Greetings,
First of all, excuse me for the non-Clio related topic, but since the 'heart' of the project is very similar, I think this is a great possibility for information exchange.
Many years ago I bought a Citroën C5 X7 / C6 / Peugeot 407 3 litre V6 engine, version ES9A, which was the latest equipped on Peugeot / Citroën cars. I don't know to which L7X version it would correspond on the Renault lineup, but it has VVT on both inlet cams (solenoids driven by PWM signal), managed by a Bosch ME7.4.7 ECU, and delivers 211 PS (208 hp) on its stock form.
Since the standard 2 litre engine of my Citroën C4 Hatchback requires new pistons, instead of making such repair, my idea is to replace it with the V6, along with a Peugeot 407 6-speed manual gearbox. My goal is not a race / track car, but a road car with a clean as possible engine conversion, to the point I'm even studying to keep the standard V6 ME7 ECU, as the C4 electronics are very similar to C5 / 407. Some people think it's BS, but I love the 'OEM+' aspect of a well built road car, as if it was factory built that way.
I also understand it would be a lot easier, with a better cost x benefit, to turbocharge the standard 2 litre engine, but whoever said engine swaps were supposed to be rational, probably never really dreamed of doing one lol. Speaking of difficulties, the two main issues I've encountered so far are: performance information about the ES9 / L7X engine and finding and bringing the parts to Brazil - expensive shipping, restrictive customs with very high import tax.
[album]20388[/album]
As I write here I'm waiting for the driveshafts and gearbox mount, imported from the UK, to be released by the dreaded Brazilian Customs inspection, which might get delayed by days or even weeks. It seems to me that these driveshafts and gearbox mount, from C4 2.0 HDI, will be straight fit on the V6 gearbox placement, and if it's the case, it will make the engine swap a bit easier.
Performance-wise, for now I've got an L7X-762 (Ph2) inlet manifold with fuel rails, injectors and throttlebody. I found out that the inlet ports on the ES9A cylinder head are wider than the ones on the Ph2 manifold under body, so it would probably disrupt airflow. It's curious because it's the opposite from what I had thought, maybe the smaller ports on 762 manifold produce greater flow speed?!
[album]20387[/album]
Because of this difference, I'm still figuring out what to do, if I should get my stock heads upgraded on a flow bench by a professional, or if I should seek the Clio V6 Ph2 heads. I wonder if the Ph2 heads have bigger valves than other L7X engines, and if their cams are wilder as well.
I haven't found technical specifications of L7X-762 heads and cams, or even from aftermarket cams, but if someone wants some official data about the PSA ES9 engines, I've compiled a few things here: https://1drv.ms/u/s!AoVuyTOXTvJp2kEqZWy-x9a1jMmG
Regards,
Filipe
First of all, excuse me for the non-Clio related topic, but since the 'heart' of the project is very similar, I think this is a great possibility for information exchange.
Many years ago I bought a Citroën C5 X7 / C6 / Peugeot 407 3 litre V6 engine, version ES9A, which was the latest equipped on Peugeot / Citroën cars. I don't know to which L7X version it would correspond on the Renault lineup, but it has VVT on both inlet cams (solenoids driven by PWM signal), managed by a Bosch ME7.4.7 ECU, and delivers 211 PS (208 hp) on its stock form.
Since the standard 2 litre engine of my Citroën C4 Hatchback requires new pistons, instead of making such repair, my idea is to replace it with the V6, along with a Peugeot 407 6-speed manual gearbox. My goal is not a race / track car, but a road car with a clean as possible engine conversion, to the point I'm even studying to keep the standard V6 ME7 ECU, as the C4 electronics are very similar to C5 / 407. Some people think it's BS, but I love the 'OEM+' aspect of a well built road car, as if it was factory built that way.
I also understand it would be a lot easier, with a better cost x benefit, to turbocharge the standard 2 litre engine, but whoever said engine swaps were supposed to be rational, probably never really dreamed of doing one lol. Speaking of difficulties, the two main issues I've encountered so far are: performance information about the ES9 / L7X engine and finding and bringing the parts to Brazil - expensive shipping, restrictive customs with very high import tax.
[album]20388[/album]
As I write here I'm waiting for the driveshafts and gearbox mount, imported from the UK, to be released by the dreaded Brazilian Customs inspection, which might get delayed by days or even weeks. It seems to me that these driveshafts and gearbox mount, from C4 2.0 HDI, will be straight fit on the V6 gearbox placement, and if it's the case, it will make the engine swap a bit easier.
Performance-wise, for now I've got an L7X-762 (Ph2) inlet manifold with fuel rails, injectors and throttlebody. I found out that the inlet ports on the ES9A cylinder head are wider than the ones on the Ph2 manifold under body, so it would probably disrupt airflow. It's curious because it's the opposite from what I had thought, maybe the smaller ports on 762 manifold produce greater flow speed?!
[album]20387[/album]
Because of this difference, I'm still figuring out what to do, if I should get my stock heads upgraded on a flow bench by a professional, or if I should seek the Clio V6 Ph2 heads. I wonder if the Ph2 heads have bigger valves than other L7X engines, and if their cams are wilder as well.
I haven't found technical specifications of L7X-762 heads and cams, or even from aftermarket cams, but if someone wants some official data about the PSA ES9 engines, I've compiled a few things here: https://1drv.ms/u/s!AoVuyTOXTvJp2kEqZWy-x9a1jMmG
Regards,
Filipe
