Work required, basically all worn out....though it is 50 years old and has been continually thrashed
Cylinder Head
L14 cam fitted in both inlet and exhaust banks Inlet base circle .879” (std dowel fitted) Exhaust base circle .902” (2˚ dowel fitted) Shims fitted – inlet .159” .161” .154” .154” Shims fitted – exhaust .160” .147” .167” .164” Head thickness 4.608” around .020 - .025” material has previously been removed Cam bearings scored requiring replacement Excessive play in various cam follower sleeves (sleeves - tapered .0015”) Requires new cam follower sleeves and new cam followers All valve seats poorly cut and recessed in chamber All valve seats require replacement along with guides and valves Engine running L14 cams which is a good road cam At present std springs are fitted which require replacement At this point using the L14 cam; a better valve spring and retainer would be beneficial
Block
Cylinder block is at +040” 83.55mm and requires a re-bore Piston measured giving .005” piston to bore clearance Block can be bored to +060” and new pistons supplied Crankshaft is at std / std with some marking on main and big end journals Crank requires a re-grind to +010/ 010 Having re-ground crank all components will be rotationally balanced, Fly wheel requires re-facing and a new ringear fitted Clutch cover and clutch drive plate to be replaced All core plugs and oil gallery bungs to be replaced Water pump, timing chain, slipper pad, quadrant sprocket and pin to be replaced At this point a new cassette type water pump front cover should be considered. I will put this this into additional costings if required Oil pump to be stripped / inspected (the earlier castings are superior to the new ones and can be re-built accordingly) All new fasteners i.e. flywheel bolts and big end bolts to be replaced All gaskets and seals to be replaced Head gasket type dependant on final specification The engine would be fully re-built using all parts as listed below All machining / modification carried out and the unit would be dyno tested i.e. run in etc and optimised ready for turn key installation
Machining
Remove valve seats and fit new valve seats Remove valve guides, fit new Colsibro guides Selectively hone valve guides Cut valve seats as required and blend into valve throat and port Also blend into chamber and re-shape All valves lapped in and vacuum tested for efficiency Cylinder head re-faced Machine out all cam follower sleeves Fit new sleeves Machine out cam cutouts Bore and hone out follower sleeves to new cam followers Re-bore cylinder block and hone to give correct piston to bore clearance RE-grind crankshaft / polish etc and cracktest Re-face flywheel assembly Fit new ringear Carry out full rotational balance Remove broken stud from in manifold Remove broken union from thermostat housing
, my first Clio was BG 182 FF sold it to buy the 172 Cup, this must have been owned by a few people on here, it has had about 100 owners!!
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Sprints also had a lower final drive ratio of 3.77 instead of 3.55 to reduce 0-60 times, 4 speed gearbox and you can redline it in 4th!
different proposition to working on my Clio
