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My humble contribution

Doesn't it makes sense to take the 200 head from the spare engine and doing all the machining work there while you keep the car on the road? You have a good setup and you know how much power it makes, swapping the heads would allow you to quickly (couple of days) check how much you gain by...

Isn't the Elf Tranself NFP 75w80 superior to the NFJ from that link? At least there is positive feedback here in the forum regarding the improvement between the factory used NFJ and the newer NFP. http://www.clio197.net/forum/showthread.php?50798-oil-gearbox...

Seems like I have the #2392 in white here in Portugal. It was imported from Spain as the F1 didn't went on sale in here.

Thanks for the info Rich, I'm looking for all the options I have, since a used and decent 197/200 crank seems like impossible to find.

:thumbsup:

Will drop them an email. Thanks Chris.

Hi guys, I'm looking for a crankshaft, since mine may not be salvageable (more details in http://www.clio197.net/forum/showthread.php?50781) I've looked quite a bit on the forum and on the internet and couldn't find new cranks for sale anywhere. Are there any after market cranks? Like the R3...

Well... bad news... it's seems that the crank isn't in the best of shapes... Where do people from here source complete engines? And crankshafts? I've looked a bit online and couldn't find any relevant result either on complete engines or cranks

Crank is now at the machine shop for regrind. The rod, despite being salvageable I was recommended to replace due to having sustaines... that means buying the set that TB Rich has for sale.. Thanks mate Also, a pic of the intake ports... Didn't knew they were CNC'd from factory

I'm going to take the rod that has the spun bearing to the machine shop to see if they can regrind it back into shape. If not then I'll have to replace it. The shells where the source of the problem, as the worn one spun and made the rod starve. Who can share some light on this?

A few more pics of the crank, that is now out and waiting for the trip to the machine shop. Also, when taking the engine apart I noticed that the crank and flywheel have no locating pin. Can someone point me the right position to assemble it back?

What caused that? Oil pump failure?

I can't see the post. I need to be a paying member for that?

It's sealant from the crank end bearings

(continuing, due to 5 image limit) Nº2 was also disassembled to check, and it's not bad, despite also showing some signs of poor lubrication due to low oil pressure Can someone tell me, from the reference, if they are STD side? Also made a quick video, as promised...

Well... yesterday I got my hands dirty... And guess what, I found gold... Lots of gold... And you may ask why? I think it's Renault's fault, for 2 reasons: 1 - The oil pump screen is too small 2 - There was excess sealant while assembling the end crank bearings, that eventually got loose...

While checking the forum I could not find many reports of bottom end failures, so I wasn't getting too worried with that. Regarding the shells, do they have their size printed in the back, so that I can order the right size, or should I get a micrometer to measure the crank side and go from there?

Done! Thanks a lot :clap:

Thank you! That is the same I have it seems. Only has info on conrod bearing shell removal for the K9K engine (pages 144 to 151).