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Messages - MATT BLACK

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Renault 5 GT Turbo / Re: Refitting cyl head
« on: 12:35, Wed 24 November 2010 »
You took the words out of my mouth. I ran them up to 20Nm and let them settle for 10 minutes then turned them 90 degrees on the 2nd tightening which measured 60Nm on the torque wrench.

The 2nd tightening angle of 90 deg allows for a 4 degree allowance either way ( 86 deg or 94deg ) hence the - / + 4 instructions.

Setting tappets at 15 inlet and 20 exh.

Renault 5 GT Turbo / Re: Refitting cyl head
« on: 01:05, Wed 24 November 2010 »
According to Renault ( tech note from Dialogys ) the correct tension is 20Nm  + 90deg ( + or - 4deg ).

Quote....."The standard bolts aren't stretch bolts and you can re-use them several times. If you over tighten the bolts it can shorten the life of the head gasket".

This is info direct from Renault ( will provide tech sheet in morning ) but to me 20Nm doesn't seem that tight even after you've nipped them up.

Anyway - Just finished fitting the head and Im off to bed ( 1.04am & -5 deg outside )

hardcore us 5 lads  :D

Renault 5 GT Turbo / Re: Refitting cyl head
« on: 17:13, Tue 23 November 2010 »
Standard Renault ones i took out. Engine is bog standard.

Renault 5 GT Turbo / Refitting cyl head
« on: 16:52, Tue 23 November 2010 »
20Nm + 90deg  ( + or - 4deg )

Anyone use any different tolerance settings or do you just go with the standard settings ?


Your cars / Re: 1989 Renault 5 GT Turbo
« on: 09:07, Sat 20 November 2010 »
Well the exhaust manifold started blowing this week so i decided to remove it and find out what the problem was and typically enough it was the gasket. Whilst i had the manifold off i decided to fit a brand new starter motor ( Genuine Renault unit ) and also a new starter motor heat shield which are still available from the dealers !!  Once this was done i thought to myself why not whip the head off and fit a new gasket just for peace of i did.

The head was in pretty good nick although very dirty so i took it down to my local engineering shop ( Weir st engineering 01254 59544 ) were they stripped it down, gave it a chemical bath to clean it up, re-faced it, pressure checked it, fitted new valve stem oil seals and re-seated the valves.

A brand new head gasket set was ordered from Renault along with a new water pump and other various parts for the rebuild which starts today. The exhaust manifold has been checked for damage and repainted in high temp resistant paint along with the inlet manifold. Once its all assembled i will post some more pics.

General Chat / Re: My luck must change soon ...
« on: 13:20, Fri 19 November 2010 »
lol - welcome to the world of owning a 20+ year old Renault hot hatch.

Renault 5 GT Turbo / VOLVO N7Q 2.0 16V
« on: 11:11, Thu 18 November 2010 »
Out of interest have any of you lads ever considered doing an N7Q 704 ( 140 BHP ) 2.0 16V 4 cyl conversion on a 5 GT ?

If you dont already know ( you probably do ) Renault fitted a pretty much bullet proof 2.0 16V engine in the Laguna / Safrane from 1996 - 1999 and they dont go wrong, its probably the most reliable lump ever fitted to a Renault model. In 1999 they then introduced the Renault F4R 780 ( used in practically everything till 2004 - 700, 730, 732, 736, 738, 740, 744, 746 etc etc ) which is the F7R's little brother.

The N7Q has an aliminum head and block and the Volvo versions ( only fitted to the volvo S40 T4 ) came with 200 bhp standard. You would think with the Laguna eng mounts that this lump would drop straight into a 5 ? If they fitted the F4R / N7Q in a Laguna shell i cant see why it wouldnt ( theres a few R5 F4R conversions around ). The box used was a JC5 075 unit ( specifically for the N7Q lump - no other JC5 will fit. With the right turbo, injectors, intercooler and management system ( DTA / EMERALD ) i cant see why this unit wouldnt be good for a reliable 275 - 300 bhp.

I would have thought that this lump compared to the common F7P conversion would be a better engine to cope with bigger HP + they are dirt cheap to pick up. The unit is fitted to all 2.0 16V Laguna's that have a chassis number starting VF1B56M. ... 19c10f0b32 ... 2a0be321db

Just a thought  :D

Renault 5 GT Turbo / Re: Manifold Bolt Size
« on: 11:40, Wed 17 November 2010 »
I always find removing the inlet manifold first gives easier access to the ex manifold nuts.

I'm in the process of doing my manifold gasket and ive decided to whip the head off / skim it and throw in a set of new valve stem oil seals and fit a new water pump. Easy job to do and you can refit the manifolds with the head off making it a hell of a lot easier to do than when the heads fitted to the rest of the engine - then just bolt it all back on together in one lump.

I always use locking nuts on the manifold threads as ive come across many a C1J that have been fitted with standard nuts that have worked there way loose.

(PS Renault did 2 x lengths for manifold studs)
37mm part number 7703027082 45p + vat each
47mm part number 7703027007 55p + vat each

Renault 5 GT Turbo / Re: GTT Fuel pressure regulator
« on: 09:57, Wed 17 November 2010 »
Quote from: "baptie0"
Thanks guys,
will the 1.2 clio pump be ok to fuel the gtt engine?

Does your car have the combined fuel pump / tank sender unit ?

In the past on other Renaults conversions ive done ive always removed the plastic base of the unit and swapped the standard 12V fuel pump with a Walbro 255 unit. Easy job to do and they have an excellent flow rate ( good for 500 hp ) ... 3ef8a3e7ee

Newbies / Re: newbie ( Renault bod )
« on: 12:07, Tue 09 November 2010 »
Thx pal


Your cars / Re: 1989 Renault 5 GT Turbo
« on: 08:20, Tue 09 November 2010 »
Thats the one - was in the autotrader.

Tatty as hell and drove like a pig  :D ( O/S wheel bearing was sh**ged - now replaced ) but its original and straight.

Renault 5 GT Turbo / Re: Car misfire / cuts out at full throttle
« on: 18:58, Mon 08 November 2010 »
Boost pressure sensor was the culprit. Just disconnected the wires and its fine now.

I've rigged a more accurate boost pressure gauge up to the carb base and AEI unit and mounted it on the O/S A pillar

The car seems to run really well at 16psi / 1.1 bar ( carb base ) but when you wind it down to your recommended 0.8 bar / 12 psi ( carb base ) it feels pretty much standard ?

What do you think ?

Your cars / Re: 1989 Renault 5 GT Turbo
« on: 17:28, Mon 08 November 2010 »
Dump valves noisy you say ? You want to hear the cut outs on my other motor ......

Your cars / Re: My Raider
« on: 15:56, Mon 08 November 2010 »
good read that - sorry to hear about your engine though.

Personally i would go the 1.8T route. If you've got the cash its a relatively simple conversion and the standard lump is good for around 270 bhp ( with the standard K04 )........but we dont want to go that route  :wink:

Your cars / Re: 1989 Renault 5 GT Turbo
« on: 15:01, Mon 08 November 2010 »
lol  :D - I do still have the original one piece intercooler hose but i do like the noise of a dump valve so unless it affects the performance i will keep it ( shall i get my coat ? )

The green filter will go again - you can have it if you want.

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