make sure that the head is properly
Heavy duty valve springs, large diameter l ocated on the locating dowels before any attempt
l ower spring platforms (valve washers), modi- is made to secure. Ensure that the mating faces of
fied top retainers (valve spring cups) and thrust the camshaft housing and cylinder head are also
pads are provided and must be assembled in the thoroughly clean, then apply recognised sealant
following sequence. to both faces prior to final assembly. Lightly
lubricate the thread area of the bolts to minimise
thread friction during the tightening procedure.
INLET VALVE The bolts should be tightened in three stages,
Place large diameter lower spring platform over adopting a spiral pattern sequence from the
valve guide boss. Fit appropriate valve through centre of the cylinder head.
guide and press valve stem oil seal into place. 1st. stage: 3.5 kg/m. (25 Ib/ft.)
Fit valve spring, followed by the modified top 2nd. stage: 6.0 kg/m. (45 Ib/ft.)
retainer and secure with split collets (valve stem Final stage: 9.0 kg/m. (65 Ib/ft.)
keys).
The three tightening stages should be carried
out operating the torque wrench in a CON-
EXHAUST VALVE TINUOUS angular movement until the required
Place standard rotator platform over valve guide torque figure has been reached. This will almost
boss. Finish off assembly as for inlet valve. eliminate the errors introduced by the friction
i n the threads and under the bolt head. The
gasket thickness when fully clamped is 1.2mm.
CAMSHAFT ( 0.047in.) which is equivalent to a volume of
The design data for the camshaft supplied is as 6.1 cc.
a direct result of extensive dynamometer testing As the standard engine breather system has
and competition experience with this power unit. been deleted, an external breather must be pro-
Camshaft lubricant is provided and must be vided. Connected to the camshaft top cover this
applied liberally to the lobes prior to assembly. pipe should then lead into an auxiliary catch
During the fitting of this camshaft to the housing tank with a minimum capacity of 2 litres. This
(camshaft case), take care not to damage the container could be made out of plastic but if
ENGINE

made from a non-translucent material must INLET AND EXHAUST MANIFOLD

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

There is an alternative solution for donor degrees BTDC. The idle speed adjusting screw is
vehicles that do not comply and for those l ocated on the inlet manifold throttle butterfly
requiring a better management system than the housing. To increase idle speed, turn screw
Bosch L3.1 Jetronic anyway. Since the outwards. The C.O. levels are controlled by a
introduction of the Group A engine parts kit, potentiometer in the ECU housing, and adjusted
several engine preparation specialists associated by a screw concealed by a tamperproof plug.
with Nova/Corsa engine building have been Idle on this engine may be slightly erratic, but
developing their own alternative engine should be set to between 1300 to 1500 RPM and
management systems. These are all Group A with 1 1/2 to 2% C.O. level.
legal and in most cases the ultimate power is If the engine can be run on a dynamometer,
slightly increased, but with significantly or the complete vehicle on a rolling road, the
i mproved mid-range performance and ignition can be further adjusted on full load at
drivability. Whilst there is a cost penalty for the 5000 RPM and should be set to 20 degrees
i mproved system it is worthwhile consideration BTDC.
even if your donor car already has Bosch L3.1
Jetronic set up, simply because of the increased BOLT TORQUES.
performance readily available. This becoming a Cylinder Head 1st stage: 3.5 Kg/m. (2516/ft.)
more obvious decision should your donor car be 2nd stage: 6.0 Kg/m. (45 lb/ft.)
to one of the completely non-compatible 3rd stage: 9.0 Kg/m. (65 lb/ft.)
specifications! Main Bearing Cap: 8.0 Kg/m. (58 lb/ft.)
If the engine is equipped with the full Bosch Con. Rod. Cap: 4.0 Kg/m. (30 lb/ft.)
L3.1 Jetronic system, both ignition and fuel Camshaft Pulley: 5.5 Kg/m. (40 lb/ft.)
requirements are controlled individually. The Crankshaft Pulley: 6.0 Kg/m. (45 lb/ft.)
major changes to the camshaft characteristics Flywheel: 6.0 Kg/m. (43 16/ft.)
and compression ratio in full Group A tune,
dictate different fuel and ignition requirements. FUEL SYSTEM
The ignition system is electronically programmed The standard 42 litre (9.2 gallons) steel petrol
by a unit mounted to the underbonnet bulkhead. tank is retained. The standard high pressure
This is replaced in the kit by a similar component delivery pump is also retained, but must be
matched to the requirements of this engine repositioned to the area between the fuel tank
specification, and is plugged in as a direct and spare wheel well. The existing mounting
replacement. bracket can be modified for use in this revised
The electronic control unit, ECU, for the l ocation. The fuel filter supplied should be
i njection system is integrated with the air flow mounted on the special bracket and attached to
sensor and mounted in a cast alloy housing on the bulkhead as shown in the photograph.
top of the air flow sensor. A reprogrammed unit Armoured fuel lines (Aeroquip type) are supplied
is supplied and can be fitted as a direct to the correct length for running through the
replacement. Remove the standard ECU by i nside of the vehicle and for connection to the
slackening the four attachment screws around i njection system. These can be fitted by
the housing. following the guidelines in the chapter for the
i nstallation of brakepipes.
NOTE: This engine has been developed to run NOTE: Under certain extreme conditions of
on FOUR STAR PREMIUM LEADED FUEL. vehicle use, for example tortuous `Alpine' ascents
Before setting the idle speed and C.O. levels, on dry tarmac, intermittent fuel surge may occur
check the dynamic ignition timing. This should particularly when running with a low fuel
be set with the engine running without load on content. Keeping the fuel level ABOVE half full
part throttle at 2000 RPM, and should be 32 will prevent this condition.
THE EXHAUST SYSTEM CLUTCH

A revised front downpipe, centre pipe and tail invaluable for on event servicing or replacement
silencer have been developed in conjunction with if damaged. The system can then be attached
the engine development programme. The using the standard exhaust mounting rubbers.
dimensions selected for the front downpipe and
centre pipe enhance the torque characteristics of CLUTCH ASSEMBLY
the Group A engine, and the engine management A sachs 190mm diameter, solid disc centreplate
system has been optimised for this system. competition clutch with heavy duty diaphragm
Whilst the total system is considered effective as cover has been developed. This unit is supplied
a silencing device and meets current U.K. Traffic in the Clubmans Kit and fits the standard
Regulations, it is the responsibility of the flywheel without any modifications. However, it
competitor to ensure conformity with the traffic does require a special release bearing which is
regulations of the countries through which the supplied complete with a special bearing carrier.
event is run. This carrier requires detailed modification for it
to fit the existing gearbox casing, as follows.
FITTING GUIDE One of the three locating flanges must be
Mounting brackets for this exhaust system have reduced in thickness to give clearance against the
not been attached. Experience has shown that it gearbox casing at one point. This can be
is easier to mark the exact position for the achieved by carefully grinding away the excess
mounting brackets with the system in place. material thus `thinning' the selected flange
This allows for some variation between vehicles around its outside diameter. The three
and exhaust systems to be catered for. attachment holes around the carrier must then be
The chassis mounted rear bracket should first slotted and elongated to adapt to the smaller
be removed from the car. Replace with and weld pitch circle radius of the threaded holes in the
into place, the modified bracket supplied. The casing. Assemble by first fitting the `O' ring seal
front bracket should be welded on to the rear followed by the thin spacer ring. Secure in
gearbox mounting centre bracket. The position position by attaching the bearing carrier to the
can be determined by attaching the front gearbox casing with the three bolts. Clutch cable
downpipe to the exhaust manifold. The other adjustment procedure follows that for the
part of this bracket can then be tack welded to standard car.
the front pipe to line up with it. Now remove
the front pipe and complete the welding
operation on the bracket. Refit front pipe and
fully secure to gearbox mounting point. The
centre pipe section and rear silencer box should
now be offered into place. By twisting each
section relative to each other, the optimum
position can be determined giving satisfactory
clearance over the rear axle beam, spare wheel
well etc. Mark position for the rear mounting
bracket and tack weld in place if possible.
Remove from car for final welding operation. It
is suggested that short lengths of small diameter
tubing are welded to the pipes on either side of
the sleeve joints to create a facility for lockwiring
the pipes together rather than using exhaust
clamps. This gives a quick release attachment,
ENGINE PARTS LIST
 GEARBOX AND DIFFERENTIAL ASSEMBLY

A close ratio 'dog type' gearbox kit has been removed can easily be determined by inserting
specially developed for this model. This gearbox the selector fork and shaft into position in the
utilises the casing and intermediate housing or casing as a guide. Since the 4th gear wheel is larger
' sandwich plate' from the standard car's F13 than the standard item, a considerable amount
speed gearbox but the component parts of the of material must be removed from the casing at
close ratio kit must be assembled along with a the point where the gear cluster encroaches into
revised end cover and gearshift cover assembly. the differential housing. Approximately 2mm
As this is a heavy-duty gearbox unit, many of clearance is called for when assembled, and this
the component parts are larger that the corre- clearance can be viewed through the aperture in
sponding standard item. To accommodate these differential case when the gearbox cluster is fitted
some detailed internal modifications must be i nto the casing.
carried out on the casing BEFORE commencing Modifications to INTERMEDIATE HOUS-
assembly operations. I NG or SANDWICH PLATE.
The mainshaft bearing housing will foul on
the 1st gear wheel unless the casting marks
CASING MODIFICATIONS are removed by rounding off the affected area
The following operations are required within the before assembly. The amount of material to be
area normally containing the DIFFERENTIAL removed can easily be confirmed by offering up
UNIT. the mainshaft complete with the gear. All the
Remove the speedometer drive gear assembly above mentioned points are highlighted in the
and blank off the hole with the blanking plug illustrations for this chapter.
supplied. The speedometer drive gear support
l ug can now be removed by grinding away
the excess material. Also 'chamfer' the region GEARBOX ASSEMBLY PROCEDURE
adjacent to this blanking plug and remove It is very important that all the parts required
excess material by creating a 'flattened' profile are thoroughly cleaned prior to commencing
to the area immediately above the centreline reassembly of the gearbox and a clean, swarf-free
of the differential bearing housings. This will area is reserved for the build.
give the additional clearance required for easy Carefully remove all gears from the mainshaft,
i nstallation of the differential assembly. Clean since they have only been fitted loosely to the shaft
off all internal rough edges due to variances in for packaging purposes. It may be prudent to note
castings to give clearance for the crown wheel. the sequence of this assembly and confirm with
The following operations are required within the diagrams provided.
the area normally containing the GEARBOX The final drivegear pinion is integral with
ASSEMBLIES. the mainshaft, but prior to further assembly
The reverse gear shaft support housing is carefully fit the spacing washer behind the
already machined to 'convex' profile, this must gear, making sure that the small locating ball
be further modified by grinding to a 'rounded' i s correctly located in the small hole provided in
profile. To ensure COMPLETE engagement of the shaft and spacer, thus preventing the spacer
the dog teeth in 4th gear, the 1st/2nd and from revolving.
3rd/4th gear selector shaft support housing must Now lightly lubricate the roller bearings and
be spot-faced, removing 1.5mm from the entire slide over the mainshaft, along with the gear
face of the casting at this point. The casting must wheels and selector hubs in the order and
also be relieved by further radiuses in the corner position shown by the exploded diagrams and
of this area, to give additional clearance between photographs.
the casing and the selector fork enabling it to butt NOTE: If the donor gearbox has already cov-
against this machined face. The amount to be ered a significant distance, renew the mainshaft
GEARBOX AND DIFFERENTIAL ASSEMBLY

and 1st motion shaft bearings as a precaution. cap-headed bolts, making sure that the slot in
Now at this stage the mainshaft bearing can the 3rd/4th gear selector rod located the end of
be fitted into its housing in the sandwich plate the pawl.
and secured with the correct circlip. For ease The 5th gear complete with its hub and
of assembly, press the other bearing on to the selector fork can now be fitted to the end of
1st motion shaft and loosely position its large the mainshaft. The selector fork locates on the
retaining circlip behind the bearing in readiness end of the 5th gear selector rod assembly. Secure
for final assembly. This circlip CANNOT be the gear to the shaft with the 33mm nut, NOTE
fitted AFTER this shaft and bearing have been LEFT HAND THREAD, and tighten to a torque
pressed into the sandwich plate. The sandwich of 14kg/m.(100lb/ft.), THEN indent the locking
plate must now be supported in a vice with collar. Insert the small blanking plug into the
the gearbox side facing towards you. Take hole in the end of the 5th gear selector shaft
hold of the two assemblies, (mainshaft and assembly, Please ensure that the small holes in
1st motion shaft) and whilst holding the two the shaft, blanking plug and selector fork ALL
`in mesh', simultaneously introduce the shafts to align with each other BEFORE securing with two
their respective positions `through' the sandwich roll-pins.
plate. That is the mainshaft into its bearing, the The other 5th gear can be fitted with the
1st motion shaft and bearing into its housing, spacer ring to the end of the 1st motion shaft
securing the 1st motion shaft with the large circlip and secured by a circlip. Fit the reverse gear
behind the bearing. to its shaft with the thick spacer positioned
Now reposition this assembly in the vice, between the gear and the sandwich plate. The
turning it through 180 degrees such that the reverse gear thrust washer must not be fitted, as
gear clusters are behind the sandwich plate and it would prevent full engagement of the gear in
facing away from you. this gearbox. Carefully insert this shaft assembly
Place the 1st/2nd gear selector fork around i nto the hole in the sandwich plate making sure
its hub and press the selector shaft through this that the small LOCATING BALL is aligned with
fork and into the sandwich plate. Ensure that the the machined groove in the sandwich plate. Using
detent grooves are uppermost and then carefully a copper faced hammer, drift the shaft fully into
secure the fork to the shaft with two roll-pins. the hole.
The 5th gear selector rod assembly can now The long interlocking pin can now be inserted
be inserted through the sandwich plate and i nto position through the reverse gear detent
the 3rd/4th gear selector fork placed around hole. Fit reverse gear selector fork to shaft, fit
its hub. i nto sandwich plate and secure fork to shaft with
Engage 2ND GEAR and push the mainshaft roll-pin.
away from you to the full extent of the available The FOUR detent pins and springs can now
free movement. This will give better access to be inserted. and retained using the force-fit
i nstall and secure the interlock pin assembly plugs.
to the sandwich plate with two cap headed The gearbox cluster assembly is now com-
bolts. Once this is fitted, the mainshaft can plete and can be checked for correct operation
be returned to its correct position up against before final installation into the gearbox casing.
the bearing, and the 1st/2nd gear selector rod NOTE: This unit must be fitted to the
returned to the NEUTRAL position. The 3rd/4th gearbox casing BEFORE the special end cover
gear selector rod can now be inserted through the is attached. To re-check clearance of 4th gear to
axis of the 5th gear selector assembly, into the casing, refer to previous instructions regarding
3rd/4th gear selector fork and secured with care casing modifications.
by roll-pins. The 5th gear pawl assembly should
now be attached to the sandwich plate using two
GEARSHIFT COVER AND DIFFERENTIAL ASSEMBLY

In conjunction with this gearbox a revised constant velocity joints and special drive flanges
gearshift mechanism has been developed running in larger diameter wheel bearings. These
ensuring precision gearchange characteristics and shafts are capable of handling the torque from
better durability. the 2-litre engine, so the competition life in this
The standard gearshift cover assembly is application is considerably improved.
replaced by a modified assembly supplied as a The driveshafts must be fitted in accordance
complete unit. This is a heavy duty construction, with workshop procedures for the standard car.
and is compatible with the redesigned
gearchange linkage. GEARCHANGE MECHANISM
Three `Apex' joints, shaped connecting rod, long
DIFFERENTIAL ASSEMBLY straight shaft, short hollow shaft, shaft support
PROCEDURE bearing and housing, gearchange lever assembly
Alternative final drive ratios in heavy duty form and joining block are supplied. This is a
and a six-pack limited slip differential assembly complete assembly and can only be used as such.
have been fully developed for use in conjunction
with this gearbox unit. ASSEMBLY PROCEDURE
The increased size of this crown wheel does This can only be fitted in the first instance,
not allow sufficient space to retain the AFTER the engine and gearbox have been
speedometer drive gear. The limited slip installed. Attach the shaft support bearing and
differential is supplied fully assembled and is pre- housing to the forward mounted bracket
set to give approximately 75% lock-up. This previously welded into place during the
figure has been determined by extensive rallying bodyshell preparations. Fit one `Apex' joint
experience with the model and gives good between the short shaft from gearshift cover and
traction characteristics, yet remaining easy to one end of shaped connecting rod. The long
drive. There is scope within the limited slip unit straight shaft should be lightly lubricated and
for this figure to be altered, by alternative shim positioned through the hole in the centre tunnel,
configuration, but would suggest that the 75% through the forward positioned spherical bearing
figure will more that satisfy the needs of the and finally connected to the shaped connecting
majority of drivers. rod using another `Apex' joint. The gearchange
Assembly of this differential unit to the lever assembly can now be joined to this straight
crown wheel follows the normal service shaft using the remaining `Apex' joint and the
procedure for the Nova/Corsa model. short hollow shaft which slides over the end of it.
Don't forget the general rule that if the donor This forms a sliding joint for gearchange
transmission has already covered a considerable adjustment purposes, and can be firmly fixed in
distance, rebuild with new bearings. If in doubt, the desired position using the clamping block.
fit new. BEFORE MARKING OUT where the
IMPORTANT PLEASE NOTE: This heavy gearchange assembly is to be attached to the
duty differential assembly CANNOT be FITTED centre tunnel, the gearbox should be placed in
to, or REMOVED from the differential housing NEUTRAL gear position, the gearchange in
until the gearbox assembly is withdrawn from its NEUTRAL position and the sliding joint
casing by a minimum of 5mm. provisionally clamped in mid position. With the
gearchange assembly firmly attached, check the
DRIVESHAFTS availability of the six gears. Any final
To transmit the extra power developed by the adjustments to the linkage can be made by first
engine in Group A trim, it has been necessary to slackening the four bolts on the sliding joint
design and develop special heavy duty clamping block, this will then allow the lever to
driveshafts. These are fitted with much larger be repositioned.
TRANSMISSION PARTS LIST
 GEARBOX & FINAL DRIVE DATA

The Homologated ratios for the heavy duty

gearbox are as follows. It is important to
remember that these are internal and not the
overall ratios.
RATIO NUMBER OF TEETH
1st . . . . 2.54:1 33:13
2nd .... 1.76:1 30:17
3rd .... 1.42:1 27:19
4th .... 1.19:1 25:21
5th .... 1.04:1 24:23
Rev .... 3.31:1 29:13 x 43:29
Several optional final drive ratios have been
homologated but the crown-wheel and pinion
sets that equate to the ratios are not necessarily
readily available.
The following ratios are currently being used
successfully:
Gravel. 4.64:1
Tarmac. 4.36:1
PERFORMANCE DATA: Fifth gear
Cq• 7500 RPM

Final Drive
Ratio Racing Tyres Gravel Tyres
18/56-14 14/60-14
KPH/MPH KPH/MPH
4.64:1 161.10/100.05
4.36:1 171.433/106.48

SPEEDS IN GEARS AT 7500 rpm

4.36:1 Final Drive
18/56 - 14 Michelin Racing Tyres
ELECTRICAL SYSTEM

The standard wiring loom and 55 ampere battery +ve lead (16mm) and re-run it through
alternator are completely satisfactory and need the bulkhead to the switch terminal.
only be modified when several extra electrical Connect the other switch terminal directly to the
components are to be fitted. Under certain event starter motor using similar 16mm cable. Replace
conditions, four additional driving lamps, a short the link lead from the starter motor to the
wave radio and additional navigational alternator with 16mm cable. This will now be
i nstruments may be required. Under these suitable for use with a larger output alternator if
circumstances we would advocate the fitment of required.
a 90 ampere alternator and additional individual Now take the remaining smaller diameter
wiring harnesses appropriately relayed and fused. (10mm) battery +ve lead, re-route and attach it
The 1600 model is fitted with a 44 ampere hour directly to the alternator.
capacity, maintenance-free battery. This is To ensure that the engine is also cut when the
completely satisfactory for all competition master switch is moved to the off position, the
applications. coil -ve terminal must be connected to one of the
When refitting the wiring loom following a two small `W' contacts on the master switch.
major vehicle rebuild such as this, certain The second `W' contact must be connected to
precautions must be taken to ensure satisfactory chassis ground.
performance of all electrical components. A coil -ve terminal can easily be found on the
Wherever possible secure the wiring to the rear face of the instrument cluster as this lead is
bodyshell using proprietary clips and always use also the tachometer pulse supply lead (light
grommets where the wiring passes through metal green). Run an additional wire from this
panels. Additional care when making cable runs connection point to the appropriate `W' terminal
will pay dividends... neat, tidy and secure means on the master switch, following the path of and
safe and reliable! Ensure all plug-in connectors taped to the existing harness where possible for
are clean and completely engaged when support.
assembled. Special attention must be given to all NOTE: Certain event regulations require that
the earthing points around the vehicle, as some this switch can also be actuated from outside the
of these may have become insulated during the vehicle. In this case a choke or bonnet release
painting process. Thoroughly scrape away cable assembly can be adapted to operate the
excess paint from these positions to ensure a switch from a cable pull mounted on the
good connection. bulkhead.
Certain additional electrical items are
obligatory under FIA Appendix J regulations FOOT SWITCH
concerning safety. A general circuit breaker must This switch requires a lead from the -ve side of
be fitted to cut out all electrical circuits and must the horn (brown/white), and a return to chassis
now be wired in such a way that it also stops a ground. We would suggest making the
running engine. connection with the -ve side of the horn in the
A foot switch to operate the horn from the region of the horn push, where the lead emerges
co-driver's side of the car must also be fitted. To at the top of the steering column and connects to
fit these and other important items, the following a contact ring, rather than breaking into the
procedures should be adopted. harness at the lower end of the steering column.
Again follow the path of and tape to the existing
CIRCUIT BREAKER (Master Switch) harness for support.
An ideal position for mounting this is the centre
console, just above the gearlever linkage (see
photo).
Using the existing wiring loom, take the thickest
 ELECTRICAL SYSTEM AUXILIARY LAMP CIRCUIT

NAVIGATIONAL EQUIPMENT AND

RADIO
Take two feeds, one from each main terminal on
the master switch and connect into a fuse box.
This then gives the option of a permanent live
feed (for radio) or switched feed (for
instruments).

AUXILIARY LIGHTING
The main supply should be taken directly from
the master switch and connected to the power
i nput supply of the relay/s. To comply with
technical vehicle regulations, additional driving
lights should be switched off when the headlights
are on dipped beam. Control switching of the
relay/s must therefore be taken from the main
beam circuit, and we would suggest taking this
supply from the input side of fuse number three.
The wire will require soldering to this terminal.
By using double throw switches with on-off-
on sequence, they can be fitted such that in the
UP position the additional lights are switched on
and off by the main beam (i.e. legal) and in the
DOWN position they would be on at all times
regardless. Refer to the line diagram showing a
typical auxiliary lights wiring circuit for a `works
team' car.

INSTRUMENTATION
The introduction of the face-lifted Nova/Corsa
GSi model range for the 1991 model year also
gave the car a completely revised interior trim
package including a redesigned dashboard
assembly. In Group A, the standard dashboard
must be retained, although different instruments
may be fitted to it, and in a different layout.
However the trimmings below the dashboard
and which are not a part of it may be removed.
The standard centre console can therefore be
removed and replaced by a panel for the
mounting of auxiliary components, such as the
battery master switch, fire extinguisher controls
and fuses etc.
As the speedometer is inoperative, reference
to the tyre section will give the miles/kilometres
per hour per 1000 RPM in 5th gear so that the
rev counter can also be used as a speed indicator.
ELECTRICAL PARTS LIST
ELECTRICAL WIRING DIAGRAM
ELECTRICAL WIRING DIAGRAM
ELECTRICAL WIRING DIAGRAM
ELECTRICAL WIRING DIAGRAM
ELECTRICAL WIRING DIAGRAM
ELECTRICAL WIRING DIAGRAM
ELECTRICAL WIRING DIAGRAM
GROUP N GUIDELINES

A Group N car is fundamentally a standard that the carpet and gearlever gaiter supports
production car fitted with obligatory additional referred to in that section CANNOT be
safety items such as a roll cage, safety harnesses removed. The seat mounting system can be
and plumbed-in fire extinguishers, to comply modified to accept seats from a different source,
with specific FIA Regulations for Touring Cars - but the alternative seats must have at least the
Group N. In addition you will have to carry out same MINIMUM weight as the original seats.
some further permitted modifications to make This can be achieved by ballasting if necessary.
the car more competitive. Ballast must be securely attached to the
Starting with the engine, not a great deal can replacement seats for both safety and eligibility
be done to a normally aspirated engine under reasons. All the interior trim must be fitted to the
Group N regulations apart from blueprinting, car, including the rear seats, although they may
which is not cost effective. The basic engine not necessarily function as a seat once the roll
design and component finish is to such a high cage is installed!
standard that the need for excessive individual
component preparation is minimal. However, ROLL CAGE
there is some scope for a power increase as a The Group A Clubman Kit safety roll cage can
result of re-programming the ignition and fuel be fitted, and holes through the trim panels can
electronic control units, and these modified be made if necessary to enable this component to
components are now generally available on the be attached. The section in this manual
aftermarket. specifically outline the fitting procedure for the
Suspension modifications are permitted, in Group A car, but applies equally for a Group N
that the springs and shock absorbers may be installation.
replaced with uprated units, but their working A front suspension brace is permitted
principle and attachment points must remain between the suspension mounting points on
unchanged. The ride height of the vehicle must condition that it is fixed exclusively by bolts on
conform to the homologated dimensions. to the suspension mounting points.
Flexible bushes at the suspension pivot points
may be changed for mechanically similar bushes, ELECTRICAL
but made from a harder compound. This section of the manual applies equally to
The dimensions of the brakes must remain as Group N preparation. Brakes, transmission,
normal production specification for the model exhaust, suspension and engine preparation
but the pad/lining material can be changed. The chapters are exclusively for the Group A car and
handbrake may be converted to 'fly-off' action have no compatibility with the requirements of
and aviation type brake lines are permitted, but Group N.
no form of brake balance adjustment is allowed. GM Eurosport do not have any specific
The exhaust system can be modified from the components for the Group N car, although
first silencer box to the exit, provided that the certain components from the Group A Clubmans
pipe size does not exceed that forward of the first Kit can be used. These are restricted to the
silencer box. following parts:
Body Strengthening Kit
BODYSHELL Fuel tank Guard
The reinforcement procedures and the body Strut brace (tube), Strutbrace brackets LH/RH
strengthening components featured in the Group Roll cage assembly
A Kit, outlined earlier in this manual for the Rear beam bushes
Group A car can be followed, as seam welding Rear road springs
and strengthening of the suspended part is Rear shock absorbers
allowed under Group N regulations. Please note Engine mounting rubbers (set of 3)
CLUBMANS KIT BUILD LIST
CLUBMANS KIT BUILD LIST
CLUBMANS KIT BUILD LIST