A fuel pump is an important part of the fuel injection system of the car. It is responsible for supplying pressure to the fuel injectors. This is electrically controlled by the car’s ecu using a relay. A fuel pressure regulator is used to control the pressure. This is normally located inside the pump or externally on the fuel rail.

Most fuel injection system primary fuel pumps are located inside the fuel tank. They have the fuel level sensor connected to the pump housing. Even though this electric motor is submerged in fuel there is no danger of fire due to the lack of oxygen inside the tank. Servicing the pump or level sender requires the removal of the pump which can be done through a service port in the car’s body or by removing the fuel tank. In the VAG cars this service port is under the rear bench seat.


Cars need a precise mix of oxygen and fuel to burn effectively. Much of the engine tuning done by ADE Tuning involves increasing the cars capacity to burn the air and fuel mix. This must be supplied in an exact ratio. If the pump is too weak the engine will lose fuel pressure at high revs. Fitting additional pumps or larger pumps will help to ensure a good delivery of fuel at the engine. Some cars experience starvation on long bends where the fuel pick up is on one side of the tank. If the tank is running low the fuel will flow to the other side of the tank causing the pickup to run dry.

There are many different brands of pumps and they can vary quite a bit in price. Always speak to your engine tuner as to what pump they would recommend. After all it is them who will be remapping your car.



This Peugeot 205 gti is the perfect example of how cars that you grew up with influence your life. The owner of this car could never get insurance on the car when they first came out. He had to settle for the 205 Style. Life continued and the cars he had changed over the years but the desire for the 205 gti was still lingering. One day he stumbled across an advert for the car you see pictured above. The car had been set up as a hill climb car and was in need of some serious tlc. In fact it barely ran.


With the car being set up for hillclimb racing. Hillclimbing is a branch of Motorsport in which drivers compete against the clock to complete an uphill course. So the gearbox was set up with the shorter gear ratio. This gearing is not suited to the normal road or even track. So the gearbox was removed and sent to a third party for a rebuild taking the gear ratio’s back to original.

Whilst the engine was out the car we set about checking it over. It soon became apparent that the 22 year engine had seen better days. The engine block was sent down to the engineering workshop and a rebuild kit was ordered for its return.

With block back in the workshop we set up building the engine back up using the new parts. As you can imagine with a car of this age, replacement parts are not always on the self and the air flow meter came all the France.

With the car built back up and running sweet it was handed back to the customer for them to enjoy. The car will be used mainly for track days but also for a quick blast in the sun.

It is great to see cars that we grew up with, idolized even still being used. This car is an honest car that has been made good for some fun.

This Peugeot 205 GTi will definitely catch your eye 🙂


Uprated clutch and flywheel supplied and fitted by ADE Tuning


An uprated clutch and flywheel was installed to this street sleeper of a VW Corrado. The Corrado was originally a 2.9 VR6 engine beast before the owner decided on a engine conversion. He fitted the R32 engine from a VW Golf but kept the standard clutch/ gearbox set up.

With the car on the ramp we set about removing the old clutch and flywheel so we could check to see what set up would best suit the car and power. The owner of the car didn’t want anything to aggressive and wanted a smooth drive. So we supplied an organic clutch kit with a lightened VR6 flywheel.

With the clutch kit fitted back in the car, we carefully ran the car through all the gears. With all gears being selected easily the rest of the car was built back up before going out for a test drive.

With the car no longer having a slipping clutch the uprated clutch had done its job.


Are you interested in uprating your clutch set up?

Coil Springs – The potholes arch-nemesis!

Coil Springs

Coil springs are an important part of your car’s suspension system, being the first line of defence when it comes to absorbing shocks and bumps from the road. Even on a perfectly level road a car would judder and vibrate as it moved, and the car springs are what give you a smooth ride, but through accidental damage or wear and tear their performance can diminish and create a ride which is too firm or bouncy.


An all to familiar sight and one of the main contributor’s to wear and tear on your car’s coil springs and the reason this spring broke.

After driving through a pothole the customer heard a twang coming from the front passenger side of his car. Fearing the worse he brought his car down to the workshop where we found this…

The spring had snapped 🙁 luckily it hadn’t caused any other damage and it had got him to the workshop. We ordered a new pair and had them fitted in the same day. If the owner hadn’t have heard the spring snap we could have been looking at replacing the suspension strut.

Good practice when replacing a broken spring is to replace both sides, fitting a pair. By not fitting a pair problems can occur, such as an uneven ride height, increased tyre wear and steering and handling can be affected.


VW Corrado G60



The initial concept of the Corrado was derived from the Mk2 Scirocco and was to be badged as such (Mk3 Scirocco) but in 1984 it was decided the Mk2 Scirocco would continue, and it did so for three years after the Corrado as we know it was first manufactured.

Volkswagen Corrado G60 Karmann History

Manufacture of the Corrado G60 began at the Karmann Factory and Volkswagen was aiming to rival the likes of the Porsche 944, so from the off, the build quality that Karmann Coachworks offered was a good start. The main opening body panels were Zinc plated, and the shell was partly Galvanised. This along with being heavily wax oiled (A patented process), means that the Corrado G60 is still with us today.

The 0-60 time of the Corrado G60 was a sore point for many, the reason being that an extra gear change is required as the gearing does not allow for 60mph in second gear. The 0-60 time would have been much more respectable otherwise. One of the features of the Corrado is the active rear spoiler which raises at 45mph and lowers at 15mph automatically, it can also be operated via a button on the dashboard. Volkswagen claim that the spoiler adds down force for increased stability at speed.

G-Lader Supercharger

The G-Lader Supercharger (Lader German for loader) was patented by a French Engineer called Léon Creux, 3rd October 1905. Originally it was developed as a rotary steam engine pump but the design required extremely high manufacturing accuracy which could not be reliably achieved at the time, so the project was halted.

Two fixed spiral chamber housing halves compress air between a shaft driven eccentric Magnesium displacer, giving a ‘G’ shape and hence G-Supercharger or G-Lader. Self lubricating apex strips are used in contact with the displacer which create a seal, helping to produce an efficient compression of air. The G60 Supercharger used on the Corrado (PG Code Engine) has a displacer depth of just under 60mm, hence ‘G60’. A timing belt is used on the crank driven displacer to ensure that there is correct clearance.

The G60 Supercharger was never given a maintenance schedule by VW, but there are internal bearings (Including oil fed from the cylinder head) which do wear with time. Most G-Laders have been rebuilt at some stage with new bearings, seals and apex strips as they have been known to explode, especially with the use of smaller pulley’s.

Now the VW Corrado G60 we had in the workshop had previously booked in for a rolling road session as the owner felt that it wasn’t running very to good and could smell fuel inside the car. The car was strapped down to the rolling road and was run. Immediately we could see that the car was not fuelling correctly and that the exhaust was blowing badly. The car was booked in for a few weeks whilst we investigated the fuelling issue and ordered a shiny new Jetex exhaust system.


The Jetex exhaust arrived and the car was put on the ramp for the fitting. Unfortunately the previous owner had made some modifications to the exhaust system and a new catalytic converter had to be ordered and fitted. This made a huge difference to the awful smell of petrol in the car. So now it was time to crack on with investigating the poor running. Unlike newer cars we are not able to plug the diagnostic machine into the Corrado to get a more accurate answer to why the fuelling is out so we had to go back to basics and start double checking everything. Some of the sensors had been replaced but with the car being 24 years old parts aren’t always just sat on the shelf and where second hand so these needed to be tested too! After many hours of checking over wire connections, timing and sensors we hit the jackpot and the car ran like it did back in the 90’s.