Hello from 133.net
- Thread starter singlespeed
- Start date
Get yourself up to inverness mate one night, there is a few 197s and 200s ere, what's your cars spec now cars looking good, better in the flesh with the 15's on
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Heres my thread over on 133.net if your interested
RS133 Gordini #159
If theres another NoS meet soon, I'll head over and catch up again, or planning meeting up with Gordy (LordyB) sometime for a run out and grab some pics of the Gordini and Silverstone
Welcome to the forum. Had a good look on 133.net and that's a smart ride you have there.
Awesome idea, with the stickers between the stripes.
Awesome idea, with the stickers between the stripes.
One of the recent changes to the Dini. Sorry for depriving someone of a 197 airbox but it has gone to a good home
Take one Clio 197 Ph1 filter housing,which just fits into a 133 engine bay
chop the middle out of it as the intakes point in the wrong direction, leaving just the base and a top ring to clip onto the top of the intake
Make up a carbon tube and then wrap the can in a couple of layers of carbon. Make a duct to fill the large gap above the radiator, where the original scoop was... Cut a large hole in the new can and join the two parts together.
BMC filter element installed
Theres about 1mm either side, between the lid and the battery, lid and cable connector
It's just a little bit bigger than the 70/130 CDA :?
Take one Clio 197 Ph1 filter housing,which just fits into a 133 engine bay
chop the middle out of it as the intakes point in the wrong direction, leaving just the base and a top ring to clip onto the top of the intake
Make up a carbon tube and then wrap the can in a couple of layers of carbon. Make a duct to fill the large gap above the radiator, where the original scoop was... Cut a large hole in the new can and join the two parts together.
BMC filter element installed
Theres about 1mm either side, between the lid and the battery, lid and cable connector
It's just a little bit bigger than the 70/130 CDA :?
I think its overdue to do an update on the progress as theres been a few changes :001_huh:
Some relatively minor and some not so
http://www.twingo133.net/twingo-renaultsport-gordini/renaultsport-gordini-159-t1816-75.html
Some relatively minor and some not so
http://www.twingo133.net/twingo-renaultsport-gordini/renaultsport-gordini-159-t1816-75.html
Yep, a few Twingo owners have traded up and come here and a few from here have traded down and joined us lowly powered Twingos :rofl:
Probably way over due an update to the progress...
As there was still no options for replacement cams for the later K4M engines, I bought a replacement cylinder head and sent it away on holiday to Belgium for CatCams to work on some profiles. I'd already seen the casting of the inlet ports and had already decided that the new head would have a thorough work over anyway as the finish isn't bad, but way short of good.
I decided that I didn't like the gloss black center surround. So sent the bits away and had them flocked by Thomas and Vines.
Cylinder head work by Automotive Machine Services
http://www.automotivemachineservices.co.uk/
Inlet ports machine bored, throats worked, valve seats recut to three angle seats instead of a single and new guides pressed in. Original valves retained as they are quite large for the original port sizes and big enough to flow over 180hp as going oversized would be Clio200 valves, which will probably be a waste of money.
The exhaust side had the throats worked, the roof of the port opened out where there used to be a thick boss, valve seats recut and new guides.
Chambers had work around the valves, to unshroud the valve. Polished out the casting marks and then refaced the gasket face to restore the compression ratio.
Fast road profile camshafts from Catcams
Billet ground and heat treated, with a bit more lift and more duration. Stage 2 cams
For anyone wanting to know the profile specs for the original cams and the new profiles
Which makes the original RS133 cams look fairly wild when compared to the 5502702, 703, 704 series upgraded camshafts for the earlier k4m-700 series engines :shock:
KTR 4-1 manifold
Dini was booked in with K-tec to have the head replaced with the ported one and to fit the new profiles. KTR had ordered a set of cams as soon as mine were released and they got around to fitting them the day before I went down, with them dropping straight in and being roughly mapped in without any problems. As we found out after fitting my set of cams and it pulling 175hp peak but, not being happy to idle, I've got a stage 2 grind and KTR the stage 1's. The MAP pressure in the inlet plenum was all over the place compared to a standard car or the stage one profiles. So, Dini was abandoned down South whilst cam timing was adjusted and many mapping sessions were done to improve the low down drivability and also start looking at their Gen90 ECU for the Twingo.
With the bottom end of the rev range now running much better and having a few things to sort out before FCS, I went down and picked the car up. Splitting the 600 mile drive back home, neatly worked out with the North west Group having a RR sesh...
I know its only a guide, as it was a long time since I was down at RS tunning and the roller setup has moved in the mean time. Original graph from the remap which is back on page 2 of the thread
Saturdays graph from the Rolling Road shootout, where three of the clios recorded readings with in 1-2Hp of recent visits to RSt.
I've scaled the graph from Saturdays RR shootout to fit the scale on my original RSt graph.
As expected, the bottom end of the graph still sucks but I knew that would be the case before picking it up. If we can sort the 3000-3500 dip to some extent then I'll be more than happy.
I'm happy now anyway, but theres certainly more to come as AT Power now have the old cylinder head to design some direct to head throttles.
Now dropped onto BC Racing coilovers which have completely transformed the handling for the better compared to Cup suspension or Cup dampers and Apex springs. Now, much sharper turn in, soooo much grip and softer too... Go figure.
Anyway, your probably borred by now, but that's the main bones of the thing updated, omitting a few bits
As there was still no options for replacement cams for the later K4M engines, I bought a replacement cylinder head and sent it away on holiday to Belgium for CatCams to work on some profiles. I'd already seen the casting of the inlet ports and had already decided that the new head would have a thorough work over anyway as the finish isn't bad, but way short of good.
I decided that I didn't like the gloss black center surround. So sent the bits away and had them flocked by Thomas and Vines.
Cylinder head work by Automotive Machine Services
http://www.automotivemachineservices.co.uk/
Inlet ports machine bored, throats worked, valve seats recut to three angle seats instead of a single and new guides pressed in. Original valves retained as they are quite large for the original port sizes and big enough to flow over 180hp as going oversized would be Clio200 valves, which will probably be a waste of money.
The exhaust side had the throats worked, the roof of the port opened out where there used to be a thick boss, valve seats recut and new guides.
Chambers had work around the valves, to unshroud the valve. Polished out the casting marks and then refaced the gasket face to restore the compression ratio.
Fast road profile camshafts from Catcams
Billet ground and heat treated, with a bit more lift and more duration. Stage 2 cams
For anyone wanting to know the profile specs for the original cams and the new profiles
Which makes the original RS133 cams look fairly wild when compared to the 5502702, 703, 704 series upgraded camshafts for the earlier k4m-700 series engines :shock:
KTR 4-1 manifold
Dini was booked in with K-tec to have the head replaced with the ported one and to fit the new profiles. KTR had ordered a set of cams as soon as mine were released and they got around to fitting them the day before I went down, with them dropping straight in and being roughly mapped in without any problems. As we found out after fitting my set of cams and it pulling 175hp peak but, not being happy to idle, I've got a stage 2 grind and KTR the stage 1's. The MAP pressure in the inlet plenum was all over the place compared to a standard car or the stage one profiles. So, Dini was abandoned down South whilst cam timing was adjusted and many mapping sessions were done to improve the low down drivability and also start looking at their Gen90 ECU for the Twingo.
With the bottom end of the rev range now running much better and having a few things to sort out before FCS, I went down and picked the car up. Splitting the 600 mile drive back home, neatly worked out with the North west Group having a RR sesh...
I know its only a guide, as it was a long time since I was down at RS tunning and the roller setup has moved in the mean time. Original graph from the remap which is back on page 2 of the thread
Saturdays graph from the Rolling Road shootout, where three of the clios recorded readings with in 1-2Hp of recent visits to RSt.
I've scaled the graph from Saturdays RR shootout to fit the scale on my original RSt graph.
As expected, the bottom end of the graph still sucks but I knew that would be the case before picking it up. If we can sort the 3000-3500 dip to some extent then I'll be more than happy.
I'm happy now anyway, but theres certainly more to come as AT Power now have the old cylinder head to design some direct to head throttles.
Now dropped onto BC Racing coilovers which have completely transformed the handling for the better compared to Cup suspension or Cup dampers and Apex springs. Now, much sharper turn in, soooo much grip and softer too... Go figure.
Anyway, your probably borred by now, but that's the main bones of the thing updated, omitting a few bits
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A couple of minor changes :s
4.6Kg for the bar, so not too bad
~12.5Kg for the each seat, inc mounts and harnesses
36Kg removed for the pair of rear seats, 21.2Kg for the passenger seat and 22.7Kg for the drivers side. So thats ~50.3Kg lighter overall
With 20 hours sat in them for their first weekend run down to FCS at Combe, I was very happy with them
In the last update, I mentioned AT-Power having my spare cylinder head. Well, apparently these are on their way.
Trial fitment over the weekend, so hopefully they slot straight in, either before or after the radiator gets replaced and the expension tank relocated to where the battery used to be. Then, that just leaves working out how to get running on them before instalation
4.6Kg for the bar, so not too bad
~12.5Kg for the each seat, inc mounts and harnesses
36Kg removed for the pair of rear seats, 21.2Kg for the passenger seat and 22.7Kg for the drivers side. So thats ~50.3Kg lighter overall
With 20 hours sat in them for their first weekend run down to FCS at Combe, I was very happy with them
In the last update, I mentioned AT-Power having my spare cylinder head. Well, apparently these are on their way.
Trial fitment over the weekend, so hopefully they slot straight in, either before or after the radiator gets replaced and the expension tank relocated to where the battery used to be. Then, that just leaves working out how to get running on them before instalation
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