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Thanks!:cheers:

Hi! I could use some help for an engine swap(F4R) in a GT5(i suppose Clio MK1 owners can help too). My main problem is how to make the exhaust manifold fit under the chassis... Any pics would be appreciated. Thanks!

In case that someone is interested,in this thread you might find some info that are related to F4R and slightly wilder cams.:) http://www.cliosport.net/forum/showthread.php?t=253499

The good thing about that set of cams is that they are homologated for all RS(172/182) so probably the power gains should be the same,maybe slightly better at 182s... I wonder if an 182 would get more than 25 hp gain with the same stuff...

Recently a friend of mine finished his Clio tuning... It is a phase I RS 172(732 engine). By using a free flow air filter,group N cams,reflashed ECU,free flow metal catalyst and a cat back exhaust,the engine gained somewhere around 20 hp. Of course it wasn't very cheap to do but at least...

Ben any news about the K4M engined Clio that you were expecting?:)

Like the old Clio MK1 kit car with the round airbox you mean...:)

Fred both Ben and Oliver are right,i have a friend who works at a research center of a university and he had a whole research on that subject. He told me exactly the same thing like Ben and Oliver,that by normal "car" speeds(meaning 120-140mph) in a perfectly designed ram system,the pressure...

Yeap,i know,but at speeds over 60-80 mph the speed of the air is big enough to create a very slight effect so the engine will never run at of air... It's rather difficult to explain because my english aren't so good to describe it exactly.:dapprove:

I know that ram air effect will never take place in a Clio but simillar systems work very well at motorbikes though...:(

No,you are right:) ,there is no way that a proper ram effect can be made because the air speed is very low so the pressure inside the airbox will never be in such high levels to create an effect like that... But in some cases when the OEM airbox is modified correctly,it has quite a difference...

In my opinion phase 2 airbox is less restrictive because the filter is vertical to the airflow compared to the phase 1 which is round so it is a little more difficult to create kind of a "ram effect" due to turbulence because of the shape of the airbox...:( I might be wrong but that's how i...

I didn't know about the throttle body,honest... Reffering to the airbox,phase II airbox is much better...It has much higher efficiency than the phase I. Simmilar airboxes are used in supercars.:) As for the ratios,the wheel is almost the same,the final drive makes the difference... The...

No,no i know about the 182's 738 engines... I'm talking about 736,the next generation of the 730-732 which had the same 4-1 exhaust manifold but the throttle body was "by wire" and not mechanical like the first generation of the RS 172.:( The only think that might make so much difference is...

Still need a good explanation why 736 Clios pull much better between 3000-5000 than 730-732...

It ain't bad to accept that you might be wrong...;) In this case i am,the vvt valve has the same part number,i checked it my self.:dapprove: But i still think that 730-732 and 736 engines have differences...:( I'll have to make a better search to get 100% sure...:coffee:

A friend of mine who also owns an RS 172 phase II,went to a Renault dealer to buy a new one because the older one was stuck,the dealer(who probably used Dialogys) told him that it is completely different... Anyway,that is not a problem(i might be wrong),i can check it my self too because i...

Take a look over here... http://www.oreca.fr/index.aspx?langue=2 I cant say for sure that there is no way that they might be wrong but i know for sure that the VVC valve in phase I is different(part number code) compared to phase II which in 172 and 182 is exactly the same.:)

A friend of mine has very good relations with Oreca company in France who used to prepare the original Renault Sport Super 1600 Clio's... I don't think that they could be wrong about that.:)

The perfect exhaust is the one that has welds only between the pipes and the silencers connections,and nowhere else.:) Without welds you get the optimal flow without any turbulence.;)

All the phase II RS Clio's have almost 40 degrees VVC.;) If i remember well it is 36 or 38.:( Only the phase I RS 172 had 16.

Yes,i know it is not variable through the range but RS 172 phase 1 and RS 172 phase 2 have much difference when compared through the low-mid range,because phase 1 has only 18 degrees VVT when phase 2 has almost 40.:) Of course phase 1 has wilder cams too but the difference is not so big...:(

Andy if you are talking about the rpm drop at every gear,i meant 300-400 not 3000-4000. All racing gearboxes have very close ratio due to very small power band. The cams that kd rs1 chose are entirely race cams so it won't be a good combination to keep the standard gearbox...:(

VVT is not only for pollution but to make the engine produce more power to the whole range than having only power at high revs... So unless you are going to use a close ratio gearbox which won't let the rpm fall more then 300-400 rpm at every gear change,then by selecting a set of cams like...

I agree with you Ben...:dapprove:

I just checked the link that Tom gave... http://www.yozzasport.co.uk/store/proddetail.php?prod=clio_rs_182_cup_trophy_exhaust 4 to 8 bhp from a cat back system?:headno: Sorry but no way...:( Even Supersprint(which is one of the top manufacturers) claims only 5,4 bhp and that by using...

Probably because he is not going to use high compression pistons so there won't be enough space left in the combustion chambers to let the valves travel free without hitting a piston while they are opening...:dapprove:

Someone,a new foto of the complete Yozza system,please?:(

What exactly are these numbers?:(

The external welds don't matter if they look bad or not concerning performance... The internals do all the harm in case that they are not perfectly welded...:(