Ämne: B14 -> r5 turbo eller 4xxturbo?

[Fnurga]

Tjena, och jag välkomnar mig själv till forumet

Jag har sökt igenom en hel del här på forumet utan att komma fram till ett kristallklart svar.

Här om dagen var jag och hämtade en 343DL -79 med b14 (?).
Tänkt att det skulle vara roligt att bygga nåt busigt av den

Vad jag läst mig till är att r5 turbomotorn passar rakt i? Gäller det alla r5 turbo?
Vad jag även sett är att många har byggt sin egen r5 turbo med en volvo 4xx turbomotor (B18ft?).
Är då även den bolt on i min otroligt vackra 343?

Om någon kan räta ut mina frågetecken skulle mitt liv bli något lättare att leva för stunden
Kanske nån t.om kan räta ut ett frågetecken jag inte visste att jag hade

Mvh

[Max]

Välkommen till forumet! 

Den stora renaultmotorn i 340 heter B172, sök på det! Om B18ft passar vet jag inte, är väl motorn från R19. Varför inte överladda B14? /Max

Här har du en länk: http://www.300power.com/forum/index.php?topic=4124.msg52043#msg52043

[Stormen]

Dom fabriksbyggda Renault 5 turbo är på 1.4l (tror jag, det blocket i alla fall) och det är samma som Volvo B14 (Det är renaults motor som volvo köpt). Dessa ska passa att byta rätt över, med motorfästen och koppling, hur det blir med turbon vet jag inte, men det går väl alltid att göra plats för

Dom som bygger R5 turbo tar oftast en GTE och sätter i en Volvo 400 turbo motor. GTE motorn är på 1.7L, den heter B172 när den sitter i en Volvo.

Det är NOG tyvärr så att det inte är bolt-on, men som du säger verkar det vara lite luddigt. Om du kommer fram till något definitivt svar får du inte glömma bort att informera oss
Kolla runt på lite Renault sidor om det är samma bultmönster till sprängkåpan på 1.4 och 1.7 motorerna. Om det är samma är det väl ett görbart projekt, lättare att bygga motorfästen än att svetsa om kåpan

[Max]

Här har ni lite att läsa! /M

Källa: http://sportcompactcar.automotive.com/70984/0204-sccp-renault-r5-trubo-2/index.html

Possibly the least sporty, most poorly constructed small car ever sold in America was the Renault R5. Known in this country as the LeCar, the Renault looked and drove like a Yugo, only smaller, with less power and reliability.

Renault was racing, however. During the late '70s and early '80s, the company was pioneering development of turbocharged engines in its Formula One racing cars. Those 1.5-liter turbo engines eventually reached an estimated 1,200 hp in qualifying trim. Renault wanted to put its turbo expertise to work in rally competition, and the tiny R5 was the designated platform.

But putting a bunch of turbo horses to the ground through the front wheels didn't seem like a good recipe for a fast rally car, so Renault engineers removed the back seat and installed the engine amidships, driving the rear wheels through a five-speed transaxle. To make this version eligible for racing, Renault then hadto sell the R5 Turbo in its showrooms. Unfortunately, the manufacturer didn't officially import the little hot rod to America.

Sun International Racing, of Manhattan Beach, Calif., however, stepped in to fill the void. The company made the necessary modifications to import the cars and sold about 200 of the surprisingly quick little cars through Centennial Motors, a dealer in Boulder, Colo. A few dozen others came in through other channels. Renault wasn't amused, and put the "gray-market" R5 Turbos on its most unwanted list. The company even instructed its dealers to stop providing parts or service for the outlaws.

The R5's 1,397cc pushrod engine featured an aluminum head with beautifully formed hemi combustion chambers. In the stock factory turbo configuration, the engine was good for 160 hp. In the early '80s, this was an astounding number. Optional 185-hp and 200-hp upgrade kits were available from the factory, and the aftermarket has since jumped in with 300-hp versions.

In a new 185-hp car, Car and Driver ran a 6.5-second 0-60 and a 14.6-second quarter mile before reaching a top speed of 124 mph. But drag racing and top speed wasn't the Turbo's fort, given its tall gearing and tool-shed aerodynamics.

For high-speed assaults on twisty mountain roads, however, the car may be without equal. The 40/60 weight distribution, race-spec unequal-length control arm suspension at all four corners, unboosted rack-and-pinion steering and unboosted four-wheel disc brakes provide awesome feedback. Drivers accustomed to front-wheel drive would be amazed at the direct feeling of the steering and the available power oversteer.

The engine delivers little power at the low end, but the output grows shockingly as the turbo boost needle swings clockwise. Kept on the boil, the R5 Turbo is like riding a lit bottle rocket. For some reason, there's virtually no audible turbo whine, so the boost gauge and the neck-snapping surge of acceleration are the only clues the car is turbocharged. Well, that and the 6-inch tall "TURBO" lettering across the back window.

The turbo's plumbing is short and direct, which contributes to minimal lag and reflects Renault's experience in Formula One. Heat, often a gremlin in turbocharged cars, is well managed with insulation and heat shielding in the R5's remarkably sanitary engine bay.

The Turbo 2 shown here is a later, less-expensive machine than the original rally replica sold in 1980-'81. That car featured an aluminum hood and roof, while the Turbo 2, sold between 1982 and '86, made do with the steel components from the standard R5. The Turbo 2 also used the standard R5 dashboard, while the original Turbo had a Euro-disco styled dash, which added to the cost, but didn't make the car go any faster.

The Turbo 2's sparse, angular dash is a study in period architecture, with its sharp-edged "futuristic" gauge binnacle. The speedometer, tach and water temperature gauges are standard R5 fare, though the boost gauge mounts in the center stack.

Our photo car, which is owned by Sun International, wears a fair amount of aftermarket goodies, including a roll cage, Recaro seats, racing belts, a Momo steering wheel, and a very cool Stack gauge cluster.

The Turbo 2's wheels are unfashionably small in diameter compared with modern sport coupes, and their turbine styling predates today's preferred spoked wheels. What's really interesting about them, however, is their size. The fronts measure 14 3/8 inches in diameter. The rears are 15 3/8 inches. The reason for this is their original Michelin TRX radials.

In the late '70s, to keep their newly designed, new construction radial from being mounted on standard wheels, Michelin used metric-sized wheels. The fronts are 365mm and the rears are 390mm. The design, however, offered no benefits over conventionally sized tires on standard wheels, and was discarded.

In width and aspect ratio, the Turbo's tires were well ahead of their time. The lightly loaded fronts are 55 series, and are 190mm wide, while the rears have the same profile but are 220mm wide. Fortunately, TRX tires are still available for R5 Turbo owners. Unfortunately, they leave the cars saddled with tires that were designed in '80s.

New, the Turbo 2 listed for $22,500, in its standard 160-hp configuration. This was roughly the same price as the Porsche 944 of the same era. Today, old Turbo 2s are worth about $15,000 to $20,000 (unlike old 944s), according to Sun International Racing president Tom Cahalane. The earlier, rarer Turbo 1 models are a bit pricier. Sun still sells parts for the cars through its Web site at www.thesunsite.com.

Jerry Fink, proprietor of Pennsylvania turbo tuner Laminar Concepts, owns a pair of Turbo 2s and has worked on many of them for customers. He estimates about 200 of the original 250 Turbo 2s imported to the United States are still on the road, while barely more than a dozen of the original 25 or so Turbo 1s are still in circulation.

Renault R5 Turbo 2RENAULT R5 TURBO 2
CHASSIS
Chassis Code R5


ENGINE
Type Inline four, turbocharged 
and intercooled, cast iron 
block and aluminum head, 
Bosch K-Jetronic mechanical 
fuel injection
Valvetrain OHV, 2 valves per cylinder, 
side camshaft
Displacement 1,397cc
Bore & Stroke 76.0mm x 77.0mm
Compression Ratio 7.0:1
Horsepower 185 hp @ 6000 rpm
Torque 159 lb-ft @ 3250 rpm
Redline 6500 rpm


DRIVETRAIN
Layout Longitudinal mid engine, 
rear-wheel drive
Transmission Five-speed manual
Gear Ratios   
1 3.36:1
2 2.06:1
3 1.38:1
4 1.06:1
5 0.87:1
Final drive 3.89:1
Differential Open


EXTERIOR DIMENSIONS 
Curb Weight 2,230 lbs
Weight Distribution F/R 40/60
Overall Length 144.4 in.
Wheelbase 95.7 in.
Overall Width 69.0 in.
Track F/R 53.0 in./58.0 in.
Height 52.0 in.


SUSPENSION 
Front Upper and lower A-arms, 
torsion bars, tube shocks, 
anti-roll bar
Rear Upper and lower A-arms, 
  coil springs, tube shocks, 
  anti-roll bar


BRAKES
Front 10.3-inch vented discs
Rear 10.3-inch vented discs


WHEELS AND TIRES
Wheels  135mm x 365mm (front)
195mm x 390mm (rear)
Tires Michelin TRX; 
190/55VR-340 (front)
220/55VR-365 (rear)


PERFORMANCE
Acceleration (Source: Car and Driver)
0-60 mph 6.5 sec
Quarter Mile time 14.6 sec.

[Fnurga]

Dom fabriksbyggda Renault 5 turbo är på 1.4l (tror jag, det blocket i alla fall) och det är samma som Volvo B14 (Det är renaults motor som volvo köpt). Dessa ska passa att byta rätt över, med motorfästen och koppling, hur det blir med turbon vet jag inte, men det går väl alltid att göra plats för

Dom som bygger R5 turbo tar oftast en GTE och sätter i en Volvo 400 turbo motor. GTE motorn är på 1.7L, den heter B172 när den sitter i en Volvo.

Det är NOG tyvärr så att det inte är bolt-on, men som du säger verkar det vara lite luddigt. Om du kommer fram till något definitivt svar får du inte glömma bort att informera oss
Kolla runt på lite Renault sidor om det är samma bultmönster till sprängkåpan på 1.4 och 1.7 motorerna. Om det är samma är det väl ett görbart projekt, lättare att bygga motorfästen än att svetsa om kåpan

Gäller detta alla R5 turbo?
Jag ska se över det här lite mer framöver. Just nu har jag tyvärr ingenstans att meka :/
Och jag verkar dessutom sitta med en rasad diff som det verkar nu :/

Men tack för infon så långt

Max: Intressant läsning där du! 1200 vilda ur 1.5L är inte illa pinkat av en trähäst