Glacier White 200 Cup
- Thread starter burrellbloke
- Start date
EthanMenace
Paid Member
The balljoint is on the opposite side so even with heat it shouldn’t be that.
burrellbloke
Paid Member
Not yet. The hubs had been blasted and cerekoted - I have no idea if that has caused any issues.
The car does a fair number of track daysand it always has a driver and passenger.
I am not sure if this is just wear and tear? The Gaz Golds have been serviced twice and each time at least one of the front dampers has needed a new rod.
Dowling93
Paid Member
Yeah I guess it can be hard to pin down! The trackdays ye do usually have a good elevation changes so maybe that could be a factor too? Anyways it's something we'll all be adding to our checklists every other trackday then!
VeiRoNv2
Paid Member
No way that's wear and tear I don't think,there must have been something that weakened both hubs for it to crack, that's pretty worrying,glad you spotted it early.
Marsch
Paid Member
That's quite shocking. Good you noticed it before your trip next month.
I'm no expert on this and it could be simply the way these parts are casted but to me it looks like the surface structur on the side where the crack in the hollow part is is corroded. Like the metal is macerated/swolen there or a bit like rust that "blooming" under paint. Not sure what cerakoting does? Is there maybe some heating involved in the process or some pre-cleaning with corrosive liquids?
I'm no expert on this and it could be simply the way these parts are casted but to me it looks like the surface structur on the side where the crack in the hollow part is is corroded. Like the metal is macerated/swolen there or a bit like rust that "blooming" under paint. Not sure what cerakoting does? Is there maybe some heating involved in the process or some pre-cleaning with corrosive liquids?
Last edited:
Helpimonfire
Paid Member
I've heard a few people saying any kind of cerakote/powdercoat on cast alloy parts can cause weaknesses. Whether that's true or not remains to be seen. Could be a contributing factor maybe?
burrellbloke
Paid Member
The old/spare hubs have been put back on to the Clio now. The cerakoted hubs are knackered.
All of the parts have been torqued up to spec according to the workshop manual.
All of the parts have been torqued up to spec according to the workshop manual.
burrellbloke
Paid Member
The Clio has been given an oil service. We like to give the Clio 200 regular oil changes as it is usually driven hard, and the easiest miles it will do are usually a drive to or from a track. The Clio has used Fuchs Titan Race Pro 5w40 oil for a very long time.
Along with the oil change, we have replaced the oil filter with another genuine Renault oil filter.
We use a paint pen to write on the filter the current mileage when the new oil filter is fitted so that we can keep a track of how many miles were done since the last oil change.
This time it was just over 2,000 miles.
The spark plugs have also been replaced with some Renault-branded plugs, which are actually NGK plugs.
The old plugs looked good when they were removed. The worst plug was on the furthest right driver’s side cylinder, which often suffers with water pooling around the coil pack due to water from/around the washer jets leaking through the bonnet.
We also replaced the upper and lower inlet manifold gaskets.
We have had the upper and inlet manifolds off of the Clio several times but have never bothered to replace the gaskets. There seemed to be a very slight oil weep/mist coming from between the rocker cover and cylinder head.
The excess oil was cleaned up and the inlet manifolds put back on the car.
The belts are due on the Clio next year, so the oil weep/misting issue can be resolved then.
The Clio has been checked over and should now be Ring ready. We are travelling over to the Nurburgring on Friday 3rd July 2026 via the tunnel. The plan is to have some gentle TF laps on Saturday, a Genesis Ring Taxi lap on Sunday, and then do the Circuit Days track day on Monday. We will travel back on Tuesday 7th July 2026. We are driving the Clio over to Germany - although I have a functioning converted camper van we still have not sorted out a tow bar.
Along with the oil change, we have replaced the oil filter with another genuine Renault oil filter.
We use a paint pen to write on the filter the current mileage when the new oil filter is fitted so that we can keep a track of how many miles were done since the last oil change.
This time it was just over 2,000 miles.
The spark plugs have also been replaced with some Renault-branded plugs, which are actually NGK plugs.
The old plugs looked good when they were removed. The worst plug was on the furthest right driver’s side cylinder, which often suffers with water pooling around the coil pack due to water from/around the washer jets leaking through the bonnet.
We also replaced the upper and lower inlet manifold gaskets.
We have had the upper and inlet manifolds off of the Clio several times but have never bothered to replace the gaskets. There seemed to be a very slight oil weep/mist coming from between the rocker cover and cylinder head.
The excess oil was cleaned up and the inlet manifolds put back on the car.
The belts are due on the Clio next year, so the oil weep/misting issue can be resolved then.
The Clio has been checked over and should now be Ring ready. We are travelling over to the Nurburgring on Friday 3rd July 2026 via the tunnel. The plan is to have some gentle TF laps on Saturday, a Genesis Ring Taxi lap on Sunday, and then do the Circuit Days track day on Monday. We will travel back on Tuesday 7th July 2026. We are driving the Clio over to Germany - although I have a functioning converted camper van we still have not sorted out a tow bar.
burrellbloke
Paid Member
The Clio made it's third trip to the Nurburgring over the weekend.
I had the alignment checked the day before we travelled to make sure that the toe at the front of the car was okay. The coilovers had not been removed from the car or unbolted when the hubs had been replaced but the toe was always going to be affected. As we did not have much time I went to a sensible tyre place called Tyre Smart in Witham. On the laser alignment machine the Clio showed that it had over a degree of toe out on the passenger side and 34 minutes on the drivers side. This was changed to our preferred toe set up of 7 degrees toe out on each side. The camber was a bit out but I did not have time to mess around with a camber set up so left Tyre Smart happy that the tyres would not destroy themselves.
I was also pleased to see that when the marshals are Brands Hatch had attempted to drag the Clio out of a gravel trap by strapping some ratchet straps to the passenger side rear wheel they had not bent the rear axle or changed the rear geo set up.
We drove the 410 mile trip from Essex via the EuroTunnel to Nurburg on Friday morning. As we were driving through France, the Clio threw up the “Stop” sign on the dashboard and displayed the message “Low battery.” We had changed the regulator on the alternator a few months ago but had not really driven the Clio much since. We found a quiet place to stop in Lille and popped the bonnet. The aux belt was still in one piece and nothing looked out of place. Whilst the car was still idling but stationary, the “Stop” sign disappeared and all of the error messages were cleared from the dashboard. We didn’t have a multimeter with us, so could not check the voltage on our AGM battery. We carried on driving and the same error would come back for a few minutes and then disappear. Eventually, we stopped worrying about the message as the car was not losing electric power. We stopped once for food and the toilet and arrived at Nürburgring after about six hours from Coquelles. The entire journey from Essex used less than a tank of petrol.
We arrived at Nurburg in the late afternoon and after unpacking the car we picked up some supplies from Lidl and then went to Brunchen to watch some TF laps.
Over the weekend the GP circuit was hosting the Michelin 12 hour endurance race. We picked up some tickets and did the grid walk and watched the start of the race. There were lots of GT3 cars. Although it was nice to get up close to the cars on the grid walk the race was less entertaining than watching TF.
Our plan had always been to do some gentle TF laps over the weekend despite the inherent dangers of TF. We went out for some TF laps in the afternoon after bolting on the track wheels. It was a warm sunny day, it was busy, but it just felt like the right thing to do - get some familiarisation laps in before the track day.
The Clio survived some TF laps without wiping out other traffic or being wiped out by a "Sub 7 Hero".
On Sunday morning we had a taxi lap booked with the Genesis G70 taxi. We went to the Devil's Diner for pancakes, the taxi lap and some TF. I had been gifted the taxi lap as a present and had seen some pretty wild videos online of the Genesis taxi driving around the Nurburgring. The taxi lap was excellent. Sunday's weather forecast was rain showers but we managed to complete the lap in the dry. The driver was very entertaining, he drove the taxi hard but looked like it was an easy afternoon drive. The Genesis G70 taxi was really capable car.
On one of the TF laps we went past an E46 that was on the right hand side by the barrier just past Aremberg. As we went past the car we realised that it was missing the rear passenger side wheel and then saw the wheel rolling down Foxhole. The wheel kept going down to the bottom of Foxhole and only stopped when it started going up hill. The wheel was probably about 1,000m away from the car when it came to a stop.
Monday was the big day, as that was the Circuit Days track day. Apart from the low battery warning that was still flashing up on the dashboard the Clio had felt good all weekend. This may sound like a silly thing to say but the vast majority of cars at the Nurburgring are German manufactured car.s I would guess that they have the highest concentration of Porsche GT3 RSs anywhere in the world, they are as common as a Ford Fiesta around here. There were a huge number of BMWs, and M powered cars. On the track day the Clio was one of about 5 Clios. There were 2 other Clio 200s and two 182s. There were a few more Megane 225s, 250s, and 265s. Most of the other cars were big power cars.
Apart from the 30 minute sighting lap session the Clio did about 6 sessions on track. Each session was 4 laps round the Nordschleife which meant, depending on how quick the laps were, the Clio was on track for about 40 minutes for each session. Throughout the day there were 2 red flags causing the track to be closed for, probably, over an hour. There were multiple yellow flags and quite a few double yellow flags. Cars were either failing or hitting the barriers. We counted at least 6 cars that hit the barrier in pretty spectacular ways.
The morning sessions were the best as there were less flags in the morning. Ethan powered around and his best lap of the day was 8m 40s with me as 100kg ballast in the passenger seat. The Clio is definitely capable of a sub 8m 30s lap and probably better if it did not have a passenger in it. My laps were a lot slower more like sub 10 minutes as I was content to drive well within my capabilities and just enjoy driving on the Nurburgring. As this was our third trip to the Nurburgring I felt absolutely no pressure to hit a particular lap time or do anything other than just enjoy driving the Clio on what is probably the best track in the world.
By 4pm we had both had enough and did not feel the need to have one last lap - as we all know this often leads to mistakes and damage! I was happy to finish the day knowing that the plucky Clio had not failed mechanically, had not hit any barriers, and, in Ethan's hands had harassed and passed some better cars. To celebrate the good track day we had a steak at Pistenklause.
We are travelling home tomorrow. The Clio seems to have survived mechanically. Nothing has fallen off. The 37nm track rod end bolts have not moved. The hubs did not fall apart. The Direzza tyres are well worn but have one last track day in them so will be used at Blyton Park on 18th July 2026 before we put another set of Direzzas on to the track wheels.
It has been an excellent weekend. It has helped that it has been bright sunshine for most of the weekend with temperatures in the mid 20s. We will almost certainly be back next year for the July 2027 Circuit Days track day.
I had the alignment checked the day before we travelled to make sure that the toe at the front of the car was okay. The coilovers had not been removed from the car or unbolted when the hubs had been replaced but the toe was always going to be affected. As we did not have much time I went to a sensible tyre place called Tyre Smart in Witham. On the laser alignment machine the Clio showed that it had over a degree of toe out on the passenger side and 34 minutes on the drivers side. This was changed to our preferred toe set up of 7 degrees toe out on each side. The camber was a bit out but I did not have time to mess around with a camber set up so left Tyre Smart happy that the tyres would not destroy themselves.
I was also pleased to see that when the marshals are Brands Hatch had attempted to drag the Clio out of a gravel trap by strapping some ratchet straps to the passenger side rear wheel they had not bent the rear axle or changed the rear geo set up.
We drove the 410 mile trip from Essex via the EuroTunnel to Nurburg on Friday morning. As we were driving through France, the Clio threw up the “Stop” sign on the dashboard and displayed the message “Low battery.” We had changed the regulator on the alternator a few months ago but had not really driven the Clio much since. We found a quiet place to stop in Lille and popped the bonnet. The aux belt was still in one piece and nothing looked out of place. Whilst the car was still idling but stationary, the “Stop” sign disappeared and all of the error messages were cleared from the dashboard. We didn’t have a multimeter with us, so could not check the voltage on our AGM battery. We carried on driving and the same error would come back for a few minutes and then disappear. Eventually, we stopped worrying about the message as the car was not losing electric power. We stopped once for food and the toilet and arrived at Nürburgring after about six hours from Coquelles. The entire journey from Essex used less than a tank of petrol.
We arrived at Nurburg in the late afternoon and after unpacking the car we picked up some supplies from Lidl and then went to Brunchen to watch some TF laps.
Over the weekend the GP circuit was hosting the Michelin 12 hour endurance race. We picked up some tickets and did the grid walk and watched the start of the race. There were lots of GT3 cars. Although it was nice to get up close to the cars on the grid walk the race was less entertaining than watching TF.
Our plan had always been to do some gentle TF laps over the weekend despite the inherent dangers of TF. We went out for some TF laps in the afternoon after bolting on the track wheels. It was a warm sunny day, it was busy, but it just felt like the right thing to do - get some familiarisation laps in before the track day.
The Clio survived some TF laps without wiping out other traffic or being wiped out by a "Sub 7 Hero".
On Sunday morning we had a taxi lap booked with the Genesis G70 taxi. We went to the Devil's Diner for pancakes, the taxi lap and some TF. I had been gifted the taxi lap as a present and had seen some pretty wild videos online of the Genesis taxi driving around the Nurburgring. The taxi lap was excellent. Sunday's weather forecast was rain showers but we managed to complete the lap in the dry. The driver was very entertaining, he drove the taxi hard but looked like it was an easy afternoon drive. The Genesis G70 taxi was really capable car.
On one of the TF laps we went past an E46 that was on the right hand side by the barrier just past Aremberg. As we went past the car we realised that it was missing the rear passenger side wheel and then saw the wheel rolling down Foxhole. The wheel kept going down to the bottom of Foxhole and only stopped when it started going up hill. The wheel was probably about 1,000m away from the car when it came to a stop.
Monday was the big day, as that was the Circuit Days track day. Apart from the low battery warning that was still flashing up on the dashboard the Clio had felt good all weekend. This may sound like a silly thing to say but the vast majority of cars at the Nurburgring are German manufactured car.s I would guess that they have the highest concentration of Porsche GT3 RSs anywhere in the world, they are as common as a Ford Fiesta around here. There were a huge number of BMWs, and M powered cars. On the track day the Clio was one of about 5 Clios. There were 2 other Clio 200s and two 182s. There were a few more Megane 225s, 250s, and 265s. Most of the other cars were big power cars.
Apart from the 30 minute sighting lap session the Clio did about 6 sessions on track. Each session was 4 laps round the Nordschleife which meant, depending on how quick the laps were, the Clio was on track for about 40 minutes for each session. Throughout the day there were 2 red flags causing the track to be closed for, probably, over an hour. There were multiple yellow flags and quite a few double yellow flags. Cars were either failing or hitting the barriers. We counted at least 6 cars that hit the barrier in pretty spectacular ways.
The morning sessions were the best as there were less flags in the morning. Ethan powered around and his best lap of the day was 8m 40s with me as 100kg ballast in the passenger seat. The Clio is definitely capable of a sub 8m 30s lap and probably better if it did not have a passenger in it. My laps were a lot slower more like sub 10 minutes as I was content to drive well within my capabilities and just enjoy driving on the Nurburgring. As this was our third trip to the Nurburgring I felt absolutely no pressure to hit a particular lap time or do anything other than just enjoy driving the Clio on what is probably the best track in the world.
By 4pm we had both had enough and did not feel the need to have one last lap - as we all know this often leads to mistakes and damage! I was happy to finish the day knowing that the plucky Clio had not failed mechanically, had not hit any barriers, and, in Ethan's hands had harassed and passed some better cars. To celebrate the good track day we had a steak at Pistenklause.
We are travelling home tomorrow. The Clio seems to have survived mechanically. Nothing has fallen off. The 37nm track rod end bolts have not moved. The hubs did not fall apart. The Direzza tyres are well worn but have one last track day in them so will be used at Blyton Park on 18th July 2026 before we put another set of Direzzas on to the track wheels.
It has been an excellent weekend. It has helped that it has been bright sunshine for most of the weekend with temperatures in the mid 20s. We will almost certainly be back next year for the July 2027 Circuit Days track day.
RSRowe
Paid Member
If it makes you feel any better, mine had the battery charging fault for years until the alternator finally actually stopped charging
Dowling93
Paid Member
Mines been the same for years too, I currently have a regulator out of a 1.9tdi golf in it. Been working fine for years. As far as I know, it's a "smart charging" system. Usually takes about 20 minutes for the fault to appear on my dash but anytime I checked it voltage was fine and no issues so I just ignored it.
burrellbloke
Paid Member
Here is a video of Ethan's 8m 40s hot lap. The GoPro footage is over exposed in some parts of the track.
burrellbloke
Paid Member
Here are a few of the track photos from the Nordschleife.
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