My Clio 172 Cup
Discussion
So after a few months in a couple of E36 328i's, I did the unspeakable thing of going back to FWD. Why? 328i's are great but no fun in standard form in all honesty. I previously owned a 306 GTi-6 with no interior, it really was an event. This is the same, but I'd say the handling is better and it has a fair bit more power.
It's a 2002 model with a mere 78k on the clock, it's due a cambelt soon actually.
It's fitted with cams and has a few rolling road sheets with figures between 190-204bhp. I may get it done locally to see what it really is. Also a printout at crail... 13.8 best 14.1 avg.
It also has adjustable rear suspension, and weirdly shocks/ springs up at the front. I have raised the rear since this picture.
Also has Rota wheels, not sure on them. Light as hell though!
I have already:
Fitted a 3/4 plate
Received a lower engine mount powerflex bush kit (knocks a fair bit).
Repaired a retards wiring on the starter motor.
Plans:
Suspension rock hard for road use. Rear coilovers are adjustable but obviously front suspension isn't - may get a new full set of coilovers or something.
Cambelt + Aux + Dephaser (noisy)
Track down service history
Steering wheel - sabelt one is nice
Exhaust - current is restrictive, considering a K-Tec stealth or something
Replace chav mirrors and cracked rear bumper
Replace front bonnet with real carbon or standard
Speedline 2118's (maybe)
Seats / Buckets.
It's a great car a bit uncomfortable at the moment but it's great for a hoon.
I got this car very very cheap so the fixes required still make it worthwhile. Close to 1k
It's a 2002 model with a mere 78k on the clock, it's due a cambelt soon actually.
It's fitted with cams and has a few rolling road sheets with figures between 190-204bhp. I may get it done locally to see what it really is. Also a printout at crail... 13.8 best 14.1 avg.
It also has adjustable rear suspension, and weirdly shocks/ springs up at the front. I have raised the rear since this picture.
Also has Rota wheels, not sure on them. Light as hell though!
I have already:
Fitted a 3/4 plate
Received a lower engine mount powerflex bush kit (knocks a fair bit).
Repaired a retards wiring on the starter motor.
Plans:
Suspension rock hard for road use. Rear coilovers are adjustable but obviously front suspension isn't - may get a new full set of coilovers or something.
Cambelt + Aux + Dephaser (noisy)
Track down service history
Steering wheel - sabelt one is nice
Exhaust - current is restrictive, considering a K-Tec stealth or something
Replace chav mirrors and cracked rear bumper
Replace front bonnet with real carbon or standard
Speedline 2118's (maybe)
Seats / Buckets.
It's a great car a bit uncomfortable at the moment but it's great for a hoon.
I got this car very very cheap so the fixes required still make it worthwhile. Close to 1k
Robb F said:
How much did you pay out of interest. I'm looking at buying one at the moment.
I like those wheels on it too, but the bonnet needs painting!
Not much over 1k. But one of the same age in good condition you're looking at 2.2-3k.I like those wheels on it too, but the bonnet needs painting!
I know - it's carbon wrapped, not my thing really.
All I can say is get one with the belts recently done, I'm looking at £500 from a Clio specialist. Even more if its a 172 with aircon!
stew-S160 said:
I did the exact opposite, Clio Cup to 328I Coupe.
I couldn't get on with front wheel drive, so only kept the Cup for 4 weeks.
I still have the 328i. It's running an M50 manifold and M3 diff. This is just such a raw experience compared to it and no doubt I can drive this quicker.I couldn't get on with front wheel drive, so only kept the Cup for 4 weeks.
Powerrr said:
Did this used to run on ITB's?
There was one pretty identical to this that i seen up at Crail a few times, pretty damn quick!
I'm really not sure, I have tried to track down the history of it. I will get it dyno'd to be sure of the power, the sound when VVT kicks in is immense!There was one pretty identical to this that i seen up at Crail a few times, pretty damn quick!
That looks awful, I hope you return it to standard(ish)! Still, sounds cheap enough and looks in good nick, and all the chavness can be changed cheap enough.
If it hasn't got aircon, you should be looking at £300 for cambelt and aux belt at an indy.
I'm trying to keep mine as standard looking as possible. I think immaculate standard cars will keep their value in future years, these are a bit of a modern classic. It amazes me how many people strip them out and bin everything.
If it hasn't got aircon, you should be looking at £300 for cambelt and aux belt at an indy.
I'm trying to keep mine as standard looking as possible. I think immaculate standard cars will keep their value in future years, these are a bit of a modern classic. It amazes me how many people strip them out and bin everything.
roadend1981 said:
Sorry but you are totally misunderstanding vvt. The kick you feel at around 4.5rpm in the clio,is due to the car coming on cam,the vvt works low down in the rev range,and is not the same thing. I loved my 172.
Fair enough was thinking it had something similar to VTEC or VVTi. Either way awesome.Hollywood Wheels said:
That looks awful, I hope you return it to standard(ish)! Still, sounds cheap enough and looks in good nick, and all the chavness can be changed cheap enough.
If it hasn't got aircon, you should be looking at £300 for cambelt and aux belt at an indy.
I'm trying to keep mine as standard looking as possible. I think immaculate standard cars will keep their value in future years, these are a bit of a modern classic. It amazes me how many people strip them out and bin everything.
Yeah I have been quoted £300 but it needs the Dephaser pulley changing (sounds like a derv).If it hasn't got aircon, you should be looking at £300 for cambelt and aux belt at an indy.
I'm trying to keep mine as standard looking as possible. I think immaculate standard cars will keep their value in future years, these are a bit of a modern classic. It amazes me how many people strip them out and bin everything.
I have already sorted a replacement set of original mirrors and bumper all for £120.
The jump at 4.5k is probably the engine rpm syncing with the inlet tract harmonics (Helmholtz resonance), reaching maximum volumetric efficiency (generally the point of max torque).
For anyone with a pocket protector and braces holding up their ankle length trousers here's how that works...
When the intake valve opens, it creates a negative pressure wave which will travel to the end of the intake pipe. This then leaves behind it a low pressure area encouraging flow of the higher pressure atmospheric air into it. This air travels back to the inlet valve as a positive pressure pulse, and if it can be timed to arrive just before the intake valve closes then there will be a nice mass of high pressure charge air mixture waiting to rush into the low pressure cylinder upon opening. As the air can travel into the cylinder at a faster rate (aided by the pressure differential), more air will get into the cylinder before the valve closes and the volumetric efficiency will be increased (the percentage of the cylinder volume at bdc occupied with charge air). If the pulse isn't utilised it will continue to travel up and down the inlet tract, losing strength until it is used. Hence, its only over a narrow range of engine speeds where max air speed and the inlet length match to allow useful timing of that pulse. Sort of acts like a mild supercharging effect. This is also why some vehicles use variable geometry intake manifolds, trying to utilise this phenomena at multiple engine speeds.
.......I'll take off my anorak, head back to the basement immediately and get on the dating websites.
For anyone with a pocket protector and braces holding up their ankle length trousers here's how that works...
When the intake valve opens, it creates a negative pressure wave which will travel to the end of the intake pipe. This then leaves behind it a low pressure area encouraging flow of the higher pressure atmospheric air into it. This air travels back to the inlet valve as a positive pressure pulse, and if it can be timed to arrive just before the intake valve closes then there will be a nice mass of high pressure charge air mixture waiting to rush into the low pressure cylinder upon opening. As the air can travel into the cylinder at a faster rate (aided by the pressure differential), more air will get into the cylinder before the valve closes and the volumetric efficiency will be increased (the percentage of the cylinder volume at bdc occupied with charge air). If the pulse isn't utilised it will continue to travel up and down the inlet tract, losing strength until it is used. Hence, its only over a narrow range of engine speeds where max air speed and the inlet length match to allow useful timing of that pulse. Sort of acts like a mild supercharging effect. This is also why some vehicles use variable geometry intake manifolds, trying to utilise this phenomena at multiple engine speeds.
.......I'll take off my anorak, head back to the basement immediately and get on the dating websites.
Edited by Taras on Sunday 15th April 20:08
Taras said:
The jump at 4.5k is probably the engine rpm syncing with the inlet tract harmonics (Helmholtz resonance), reaching maximum volumetric efficiency (generally the point of max torque).
For anyone with a pocket protector and braces holding up their ankle length trousers here's how that works...
When the intake valve opens, it creates a negative pressure wave which will travel to the end of the intake pipe. This then leaves behind it a low pressure area encouraging flow of the higher pressure atmospheric air into it. This air travels back to the inlet valve as a positive pressure pulse, and if it can be timed to arrive just before the intake valve closes then there will be a nice mass of high pressure charge air mixture waiting to rush into the low pressure cylinder upon opening. As the air can travel into the cylinder at a faster rate (aided by the pressure differential), more air will get into the cylinder before the valve closes and the volumetric efficiency will be increased (the percentage of the cylinder volume at bdc occupied with charge air). If the pulse isn't utilised it will continue to travel up and down the inlet tract, losing strength until it is used. Hence, its only over a narrow range of engine speeds where max air speed and the inlet length match to allow useful timing of that pulse. Sort of acts like a mild supercharging effect. This is also why some vehicles use variable geometry intake manifolds, trying to utilise this phenomena at multiple engine speeds.
.......I'll take off my anorak, head back to the basement immediately and get on the dating websites.
That is genuinely interesting, this just explaining what people refer to as the engine coming 'on cam', no?For anyone with a pocket protector and braces holding up their ankle length trousers here's how that works...
When the intake valve opens, it creates a negative pressure wave which will travel to the end of the intake pipe. This then leaves behind it a low pressure area encouraging flow of the higher pressure atmospheric air into it. This air travels back to the inlet valve as a positive pressure pulse, and if it can be timed to arrive just before the intake valve closes then there will be a nice mass of high pressure charge air mixture waiting to rush into the low pressure cylinder upon opening. As the air can travel into the cylinder at a faster rate (aided by the pressure differential), more air will get into the cylinder before the valve closes and the volumetric efficiency will be increased (the percentage of the cylinder volume at bdc occupied with charge air). If the pulse isn't utilised it will continue to travel up and down the inlet tract, losing strength until it is used. Hence, its only over a narrow range of engine speeds where max air speed and the inlet length match to allow useful timing of that pulse. Sort of acts like a mild supercharging effect. This is also why some vehicles use variable geometry intake manifolds, trying to utilise this phenomena at multiple engine speeds.
.......I'll take off my anorak, head back to the basement immediately and get on the dating websites.
Edited by Taras on Sunday 15th April 20:08
joe_90 said:
Did it whine or crunch before it went pop?
Yep crunched into 3rd/ 4th and whined a bit. Was going to have it refurbed anyway so I wasn't so gutted. Will change the clutch while out.JohnBender said:
Lovely 172 at a great price mate. Have been looking at these myself as a 2nd/track car, but keep geeting pulled towards a 182. Not worried about cosmetics as it really will be a track slag, but can't be temtped by the low purchase cost of the 172 v 182.
I'd go for a 172 if that's what your after. I love the look of the 182 especially in the light blue, but I'd hate to track it.ic0n said:
JohnBender said:
Lovely 172 at a great price mate. Have been looking at these myself as a 2nd/track car, but keep geeting pulled towards a 182. Not worried about cosmetics as it really will be a track slag, but can't be temtped by the low purchase cost of the 172 v 182.
I'd go for a 172 if that's what your after. I love the look of the 182 especially in the light blue, but I'd hate to track it.
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