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Meg'd r27
R26
Re: The story of a high mileage 172
Update:
As you may know I have been carrying out a ITB conversion out on my 172.
What you don't know is I have fitted DCOE 48mm Jenveys and the car is now running completely on standard ECU and all Renault sensors!
To find out please read on:
I first bought some 48mm DCOE Jenvey itbs, which came with linkage, throttle position sensor, air temp sensor, air filter plus more.
The plan at first was to fit it with Omex, but we decided, why not try on standard management?
To start, we had some head scratching to do, as Jenvey do not sell a inlet manifold to fit DCOE style Jenveys to the F4R engine. I could have had a manifold made, but I was unsure on quality, so after a think we realised Jenvey sell adaptors to fit ITB's to twin carb manifolds.
So I got on the phone and ordered a manifold and 4 adaptors, and got a friend to machine the small 4 bolt holes to the backside of the adaptors and fitted them backwards to the manifold so the Jenveys then bolted straight up:
Standard adaptor:
Drilled adaptor:
Adaptors bolted to manifold:
Jenveys offered up:
Once this was done, the manifold needed porting out to match the 48mm Jenveys:
So I took a marker pen and marked what I needed to grind out:
And I got busy with the porting :evil:
Its not the greatest job, but it works! I also left the back end of the manifold rough, to help the air and fuel mix.
Next stage, the MAP sensor.
We needed to figure out how to mount the MAP sensor as most aftermarket ECU's can do away with this, but the standard ECU needs it.
More head scratching before and idea was hatched:
So I got on the phone to Bailey and ordered some dump valve vacuum adaptors and each inlet of the maifold was drilled and fitted with an adaptor:
We then took a vacuum pipe and ran that up to a tank, which in turn attched to the MAP sensor.
This, in theory, would mean the MAP sensor would be able to take an accurate reading from the inlet manifold, therfore retaining the use of the ECU.
But before this, we offered the Jenveys up to the car:
Everything looked good, apart from the throttle position sensor. The TPS could not fit onto the nearside Jenvey, as it would not rotate the correct way, so the only option was to fit it on the offside.
This showed 3 problems:
1) the TPS wiring was not long enough
2) The alternator bracket was in the way
3) The TPS needed to bolt on 90 degrees the wrong way
So more head scratching ended up with me taking a grinder to the alternator bracket, and then extending the TPS wiring. I pulled it out one wiring conduit, and extended and tucked them in with the conduit that carries the wiring for the injectors, to keep everything neat.
The only issue then was mounting the TPS.
So this bracket was made:
Meaning this plate was bolted to the throttle body, and the TPS then bolted to the plate at the correct angle.
We also had to grind a bit off the Jenvey spindle, as the Jenvey spindle is a D shape, where the Renault TPS is a flat shape.
I also took a bit of plastic off the TPS, to clear the bolts, but this has not effected the operation of the TPS:
So we reached the stage where it all bolted up, all I then had to do was attach the air temp sensor behind one trumpet to get an accurate reading. (This will be moved soon as I have another idea)
We then fitted the ITB's once more, this time with the coil pack bracket we made and the MAP tank also.
To overcome the problem of brake servo take off, we took this off the MAP tank, instead of drilling into the manifold as per usual.
Once this was connected, and we fitted a few more brackets (To hold the fuel rail still for example) it was time to start her up!
We were not expecting much, but not only did it fire, it ran well enough for me to put 200 odd miles on her for some basic testing.
The standard ECU coped well with the mods.
Once we had reached this stage, I needed it mapped, and contacted Paul Murray at RS Tuning. Going on his history of mapping standard ECU's he was a natural choice.
So today we made the 200 mile, 3.5 hour trip up to see Paul and see what he could do!
Long and short of it:
We reached:
191.3 BHP at the fly
159 at the wheels
158 lb ft of torque
Please check out the fabulous torque curve, nice and flat.
Now to answer some questions:
The car is internally standard.
It still has its cat in
This is only the first map, I will be going back to Paul for more work
The car has covered 135,000 miles
The final product (For Now!)
How does it drive you will want to know?
Well the trip bac kwas vey quiet, we were gobsmacked at how brillaint it is! It pulls hard from low revs, and keeps puling well over 7000 revs if needed!
Part throttle is great, it drives as well as it did on a standard inlet!
I need to say a huge thank you to Danpl6 and my mate Stu, who have been a huge support and doing half the work with me!
And a big thanks to Paul at RS tuning, the bloke is a legend!
I hope we have proved the standard ECU is very capable and I hope you have enjoyed reading this.
Comments welcome!
Update:
As you may know I have been carrying out a ITB conversion out on my 172.
What you don't know is I have fitted DCOE 48mm Jenveys and the car is now running completely on standard ECU and all Renault sensors!
To find out please read on:
I first bought some 48mm DCOE Jenvey itbs, which came with linkage, throttle position sensor, air temp sensor, air filter plus more.
The plan at first was to fit it with Omex, but we decided, why not try on standard management?
To start, we had some head scratching to do, as Jenvey do not sell a inlet manifold to fit DCOE style Jenveys to the F4R engine. I could have had a manifold made, but I was unsure on quality, so after a think we realised Jenvey sell adaptors to fit ITB's to twin carb manifolds.
So I got on the phone and ordered a manifold and 4 adaptors, and got a friend to machine the small 4 bolt holes to the backside of the adaptors and fitted them backwards to the manifold so the Jenveys then bolted straight up:
Standard adaptor:
Drilled adaptor:
Adaptors bolted to manifold:
Jenveys offered up:
Once this was done, the manifold needed porting out to match the 48mm Jenveys:
So I took a marker pen and marked what I needed to grind out:
And I got busy with the porting :evil:
Its not the greatest job, but it works! I also left the back end of the manifold rough, to help the air and fuel mix.
Next stage, the MAP sensor.
We needed to figure out how to mount the MAP sensor as most aftermarket ECU's can do away with this, but the standard ECU needs it.
More head scratching before and idea was hatched:
So I got on the phone to Bailey and ordered some dump valve vacuum adaptors and each inlet of the maifold was drilled and fitted with an adaptor:
We then took a vacuum pipe and ran that up to a tank, which in turn attched to the MAP sensor.
This, in theory, would mean the MAP sensor would be able to take an accurate reading from the inlet manifold, therfore retaining the use of the ECU.
But before this, we offered the Jenveys up to the car:
Everything looked good, apart from the throttle position sensor. The TPS could not fit onto the nearside Jenvey, as it would not rotate the correct way, so the only option was to fit it on the offside.
This showed 3 problems:
1) the TPS wiring was not long enough
2) The alternator bracket was in the way
3) The TPS needed to bolt on 90 degrees the wrong way
So more head scratching ended up with me taking a grinder to the alternator bracket, and then extending the TPS wiring. I pulled it out one wiring conduit, and extended and tucked them in with the conduit that carries the wiring for the injectors, to keep everything neat.
The only issue then was mounting the TPS.
So this bracket was made:
Meaning this plate was bolted to the throttle body, and the TPS then bolted to the plate at the correct angle.
We also had to grind a bit off the Jenvey spindle, as the Jenvey spindle is a D shape, where the Renault TPS is a flat shape.
I also took a bit of plastic off the TPS, to clear the bolts, but this has not effected the operation of the TPS:
So we reached the stage where it all bolted up, all I then had to do was attach the air temp sensor behind one trumpet to get an accurate reading. (This will be moved soon as I have another idea)
We then fitted the ITB's once more, this time with the coil pack bracket we made and the MAP tank also.
To overcome the problem of brake servo take off, we took this off the MAP tank, instead of drilling into the manifold as per usual.
Once this was connected, and we fitted a few more brackets (To hold the fuel rail still for example) it was time to start her up!
We were not expecting much, but not only did it fire, it ran well enough for me to put 200 odd miles on her for some basic testing.
The standard ECU coped well with the mods.
Once we had reached this stage, I needed it mapped, and contacted Paul Murray at RS Tuning. Going on his history of mapping standard ECU's he was a natural choice.
So today we made the 200 mile, 3.5 hour trip up to see Paul and see what he could do!
Long and short of it:
We reached:
191.3 BHP at the fly
159 at the wheels
158 lb ft of torque
Please check out the fabulous torque curve, nice and flat.
Now to answer some questions:
The car is internally standard.
It still has its cat in
This is only the first map, I will be going back to Paul for more work
The car has covered 135,000 miles
The final product (For Now!)
How does it drive you will want to know?
Well the trip bac kwas vey quiet, we were gobsmacked at how brillaint it is! It pulls hard from low revs, and keeps puling well over 7000 revs if needed!
Part throttle is great, it drives as well as it did on a standard inlet!
I need to say a huge thank you to Danpl6 and my mate Stu, who have been a huge support and doing half the work with me!
And a big thanks to Paul at RS tuning, the bloke is a legend!
I hope we have proved the standard ECU is very capable and I hope you have enjoyed reading this.
Comments welcome!
Last edited:
Coupe/Defender V8
Re: The story of a high mileage 172
SWEET
SWEET
Coupe/Defender V8
Re: The story of a high mileage 172
on standard ecu mate that's epic - low down grunt is sooo much better than standard ain't it :evil:
on standard ecu mate that's epic - low down grunt is sooo much better than standard ain't it :evil:
Re: The story of a high mileage 172
God yeah, it runs fantastic on the standard ECU, shows that although its not the best, its defiantely capable!
Im hoping due to such a low cost, it may be an option for other people to try, as Paul can now map this quite easily
God yeah, it runs fantastic on the standard ECU, shows that although its not the best, its defiantely capable!
Im hoping due to such a low cost, it may be an option for other people to try, as Paul can now map this quite easily
Re: The story of a high mileage 172
Thanks mate, was good to get it done so cheaply!
Yes mate, cant see why not!
it def was worth it mate
Dont start you
Il take you out in it sometime over the next week or so mate
you like?
Fantastic Russ, very well done mate! Nice to see someone going against the normal too
Thanks mate, was good to get it done so cheaply!
Yes mate, cant see why not!
it def was worth it mate
Great stuff mate!
When do you start stripping it?
Dont start you
Il take you out in it sometime over the next week or so mate
Top work Russ!!
you like?
e91 330d/type r mini
Re: The story of a high mileage 172
good result mate, sounded awesome going up the road.
hope my tea/coffee was up to scratch for ya
good result mate, sounded awesome going up the road.
hope my tea/coffee was up to scratch for ya
Re: The story of a high mileage 172
Hughes, it certainly was
Hughes, it certainly was
e91 330d/type r mini
Re: The story of a high mileage 172
It was, was nice to meet you
good result mate, sounded awesome going up the road.
hope my tea/coffee was up to scratch for ya
It was, was nice to meet you
e91 330d/type r mini
Re: The story of a high mileage 172
likewise mate, always nice to put a face to a nameIt was, was nice to meet you
Nafoff
ClioSport Club Member
knew most of this but nice to be able to say about it....good work all involved
e91 330d/type r mini
Cheers fella
shweet.
i managed to get 1.6 16v on fireblade boddies running on 1.2 8v ecu
only reason i went standalone is so i can play with stuff myself
Nice mate
i bet it was
33mpg is that good?
itb's next for me i thinks
I think for ITBs its good, iv generally been told its difficult to get near std mpg, i think on my usual work run this week il be getting more than that
Crack on matey, you know an easy way to do it now
e91 330d/type r mini
i will definately be more clio focused now the m3 is fixed so maybe towards the end of the year i should be in a very good position to get started.
pauls pretty dam persistant isnt he? dont like to give up until hes 100% happy
pauls pretty dam persistant isnt he? dont like to give up until hes 100% happy
172 Cup & Clio dci Van
Dan ... Flywheel?!?!?!?!?
Coupe/Defender V8
think I'm going to have to come have a good old nose when I get my shed back
