5 GT Turbo Renault 5 1700cc kit

[redvassilis]

Hallo everybody. I have a Renault 5 gt and I'd like to upgrade the engine. Is there anyone here who has tried and has experience with this kit Renault 5 gt turbo 80mm pistons and liners

 

[Clarkey]

Nothing wrong with just wanting to be a bit of a Hooligan. This means that you do not have to think about class limits, performance multipliers, or anything that may be important considerations if you want to compete and perhaps be competitive.
If your motor is an unknown then you will have to start at the beginning. I think the full bore and stroke job is probably a huge chunk of money to spend, to keep that cylinder head, but I think that boring it to 80.5 to give 1550cc is worthwhile if you are going to have to buy the bits anyway. The parts in the link wont work on their own, they are meant to work in conjunction with the 84mm stroke crank. The Gudgeon pin to crown is about 3.5mm less to allow for the greater stroke.
There was someone on here recently who had a 1550 with std turbo and carb, who had been to the rolling road for a check and had nearly 190 bhp, he was asking about next steps, but I never saw any more updates on this.
Power and torque go hand in hand more of one is more of the other, the bigger motor will have more lower down and be better (less of a step) as it starts to boost.
Renault themselves used the 84mm crank in the maxi 5 and kept the bores standard to keep the liners as thick as possible. This was over 40 years ago and they were running 3 bar of boost and water injection. Renault themselves never pursued the 84mm crank in Cleon Fonte applications but Dacia did They produced a 1500 Cleon motor in production which was the original source of the cranks.
There have been massive improvements in Turbocharging and engine control in the last 40 years, but I still feel that by going bigger you can run less boost to get the same output the smaller engine has to run more boost to make. More boost= more BMEP, the force trying to tear your engine apart which is not always directly proportional to shaft horsepower. Motorcycles are a classic case in point. They have much lower BMEP than car engines and make their power by revving to 16-18000 rpm. Not practical here, but you get the point.
There is a lot going on here, it's not just a case of bolting these bits together and away you go. if it were everybody would do it.....

Excellent info there Steve

I have a set of 78mm pistons and liners to go in a new engine.
Few extra cc’s…… it all helps.

 

[DrKd]

Sorry, my post didn't include my photo... so, re-uploaded.

 

[Steve Swan]

They look suspiciously like R5atmo crossflow pistons. A wedge head wouldn't need the valve cut outs

 

[DrKd]

They look suspiciously like R5atmo crossflow pistons. A wedge head wouldn't need the valve cut outs

Correct, they are 80mm Wossners from an atmo. Ive shaved the domes and machined the C6J similar to a C7K to lower the compression, ie I dont use the wedge head