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Clio 197 engine swap into 1 of the 33 Silver 172 Cup's

You wouldn't do it unless dropping it into the 172 shell. But yeah with the 172 box you use the 172 flywheel and clutch. You could make it work with the 6 speed, but from what i see it requires custom driveshafts and some manipulation of the chassis leg and then i think the ratios would be very short on 15 inch wheels. Perfect for track work but not for daily. I know theres a chap called chip running the complete 197 engine and box in a 172 whos had to go custom with alot of stuff and he has said the same regarding ratios. Running full standalone too, i think its a dedicated track toy. Me doing it this PMT way means i can keep the costs down and use oem off the shelf everything.
 
Completely makes sense meaning running the 197 but still using the 172 shafts. Good to know it works, with a little bit of PMT. The benefits of having the later engine in, should go well.
 
indeed buddy, hope to get above 190bhp out of it after mapping with scoff, should make similar power to an individual throttle boddied 172 all being well. The cost of those been in excess of £1500 plus management to run it.
 
Drill was an 8.5 and I think the thread size is m10x1.5 I can check tomorrow though. If you look at the block you can see on 2/3 of the points the material is there, same as it is on a 172 block. Adaptation of the earlier engines as it has evolved for the later cars. I wonder how different a Meg 250 or 275 engine is.... gearbox wouldn't like it though lol
 
Internally a fair bit. I believe it mounts straight into a meg ( mk2 ) or clio ( mark iv ) though ...

shame the jc5 is weak as in that case you could probably do the same on that too, over 300bhp with a remap arnt they?
 
Few bits turned up today. Clutch kit cambelt kit and a 182 manifold. The house is in full lock down though due to a vomit inducing virus so not sure if I'll get any of it fitted to the engine but at least it's here. Still need to dig out my old cam locking tool and adjust it for the cam timing I need. 20170110_092106.webp 20170110_092203.webp
 
Drill was an 8.5 and I think the thread size is m10x1.5 I can check tomorrow though. If you look at the block you can see on 2/3 of the points the material is there, same as it is on a 172 block. Adaptation of the earlier engines as it has evolved for the later cars. I wonder how different a Meg 250 or 275 engine is.... gearbox wouldn't like it though lol
They are indeed M10 x 1.5, and the correct drill size for an M10 x 1.5 tap is 8.4mm. I'd be tempted to use a finer thread on something like this, maybe an M10 x 1.25 which would need an 8.9mm drill.
 
Well that was a shit job whilst trying not to puke. The bottom pulley wouldn't come loose meaning to time it up I had to release both the exhaust and dephaser pulley. U can usually get it with just the lower pulley and sometimes the exhaust being loose. Eventually got there though and after many rotations I have the exhaust cam set at its 0 position and the inlet a few degrees retarded. Should be good for another 72k or 4 years. Though I won't own it then lol. All torqued up nicely and luckily I had daves pulley locking tools here as my cam and crank lockers wouldn't of cut the mustard in this situation. 20170110_150913.webp 20170110_150916.webp 20170110_151629.webp
 
They are indeed M10 x 1.5, and the correct drill size for an M10 x 1.5 tap is 8.4mm. I'd be tempted to use a finer thread on something like this, maybe an M10 x 1.25 which would need an 8.9mm drill.

Why go finer if it's the oem size? What's 0.1mm between friends? Only used as they had it on the shelf in screw fix (y)
 
Well done, you will need the crane now.

I'm guessing you wanted it to be retarded?

Did you torque up the exhaust and dephaser pulleys and then check your timing?
 
Yeah i wanted the inlet retarded a few degrees to try and keep it holding power above 6500rpm as per scoffs instruction. I torqued everything up before removing the pulley lockers. Then rotated and checked it more times than i can count (so 5 maybe) the double checked the torque on the tensioner, idler and bottom pulley (y)
 
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