Twingo Renault K4M Variants

[Twingoman]

Hi,


So this thread is pretty much the equivalent of the D4FT thread I made; just wanting to see if anyone knows what the differences between K4M variants if any, as I'm looking to futureproof my Twingo RS133 which is about to roll onto 100k. As far as I understand, the only differences between the K4M RS engine (Twingo 133) and other K4M 16v variants is the intake manifold, cam profile, and possibly the cylinder head??? Can anyone confirm that?

I know there is someone who bolted a Twingo 133 intake manifold on a Clio II 1.6 (K4M 70x variant) with no real problems, but what about the other variants? I'm thinking to find a low mileage regular K4M 16v for cheap, and just switch the cylinder heads around and maybe flywheel/clutch? Thinking to source a written-off Dacia Duster MK1, Dacia Sandero MK2, or Renault Kangoo MK2 as they are the last cars to use the K4M in the UK afaik with production lines ending between 2017-2021 respectively.

Clio II 1.6 intake manifold swap:

K4M RS Intake straight fit?

Yo guys I got my hands on a Twingo RS intake manifold. Would like to know if it is a straight fit on a normal K4M that comes out in the Clios. Thanks

cliosport.net

K4M applications wiki:

Renault K-Type engine - Wikipedia

en.wikipedia.org

 

[DaveL485]

Only person I can think of that might know this level of detail is @Red21

 

[Red21]

The K4M found in the Twingo RS was the ultimate version of the engine for the road as it was originally designed for motorsport homologation along with the Clio GT/ S models, so anything is possible regards internals and sorry to say I don't know any specifics.
If you pm me the VIN I'll do some comparison checks on part numbers and other documents as & when I can next week but it won't be a quick.

 

[Twingoman]

The K4M found in the Twingo RS was the ultimate version of the engine for the road as it was originally designed for motorsport homologation along with the Clio GT/ S models, so anything is possible regards internals and sorry to say I don't know any specifics.
If you pm me the VIN I'll do some comparison checks on part numbers and other documents as & when I can next week but it won't be a quick.

Nice one mate! I'll message you next time I'm around the car. No hurry though, just starting out in the planning phase of futureproofing my 133, no work will commence until Spring next year

 

[Twingoman]

Basically just want to know if the cylinder blocks themselves across the K4M 16v range are the same. As long as cylinder heads have the same mounting points as the K4M RS (Twingo RS/Wind), as well as stuff life engine mount location etc, *should* be good in theory for just a head swap

 

[Wheelers Workshop]

Hi Twingoman,
I can't add much here regarding swopping the inlet manifolds, but try comparing the various engine inlet gaskets on line for stud holes and ports etc.
I have been playing with two RS133 units one from a Twingo RS133 the other from a Wind, I have stripped both to harvest the internals for my R8 rear engine conversion, sadly I have thrown away the 2 bare RS engine blocks, as the starter is on the wrong side for my R8 bellhousing, however the earlier circa 2004 K4M Megane 1400/1600 motors have the starter on the opposite side i.e below the exhaust ports. So I have also purchased a supply of these earlier K4M blocks which are otherwise identical to the later design and share the same head gasket as the RS . The 2004 Megane std heads when compared to the later RS ones are apparently similar, but the obvious changes are the pistons and conrods, the rods have fitted bolts and the pistons have machined cut outs to clear the additional valve lift. This means that the RS /Wind cams must be hotter than std K4M units and VVT is also used on the inlet pulley, which is what you would expect, to get the additional horse power generated from. [ECU might be different as well, I use a cam driven Points distributor instead]

Cat Cams sell 3 options of k4M hotter cams by the way, they are not cheap either, I did consider reprofiling the RS cams, but Salv pointed out that the cam lobes themselves appear to be mechanically fitted to the thin wall hollow shaft so prohibiting a regrind.
Hope this helps
Dave