Brazilian Race Engine Renault C2L / Ford CHT
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Thread: Brazilian Race Engine Renault C2L / Ford CHT

  1. #1
    Tadpole Real Power's Avatar
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    Default Brazilian Race Engine Renault C2L / Ford CHT


    Hello.
    I write from Brazil,and I will use a translator for our communication. Certainly whendoing the electronic translation, possible mistakes will happen, verycalm at this time.
    If this is not thecorrect post, please redirect.
    I need to tell you abrief history of what I'm doing.
    I am modifying anengine that in Brazil is known as Ford CHT 1.6-L, which is actuallythe Renault C2L 1.6-L engine used in Clio. There are differencesbetween both, but all parts are interchangeable as we will see later.
    My design is of anaturally aspirated engine, with extensive modifications, practicallya new engine.
    Original the CHT1.6-L has crankshaft with 83.50 mm stroke and cylinders with 77.00mm.
    I plan to use a88.00 mm crankshaft and 80.50 mm cylinders, raising the engine to1.8-L.
    The engine blockwill receive many modifications, including in height to allow longercranks and improve r / l ratio.
    Be calm becauseeverything is slowly going on and I will post as the work goes on.
    Since I have littletime and depend on other people's services, the sequence of the workmay seem a bit strange, but everything will fit.

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    Istarted everything by choosing the head model from the many producedby Renault in Argentina and by Ford in Brazil since 1969 The headsdiffer in the shape and volume of the combustion chamber, thediameter of the valves and the intake and exhaust ports. There isvariation between the thickness of the internal walls of the head andgalleries of the cooling system. Here are some pictures of the headmodels. Soon I will show you the chosen one, the reasons for thechoice and the beginning of the modifications

    Attached Thumbnails Attached Thumbnails Brazilian Race Engine Renault C2L / Ford CHT-cabe%E7ote-c-1.6-1.jpg   Brazilian Race Engine Renault C2L / Ford CHT-cabe%E7ote-c-1.6-2.jpg   Brazilian Race Engine Renault C2L / Ford CHT-cabe%E7ote-c-1.6-3.jpg   Brazilian Race Engine Renault C2L / Ford CHT-cabe%E7ote-c-1.6-4.jpg   Brazilian Race Engine Renault C2L / Ford CHT-tapa-brasileira-001.jpg   Brazilian Race Engine Renault C2L / Ford CHT-tapa-brasileira-002-ano-1983.jpg  

    Brazilian Race Engine Renault C2L / Ford CHT-tapa-de-cilindro-renault-12-14-6944869.jpg   Brazilian Race Engine Renault C2L / Ford CHT-tapa-de-cilindros-para-renault-12-renault-6-13-14-cc-nafta-5157-mla4262017804_052013-f.jpg   Brazilian Race Engine Renault C2L / Ford CHT-cabecote-ford-cht-16-ga-.jpg   Brazilian Race Engine Renault C2L / Ford CHT-ffff.jpg   Brazilian Race Engine Renault C2L / Ford CHT-ford.jpg  
    Last edited by Real Power; 7th October 2017 at 03:08 AM.
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    Welcome to Aussiefrogs! Many people will follow your post, I am sure. So thank you, in advance.
    JohnW

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    Fellow Froggers,
    From personal experience, please be careful of dealings with Brazil. A bit like Nigerians !!!
    I refer to a 365 gearbox I tried to purchase, and a 385 crown/pinion.

    Also these "stroker" cranks were locally made, and have a reputation of not liking high revs. The only reputable stoker for the Sierra is the Oettinger 88mm made for 343 Volvos.

    Be warned,
    Ray
    Ray geckoeng

    Think Old, But Run Modern !!

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    Very interesting seeing those different combustion chamber designs along with the valve shapes!

    Looking forward to the future discussion, I'll be making notes

    Works: 1999 Volvo S40 T4, (has Choo Choo's)
    Playing: R12, SuperPos, thinks It's a race car.
    Previous: SuperGrumpy fuel spitting 504ti(ish), SuperComfortable 505 STI, SuperDoper carried my groceries Mi16
    Wanted Ye old K4J / K4M Click!

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    Alittle information about the head models.


    Thephoto head 1 was manufactured in Argentina for the R12 1.4-L models,among others. In Brazil this model of cabeçote equipped the FordCorcel I in some versions 1.3 and 1.4-L.
    Withadmission valves of 32.35 mm and exhaust of 28.35 mm. This head had asports version for the Renault R12 TS, where the main modification isin the combustion chamber, which has a different shape around theintake valve. Its function is to improve flow and avoid detonationdue to higher compression ratio in the sporty model.




    Thephoto head 2 was the most used in Brazil between 1969 and 1982. Itequipped 1.3, 1.4 and 1.6-L engines powered by gasoline and alcohol.The versions 1.3 and 1.4-L had intake valves with 32.38 mm and theexhaust pipes 28.40 mm. The 1.6-L version had the intake valveincreased to 37.90 mm and the exhaust reduced to 28.30 mm. Thecombustion chamber was larger to house the huge inlet valve. Theinlet ducts had larger diameter in the curve that precedes the valve.
    Thiswas the head with the largest diameter inlet valve manufactured allthe time the engine was produced in Brazil.



    Thehead of photo 3 was an exclusive project of Ford Brazil. Fordintroduced this new model of head in 1983 and kept it in productionuntil the end of production of this engine that occurred in 1997. Itis worth remembering that between 1987 and 1996 Ford and VW ofArgentina and Brazil formed a joint venture with the name Autolatina. So several VW models have made use of the CHT engine in version 1.0and 1.6-L, but with denomination EA 1.0 and EA 1.6-L This head istotally different from the others. His project sought a betterdistribution of power from the lowest revs with the lowest fuelconsumption. For this, Ford has adopted smaller-diameter round intakeducts and large-volume, square-shaped exhaust ducts. Such anarrangement allows for more torque at lower rotations. The inlet andexhaust ducts were positioned at about the same height. Between theintake ducts there is a slit through which water flows to the intakemanifold in the alcohol engines. Inside the slot the alcohol headshave a hole that allows the passage of water, in the gasoline heads,there is no such hole. All thinking to allow intake manifold andexhaust as close as possible in order to improve the performance ofengines especially when driven to alcohol. CHT was the most efficientengine when driven to alcohol in Brazil. Departures and running whencold were not problems. Other engines like the Chevrolet OHC 1.6-Land VW AR when powered by alcohol had poor functioning, leaving manyowners on foot during the winter in the southern region of Brazil,the coldest. This model of head had intake valves with 32.38 mm andthe exhaust 28,40 in versions 1.0, 1.3, 1.6-L. In the version 1.6-Lformula, sports version that equipped the Escort 1.6-L XR3, theintake valve was larger, with 36.40 mm. It is worth mentioning thepoor quality of the heads produced by Ford in Brazil in relation tothe positioning of the intake and exhaust ducts that in most of theparts did not have in marriage with the intake and exhaust manifoldand the great difference of flow between the cylinders. WhenAutolatina was formed, VW Engineering made improvements in theengine, mainly in relation to the quality of casting and machining ofthe parts, improving in general the operation of the engine, andstarted to use the version of valve head with 36,40 mm on all 1.6-Lengines.




    The head of photo 4 is an exclusive design of Renault, used in the engines that equip the Clio, Renault 19 among others. It has higher admission and square positions, same format of the exhaust ducts. The ducts are almost aligned with the center line of the valve, unlike the other heads. It had two models of combustion chambers and two configurations of valve diameters. With more traditional format used inlet valves with 34.00 mm and exhaust with 29.00 mm. With more elaborate chamber in design and function, had intake valves with 34.00 and the exhaust with 30,30 mm.
    Photo 5 shows the combustion chamber of the heads in Brazil already in the CHT version.
    Photo 6 shows the combustion chamber of the cylinder head between 79 and 82 of the 1.6-liter petrol engines with 37.90 mm intake valves.
    Pictures 7 and 8 show the shape of the combustion chambers of the Argentine R12 TS and Clio heads. This model is the most elaborate, being theother model of chamber more simple and common.
    Photo 9 and 11 are CHT models in their versions. I searched the catalogs of manufacturers Renault, Ford and VW in Brazil and Argentina. Ever since I thought about making my engine, I always had in mind to make a unique and radical head. After analyzing all models, I chose the Brazil 1.6-Lgasoline model from 1979 to 1982. It has the largest factory inlet valve and allows even larger valves as well as exhaust valves. Plentyof material on the chamber walls of the ducts, allowing you to make good changes in the shape. Duct of admission very high and with greater facility of receiving the imaginative modifications. Well friends, I think this information should help a lot of other people.Soon I will post photos of my head in different stages of work.
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    1000+ Posts bowie's Avatar
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    Yes, I want that big valve head

    Thanks for taking the time to post all that. I had no idea so many variations existed. Are parts plentiful for you over there?

    Works: 1999 Volvo S40 T4, (has Choo Choo's)
    Playing: R12, SuperPos, thinks It's a race car.
    Previous: SuperGrumpy fuel spitting 504ti(ish), SuperComfortable 505 STI, SuperDoper carried my groceries Mi16
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    Hi,

    My knowledge about breaking cranks are the long stroke Dacia cranks we got in ZA but as far as I know they were the Romania cast cranks. No revving over 6k but for the ones with the deep pockets that could afford to have suitable diff ratios cut for them, had some success with those big G engines because they had enough torque to turn the wheels competitively.

    Real Power, You will have to make sure that you can get a usable compression ratio with that big CC's you are aiming for and the smaller combustion chambers. You might have to turn the piston a bit lower in the sleeve. I hope you can go through with this modification for interest sake and not disappear off the Forum in the near future.

    Frans
    Old enough to know better
    Young enough to do it anyway.

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    1000+ Posts Frans's Avatar
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    It looks like you will need at least 37cc combustion chamber before you can start reconditioning with a skim to get a good base surface. I hope Google translates all this good enough for you




    Frans.
    Old enough to know better
    Young enough to do it anyway.

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    Quote Originally Posted by bowie View Post
    Yes, I want that big valve head

    Thanks for taking the time to post all that. I had no idea so many variations existed. Are parts plentiful for you over there?

    d.Having severaldifferent head models allows you to find the best one for eachapplication of engine modifications.
    Yes, practically allmodels are found with certain ease.
    The easiest is theFord type CHT after 83, has everywhere. The others are found with aquick search of workshops, old irons and engine grinding machines.The Argentine models also find it difficult to find.

  10. #10
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    Quote Originally Posted by Frans View Post
    Hi,

    My knowledge about breaking cranks are the long stroke Dacia cranks we got in ZA but as far as I know they were the Romania cast cranks. No revving over 6k but for the ones with the deep pockets that could afford to have suitable diff ratios cut for them, had some success with those big G engines because they had enough torque to turn the wheels competitively.

    Real Power, You will have to make sure that you can get a usable compression ratio with that big CC's you are aiming for and the smaller combustion chambers. You might have to turn the piston a bit lower in the sleeve. I hope you can go through with this modification for interest sake and not disappear off the Forum in the near future.

    Frans





    I did some research and found crankshafts with 87 mm of travel in Dacia models. But I found only in technical files, I did not find part code and no photos.Here in Brazil the Renault / Ford CHT crankshafts were produced in cast iron, with rolling bearings and bearings, with negative radius. They are parts that have been used even in turbo engines with more than 250 hp. I'm currently with a 84.50 mm crankshaft manufactured in the same way as the original. I have a facility with a crankshaft manufacturer that can manufacture any type of 4340 steel forged crankshaft. This same manufacturer makes the original Renault / Ford ChT crankshafts for replacement. We are carrying out a study to use the original foundry with some modifications and thus allow to manufacture crankshafts with greater stroke and a lower cost in relation to the special forged orders.In Brazil the Ford CHT engines were used in the Ford Escort model of tourism competition. They turned up to 7500 RPM with about 140 hp.Compression rate is no problem. In modified or competition engines we use alcohol as fuel, as it is normally sold at refueling stations.I have almost every engine already defined in my plans, and I'm slowly going through the high costs of the modifications, I may take a long time to finish, but I will not give up.
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    Frans.
    In Brazil the fuelstations normally sell the following types of fuel.
    GasolineC. It is the lowest priced gasoline, known as ordinary. It has 87octane and in its formula has 27% etanol.
    GasolineAdditive. It is the ordinary gasoline + cleaning additives. It alsohas 87 octane and 27% etanolin its composition.
    GasolinePremium. Must be at least 91 octane. It has cleaning additives andfriction reducer. It has 25% alcohol in its formula. Shell currentlymarkets this gasoline under the name Shell V Power Nitro +. We alsohave other brands, Petrobras Podium with 95 octane and IpirangaOctapro with 96 octane. And we can still fuel our cars with alcoholfuel.


    Generallyall engines modified in Brazil use etanolas fuel, because it has 110 octane. A gasoline engine when modifiedfor etanolusually earns 5 hp per liter of displacement. That is. A 2.0-L petrolengine with 100 hp will have 110 making use of etanol,with only feed adjustments. When modified the compression rate thegains are greater. In Brazil, all engines are called Flex, becausethey allow the use of gasoline or etanolin any proportion. We found original engines with up to 12.8: 1compression ratio. Motors fueled exclusively with etanolmay have compression rates up to 14: 1 when in normal use. Modifiedengines for high performance or competition make use of a highercompression ratio, which can reach 16: 1. I will use etanolas fuel, so adjusting the compression ratio will not be difficult
    Frans.In Brazil the fuel stations normally sell the following types of fuel.Gasoline C. It is the lowest priced gasoline, known as ordinary. It has 87 octane and in its formula has 27% alcohol.Gasoline Additive. It is the ordinary gasoline + cleaning additives. It also has 87 octane and 27% alcohol in its composition.Petrol Premium. Must be at least 91 octane. It has cleaning additives and friction reducer. It has 25% alcohol in its formula. Shell currently markets this gasoline under the name Shell V Power Nitro +. We also have other brands, Petrobras Podium with 95 octane and Ipiranga Octapro with 96 octane.And we can still fuel our cars with alcohol fuel.Generally all engines modified in Brazil use alcohol as fuel, because it has 110 octane. A gasoline engine when modified for alcohol usually earns 5 hp per liter of displacement. That is. A 2.0-L petrol engine with 100 hp will have 110 making use of alcohol, with only feed adjustments. When modified the compression rate the gains are greater.In Brazil, all engines are called Flex, because they allow the use of gasoline or alcohol in any proportion. We found original engines with up to 12.8: 1 compression ratio.Motors fueled exclusively with alcohol may have compression rates up to 14: 1 when in normal use. Modified engines for high performance or competition make use of a higher compression ratio, which can reach 16: 1.I will use alcohol as fuel, so adjusting the compression ratio will not be difficult

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    I had plans to start today posting photos of the chosen head and thefirst modification works. But an electric shock hit my home's powe rgrid and damaged my computer where most of the photos and informationon my project are. I'll see if I still have photos on my camera and post the photos. Otherwise I will have to wait for the concert of the computer, which will be carried out by the energy company. That is,it may take a while. But as a curiosity I will pass information on some models of camshaft s found on engines in Argentina and Brazil.


    Argentina.
    Camshaft R12 1300
    Intake Duration is 264º Lift4,95 mm.
    Exhaust Duration is 260º. Lift4,90 mm.
    Timing22º-62º-60º-20º.
    Installed Intake Centerline is 110ºATDC.
    Installed Exhaust Centerline is 11 BTDC.
    LSA is 110º.
    Overlap is 42º.


    Camshaft Clio 1.6-L.
    Model A.
    Intake Duration is 264º. Lift5,05 mm.
    Exhaust Duration is 270º. Lift5,03 mm.
    Timing22º-62º-65º-25º.
    Installed Intake Centerline is 110ºATDC.
    Installed Exhaust Centerline is 11BTDC.
    LSA is 110º.
    Overlap is 47º.


    Model B
    Intake Duration is 266º. Lift5,48 mm.
    Exhaust Duration is 266º. Lift5,48 mm.
    Timing23º-63º-63º-23º.
    Installed Intake Centerline is 110ºATDC.
    Installed Exhaust Centerline is 11 BTDC.
    LSA is 110º.
    Overlap is 46º.




    Brazil.


    Camshaft engine FordCHT 1.0-L gasoline.
    Intake Duration is 266º. Lift6,20mm.
    Exhaust Duration is 260º. Lift6,20mm.
    Timing23º-57º-67º-17º.
    Installed Intake Centerline is 107ºATDC.
    Installed Exhaust Centerline is 113ºBTDC.
    LSA is 110º.
    Overlapis 40º.


    Camshaft engine FordCHT 1.3-L gasoline / ethanol.
    Intake Duration is 262º. Lift5,80mm.
    Exhaust Duration is 261º. Lift5,83mm.
    Timing24º-58º-66º-15º.
    Installed Intake Centerline is 107ºATDC.
    Installed Exhaust Centerline is 115,5ºBTDC.
    LSA is 111º.
    Overlap is 39º.




    Camshaft engine FordCHT 1.6-L ethanol.
    Intake Duration is 272º. Lift5,80mm.
    Exhaus tDuration is 272º. Lift5,83mm.
    Timing18º-74º-62º-30º.
    Installed Intake Centerline is 118ºATDC.
    Installed Exhaust Centerline is 106ºBTDC.
    LSA is 112º.
    Overlapis 48º.


    Camshaft engine Ford CHT 1.6-L gasoline.
    Intake Duration is 280º. Lift6,20mm.
    Exhaust Duration is 280º. Lift6,20mm.
    Timing33º-67º-77º-23º.
    Installed Intake Centerline is 1107
    ºATDC.
    Installed Exhaust Centerline is 117
    ºBTDC.
    LSA is 112
    º.
    Overlap is 56
    º.


    Camshaft engine Ford CHT Formula 1.6-L ethanol.
    Intake Duration is 292º. Lift6,20mm.
    Exhaust Duration is 292º. Lift6,20 mm.
    Timing42º-70º-82º-30º.
    Installed Intake Centerline is 104
    ºATDC.
    Installed Exhaust Centerline is 116
    ºBTDC.
    LSA is 110
    º.
    Overlap is 72
    º.


    The Ford CHT 1.6-L ethanol engine had the most aggressive camshaft manufactured in series among all models manufactured worldwide forthe Renault Cleon - Sierra engines













    Last edited by Real Power; 17th October 2017 at 05:17 AM.
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    @Real Power: Thanks for all this handy info. I live in Norway North in Europe and quite a few Brasilian Escorts were sold here during the Eighties. Not many are still in use but they turn up for sale now and then.

    I bought a CHT1600 engine some years ago and planned to use it to make a big capacity engine for my -64 Renault R8. [email protected] had my doubths about the quality of the crankshaft so your info about them beeing used in big hp/high rpm aplications are good news.

    Also the info of the camshafts are interresting.
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    Olá amigos. Desculpe por ter saudades de você. Eu tive problemas de saúde e outros constrangimentos. Algumas informações sobre as barras de conexão do motor Renault / CHT Ford usadas no Brasil. Os motores 1.3, 1.4 e 1.6-L possuem conexões de 128 mm de comprimento. A versão 1.0-l lançada em 1994 possui hastes de conexão de 138 mm de comprimento. No Brasil, as hastes de conexão foram produzidas em aço forjado. Como curiosidade, os motores Renault K4M e K7M usam hastes de conexão de 128 mm de comprimento e todas as outras medidas são iguais aos motores 1.3.1.4 e 1.6-L. Em certos anos, as bielas são praticamente as mesmas em seu formato. Nos novos motores da série K no Brasil, a Renault modificou ligeiramente a forma das bielas, que reduziu seu peso. Todos eles são intercambiáveis, assim como os rolamentos. Faz bom uso dos rolamentos do K-motor, pois são feitos de materiais mais nobres, resultando em maior durabilidade e menos desgaste. Uma vez, mudei um mecanismo K4M desenvolvido pela Renault para uma categoria mono-marca, a Copa Clio Brasil. Ao desmontar este motor, encontrei hastes de conexão de 138 mm de comprimento e pistões com menor altura de compressão, ao contrário de todas as informações técnicas. Nunca mais encontrei essa biela e pistão em outro motor. !!!!!!!!

    I could not insert photos!!!!!
    Last edited by Real Power; 29th November 2017 at 06:09 AM.
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    Quote Originally Posted by Real Power View Post
    Olá amigos. Desculpe por ter saudades de você. Eu tive problemas de saúde e outros constrangimentos. Algumas informações sobre as barras de conexão do motor Renault / CHT Ford usadas no Brasil. Os motores 1.3, 1.4 e 1.6-L possuem conexões de 128 mm de comprimento. A versão 1.0-l lançada em 1994 possui hastes de conexão de 138 mm de comprimento. No Brasil, as hastes de conexão foram produzidas em aço forjado. Como curiosidade, os motores Renault K4M e K7M usam hastes de conexão de 128 mm de comprimento e todas as outras medidas são iguais aos motores 1.3.1.4 e 1.6-L. Em certos anos, as bielas são praticamente as mesmas em seu formato. Nos novos motores da série K no Brasil, a Renault modificou ligeiramente a forma das bielas, que reduziu seu peso. Todos eles são intercambiáveis, assim como os rolamentos. Faz bom uso dos rolamentos do K-motor, pois são feitos de materiais mais nobres, resultando em maior durabilidade e menos desgaste. Uma vez, mudei um mecanismo K4M desenvolvido pela Renault para uma categoria mono-marca, a Copa Clio Brasil. Ao desmontar este motor, encontrei hastes de conexão de 138 mm de comprimento e pistões com menor altura de compressão, ao contrário de todas as informações técnicas. Nunca mais encontrei essa biela e pistão em outro motor. !!!!!!!!

    I could not insert photos!!!!!
    Hey, fellas. I'm sorry I missed you. I've had health problems and other constraints. Some information about the Renault/CHT Ford motor connection bars used in Brazil. Engines 1.3, 1.4 and 1.6-L have 128 mm long connections. The 1.0-L version released in 1994 has connection rods of 138 mm in length. In Brazil, the connecting rods were produced in forged steel. As curiosity, the Renault K4M and K7M motors use connecting rods of 128 mm in length and all other measurements are equal to the 1.3.1.4 and 1.6-L motors. In certain years, they are practically the same in their format. In the new engines of the K series in Brazil, Renault slightly modified the shape of the bithems, which reduced their weight. All of them are interchangeable, as well as the bearings. It makes good use of K-motor bearings as they are made of nobler materials, resulting in greater durability and less wear. Once, I changed a mechanism K4M developed by Renault for a category mono-brand, the Clio Brasil Cup. When dismantling this engine, I found connection rods of 138 mm long and pistons with lower compression height, unlike all technical information. I never found this rod and piston in another engine. !!!!!!!!

    I could not insert photos!!!!!
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    Regards Col

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    @Real Power
    Lots of useful info. Thanks!

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    Brazilian Race Engine Renault C2L / Ford CHT-conrods-cht-1.6-l-002.jpgBrazilian Race Engine Renault C2L / Ford CHT-conrods-cht-1.6-l-001.jpgBrazilian Race Engine Renault C2L / Ford CHT-conrods-cht-1.6-l-004.jpgBrazilian Race Engine Renault C2L / Ford CHT-conrods-ford-cht.jpgBrazilian Race Engine Renault C2L / Ford CHT-conrods-k4m-1.6-l-001.jpgBrazilian Race Engine Renault C2L / Ford CHT-conrods-k7m-1.6-l-002.jpgBrazilian Race Engine Renault C2L / Ford CHT-conrods-k7m-1.6-l-003.jpgBrazilian Race Engine Renault C2L / Ford CHT-conrods-motor-cht-1.0-l-001.jpg
    Attached Thumbnails Attached Thumbnails Brazilian Race Engine Renault C2L / Ford CHT-conrods-cht-1.6-l-003.jpg  
    Always standing in the background.

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    Informationon pistons used in engines in Brazil. Because Brazilian gasoline hasa high percentage of alcohol in its composition and still haveengines that make use of alcohol, the pistons used in Brazilianengines allow a higher compression ratio than normally found inengines in other parts of the world. For those looking to improve theaperture of the Renault C series engines, using these pistons is veryeasy. They are sold in kit form, with shirts, rings, pistons andpins. Provided by large industries such as Mahle, KS and others.Follow images with all the dimensional information as well as thecodes of each kit.

    Brazilian Race Engine Renault C2L / Ford CHT-pistons-renault-ford-001.pngBrazilian Race Engine Renault C2L / Ford CHT-pistons-renault-ford-002.jpgBrazilian Race Engine Renault C2L / Ford CHT-pistons-renault-ford-003.pngBrazilian Race Engine Renault C2L / Ford CHT-pistons-renault-ford-004.jpgBrazilian Race Engine Renault C2L / Ford CHT-pistons-renault-ford-005.png
    Always standing in the background.

  19. #19
    Tadpole
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    @Real Power:
    I have been looking at the Mahle P1270 pistons for some time. I plan to combining a CHT1600 crankshaft with a Renault 5 alpine crossflow head. The R5Alpine have dome shaped pistons and the cht1600 pistons I have is slightly hollow so would probably not give enough compression. The P1270 ones seem to have a slight dome so might do the job.

  20. #20
    1000+ Posts bowie's Avatar
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    Wait.. If I'm following this, K4M pistons, rings and bearings are suitable for older Sierra blocks and cranks!??!!?! :S

    Calling someone with a wrecking yard. Myth busting time.

    Works: 1999 Volvo S40 T4, (has Choo Choo's)
    Playing: R12, SuperPos, thinks It's a race car.
    Previous: SuperGrumpy fuel spitting 504ti(ish), SuperComfortable 505 STI, SuperDoper carried my groceries Mi16
    Wanted Ye old K4J / K4M Click!

    "More and more of less and less" - Marina Abramović

  21. #21
    1000+ Posts geckoeng's Avatar
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    But Bowie,
    The rods from a R5 Mk1 1.4, R12 1.4, and the R5 Mk2, R9/11 1.4 are all very similar and are almost indestructible. And if I am not mistaken the rods from the R5A/G and T are the same length as well and even heavier still.

    The only parts that are difficult to get would be the cylinder head #4, but I have people in ZA looking at specs now. And possibility of larger valve sizes.

    RAY
    Shoji likes this.
    Ray geckoeng

    Think Old, But Run Modern !!

  22. #22
    Fellow Frogger!
    Join Date
    Oct 2012
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    Sydney
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    Interesting. I'm attempting to get the details on the flywheels from the R9/11 produced for South America. The ring gear looks to be closer to the crank case so if there was a version with a trigger pattern it'll be on the clutch side. The 1.4 engines look to have 180mm clutches so it'll fit in a 330 bell housing.

    Our Brazilian contact has yet to reply.

    Sent from my Nexus 6P using aussiefrogs mobile app

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