172 Race Car
pictures on previous pages arent working i wanna see what it looks like!
As posted, check the website
ClioSport.net
Register a free account today to become a member!
Once signed in, you'll be able to participate on this site by adding your own topics and posts, as well as connect with other members through your own private inbox!
-
When you purchase through links on our site, we may earn an affiliate commission. Read more here.
Burpspeed Version 2: Race Car Build
- Thread starter Jay Payne
- Start date
shiftspark
ClioSport Club Member
R53 GR86
Good work chaps! scooty has a nice engine to slot in ?
shiftspark
ClioSport Club Member
R53 GR86
:lolup:
I will get 2 you may need a spare for testing.
I will get 2 you may need a spare for testing.
172 Race Car
Saturday, 16th January 2010 - Ignition
The weather has affected our progress recently. The car had to be parked outside last week and then ended up with 6 inches of snow on it. But with the thaw under way we could get it back in the workshop.
First we had some sensors to fit. To make sure the ECU receives strong, reliable signals, we changed the coolant temperature sensor to a Cosworth/Marelli sensor. The air temperature sensor was also swapped for a Cosworth item.
We could of used the standard Renault crank position sensor but changed to a big beefy Marelli one to aid reliability. To make it fit, a bracket had to be made. A very difficult job to get right as the sensor has to sit between 1mm and 3mm above the sensor teeth on the flywheel.
Next up the ignition system. We did explore the idea of switching to a 'coil on plug' system from later Renault models but after advice from Tour-De-Force we stayed with a coil pack and leads. The best place for the coil pack is on the rear of the cylinder head, away from the heat of the exhaust manifold. Ford Zetec engines have the coil pack placed here on a bracket so we got one to try for size. With a small amount of modification it fitted to the side of the engine very nicely. The expansion tank return hose passed under the bracket and was secured with a 'P' clip. We then fitted a new Ford coil and the Renault plug leads fitted to it perfectly.
Sunday, 17th January 2010 - Bring On The Trumpets!
We had intended to keep the standard inlet manifold, But after some discussions with Tour-De-Force and RSTuning we had a change of plan.
RSTuning supplied us with a set of AT Power direct to head throttle bodies. These should see us with a healthy increase in power and torque and improve the throttle response considerably. The are very easy to fit as they (as the name suggests) fit direct to the cylinder head with no additional inlet manifold required
A dead easy job to fit them to the engine. They split into two parts so fitting is much simpler than trying to line everything up at once.
The stock fuel rail and injectors were fitted and we could start to wire up the engine.
The first connection was made to the temperature sensor, then the loom routed towards the rest of the sensors and injectors.
Laptop plugged in and we see if we can communicate with the ECU. No problems. Coolant and air temp sensors sending signals as expected. Next we turned the engine over to check the crank sensor signal is good. All was well, showing a 200rpm crank speed.
Last job for today was to wire the injectors and test to make sure they were switching. The loom is now done and all appears to be working. At some point later we will tidy the loom up and insulate all the wires properly.
Saturday, 23rd January 2010 - Fuel and First Start
Last summer we did a few track sessions at a car show held at Mallory Park. The car suffered from really bad fuel starvation around Gerard's. This was with half a tank of fuel so to stop this happening we have fitted a swirl pot and 2nd fuel pump in the spare wheel well. The standard 'in-tank' pump will supply the pot (holds about a litre of fuel) and the 2nd pump will supply the engine. This ensures that if the pump in the main tank fails to pick up fuel under heavy cornering forces, the engine wont stutter. The 2nd pump still has the fuel in the swirl pot to draw from and supply the engine.
We're using stainless steel over-braided fuel hose to run the lines down the passenger side of the car. Then through the bulkhead and along to the driver side to where we have fitted the fuel filter.
The stock in-tank pump had the braided line treatment. The loom fitted through a grommet in the floor and a steel cover made to fit instead of the standard rubber/plastic one.
After running the pumps to bleed the system we then checked for leaks. We were ready for the first start up!!!!
After running the pumps to bleed the system we then checked for leaks. We were ready for the first start up!!!!
It fired and then cut out, fired again and cut out. Everything was checked over and we tried again. Still the same. A quick call to Matt at Tour-De-Force and he confidently told us the crank sensor wires were the wrong way around. We swapped them around and tried again. It started on the button and burbled into life. Massively over-fuelling, but the base map on the ECU was enough to get it running so we could check for cooling system leaks and bleed any air out. We let it run for a while and checked all the sensor readings as the engine warmed up.
[youtube]<object width="320" height="265"><param name="movie" value="http://www.youtube.com/v/wcfbBRlgKNg&hl=en_GB&fs=1&"></param><param name="allowFullScreen" value="true"></param><param name="allowscriptaccess" value="always"></param><embed src="http://www.youtube.com/v/wcfbBRlgKNg&hl=en_GB&fs=1&" type="application/x-shockwave-flash" allowscriptaccess="always" allowfullscreen="true" width="320" height="265"></embed></object>[/youtube]
Everything was going well so we took the car for a little test drive around the, very dark, car-park. The only problem we found was a very loud noise when using the clutch. It must be seized release bearing. Strange, as it was fine when we built it up a short time ago. So, a massive mile stone but it looks like the engine and box have to come out again. Its booked in to go on the rollers in 3 weeks time, we better get cracking.
Tuesday, 26th January 2010 - Engine Loom Finished
With the engine bay loom cut and routed to length and after some testing with the engine running a few days ago, we could finish it off. It took hours to do but were pleased with the result. The loom has been heat shrinked to keep it in shape, protect it and keep out any moisture.
Friday, 29th January 2010 - Disaster!!!
When starting up for the first time last week, we had a noise when pressing the clutch. It sounded like the release bearing so this week Tony took the engine out. Today we took the gearbox off the engine to investigate the cause of the clutch noise. We had a new clutch on standby. Nothing was found wrong with the clutch and some head scratching took place.
Disaster! Problem found!
The crankshaft has an excessive amount of end-float. Around 5mm!! When pressing the clutch pedal it has been pushing the whole crankshaft across and the flywheel ring gear was touching the engine. Causing the noise.
So the engine is scrap, although it never showed any signs of a problem in the track car previously, that is why we never noticed it before. So we had no choice but to fit the spare engine. It has been sat in the corner of the workshop for months and was needing some love and attention. It had not ran for over a year. First up a dam good clean.
Once in and lined up everything was refitted. Bodies, coil pack, alternator etc. 4 hours after we discovered the old engine was no good, it was running again. So at least we have proed that the work we did to make the job easier was worth it. We let the engine warm up and then drained the very dirty looking oil out of it
So the only ACTUAL progress we made today was to fit the lambda sensor plug. But we are up and running again and the engine and clutch are fine now.
Saturday, 30th January 2010 - Panels
After the highs and lows of the last week, things are settling down. The oil in this engine and filter was changed today and Danny is coming over this week to fit a cam-belt kit to it. Hopefully it will be a good engine. It was from a crashed 172 Cup and the owner had lots of service history
So time to refit the panels to the car. Wings on first, then adjusted to fit the bonnet and get all the gaps straight-ish.
Then the front bumper fitted and lined up with the wings. We need to see if the car will fit on the trailer soon. We have a feeling that the bumper will need to come off to get the car on and off. Its only 4 bolts so not a big problem
Then finally the doors. We went for perspex windows in the end. Fixed in position. Plastics4performance supplied them and were very helpful and a good company to deal with. At a later date we may swap the remaining glass.
Monday, 1st February 2010 - Finishing Touches
It looks like a complete car now. Still lots of small stuff to do, bits of wiring loom to tidy, dash-top to fit and we are waiting for the air box backplate to arrive. Quite pleased with how its turned out. Currently sticker and sponsor free and we will probably run it like this at the first track test. Ignore the scuffed drivers side wing, a little parking accident happened.
Thursday, 4th February 2010 - Cambelt and Mirror
Danny came over today to change the timing belt on the engine. The timing was sightly out and this can affect these engines quite a lot. Now all new idler's and tensioner and timed up spot on. Only 1 picture of the work in progress.
We've bought a race mirror from GPR,
should help us see when we are about to be lapped, LOL
The weather has affected our progress recently. The car had to be parked outside last week and then ended up with 6 inches of snow on it. But with the thaw under way we could get it back in the workshop.
First we had some sensors to fit. To make sure the ECU receives strong, reliable signals, we changed the coolant temperature sensor to a Cosworth/Marelli sensor. The air temperature sensor was also swapped for a Cosworth item.
We could of used the standard Renault crank position sensor but changed to a big beefy Marelli one to aid reliability. To make it fit, a bracket had to be made. A very difficult job to get right as the sensor has to sit between 1mm and 3mm above the sensor teeth on the flywheel.
Next up the ignition system. We did explore the idea of switching to a 'coil on plug' system from later Renault models but after advice from Tour-De-Force we stayed with a coil pack and leads. The best place for the coil pack is on the rear of the cylinder head, away from the heat of the exhaust manifold. Ford Zetec engines have the coil pack placed here on a bracket so we got one to try for size. With a small amount of modification it fitted to the side of the engine very nicely. The expansion tank return hose passed under the bracket and was secured with a 'P' clip. We then fitted a new Ford coil and the Renault plug leads fitted to it perfectly.
Sunday, 17th January 2010 - Bring On The Trumpets!
We had intended to keep the standard inlet manifold, But after some discussions with Tour-De-Force and RSTuning we had a change of plan.
RSTuning supplied us with a set of AT Power direct to head throttle bodies. These should see us with a healthy increase in power and torque and improve the throttle response considerably. The are very easy to fit as they (as the name suggests) fit direct to the cylinder head with no additional inlet manifold required
A dead easy job to fit them to the engine. They split into two parts so fitting is much simpler than trying to line everything up at once.
The stock fuel rail and injectors were fitted and we could start to wire up the engine.
The first connection was made to the temperature sensor, then the loom routed towards the rest of the sensors and injectors.
Laptop plugged in and we see if we can communicate with the ECU. No problems. Coolant and air temp sensors sending signals as expected. Next we turned the engine over to check the crank sensor signal is good. All was well, showing a 200rpm crank speed.
Last job for today was to wire the injectors and test to make sure they were switching. The loom is now done and all appears to be working. At some point later we will tidy the loom up and insulate all the wires properly.
Saturday, 23rd January 2010 - Fuel and First Start
Last summer we did a few track sessions at a car show held at Mallory Park. The car suffered from really bad fuel starvation around Gerard's. This was with half a tank of fuel so to stop this happening we have fitted a swirl pot and 2nd fuel pump in the spare wheel well. The standard 'in-tank' pump will supply the pot (holds about a litre of fuel) and the 2nd pump will supply the engine. This ensures that if the pump in the main tank fails to pick up fuel under heavy cornering forces, the engine wont stutter. The 2nd pump still has the fuel in the swirl pot to draw from and supply the engine.
We're using stainless steel over-braided fuel hose to run the lines down the passenger side of the car. Then through the bulkhead and along to the driver side to where we have fitted the fuel filter.
The stock in-tank pump had the braided line treatment. The loom fitted through a grommet in the floor and a steel cover made to fit instead of the standard rubber/plastic one.
After running the pumps to bleed the system we then checked for leaks. We were ready for the first start up!!!!
After running the pumps to bleed the system we then checked for leaks. We were ready for the first start up!!!!
It fired and then cut out, fired again and cut out. Everything was checked over and we tried again. Still the same. A quick call to Matt at Tour-De-Force and he confidently told us the crank sensor wires were the wrong way around. We swapped them around and tried again. It started on the button and burbled into life. Massively over-fuelling, but the base map on the ECU was enough to get it running so we could check for cooling system leaks and bleed any air out. We let it run for a while and checked all the sensor readings as the engine warmed up.
[youtube]<object width="320" height="265"><param name="movie" value="http://www.youtube.com/v/wcfbBRlgKNg&hl=en_GB&fs=1&"></param><param name="allowFullScreen" value="true"></param><param name="allowscriptaccess" value="always"></param><embed src="http://www.youtube.com/v/wcfbBRlgKNg&hl=en_GB&fs=1&" type="application/x-shockwave-flash" allowscriptaccess="always" allowfullscreen="true" width="320" height="265"></embed></object>[/youtube]
Everything was going well so we took the car for a little test drive around the, very dark, car-park. The only problem we found was a very loud noise when using the clutch. It must be seized release bearing. Strange, as it was fine when we built it up a short time ago. So, a massive mile stone but it looks like the engine and box have to come out again. Its booked in to go on the rollers in 3 weeks time, we better get cracking.
Tuesday, 26th January 2010 - Engine Loom Finished
With the engine bay loom cut and routed to length and after some testing with the engine running a few days ago, we could finish it off. It took hours to do but were pleased with the result. The loom has been heat shrinked to keep it in shape, protect it and keep out any moisture.
Friday, 29th January 2010 - Disaster!!!
When starting up for the first time last week, we had a noise when pressing the clutch. It sounded like the release bearing so this week Tony took the engine out. Today we took the gearbox off the engine to investigate the cause of the clutch noise. We had a new clutch on standby. Nothing was found wrong with the clutch and some head scratching took place.
Disaster! Problem found!
The crankshaft has an excessive amount of end-float. Around 5mm!! When pressing the clutch pedal it has been pushing the whole crankshaft across and the flywheel ring gear was touching the engine. Causing the noise.
So the engine is scrap, although it never showed any signs of a problem in the track car previously, that is why we never noticed it before. So we had no choice but to fit the spare engine. It has been sat in the corner of the workshop for months and was needing some love and attention. It had not ran for over a year. First up a dam good clean.
Once in and lined up everything was refitted. Bodies, coil pack, alternator etc. 4 hours after we discovered the old engine was no good, it was running again. So at least we have proed that the work we did to make the job easier was worth it. We let the engine warm up and then drained the very dirty looking oil out of it
So the only ACTUAL progress we made today was to fit the lambda sensor plug. But we are up and running again and the engine and clutch are fine now.
Saturday, 30th January 2010 - Panels
After the highs and lows of the last week, things are settling down. The oil in this engine and filter was changed today and Danny is coming over this week to fit a cam-belt kit to it. Hopefully it will be a good engine. It was from a crashed 172 Cup and the owner had lots of service history
So time to refit the panels to the car. Wings on first, then adjusted to fit the bonnet and get all the gaps straight-ish.
Then the front bumper fitted and lined up with the wings. We need to see if the car will fit on the trailer soon. We have a feeling that the bumper will need to come off to get the car on and off. Its only 4 bolts so not a big problem
Then finally the doors. We went for perspex windows in the end. Fixed in position. Plastics4performance supplied them and were very helpful and a good company to deal with. At a later date we may swap the remaining glass.
Monday, 1st February 2010 - Finishing Touches
It looks like a complete car now. Still lots of small stuff to do, bits of wiring loom to tidy, dash-top to fit and we are waiting for the air box backplate to arrive. Quite pleased with how its turned out. Currently sticker and sponsor free and we will probably run it like this at the first track test. Ignore the scuffed drivers side wing, a little parking accident happened.
Thursday, 4th February 2010 - Cambelt and Mirror
Danny came over today to change the timing belt on the engine. The timing was sightly out and this can affect these engines quite a lot. Now all new idler's and tensioner and timed up spot on. Only 1 picture of the work in progress.
We've bought a race mirror from GPR,
should help us see when we are about to be lapped, LOL
TrackCar & F30 330d
wow, such a good read, such bad luck with the first engine very unfortunate.
Cat wait to see it on the race track when its all 100% finished.
You'll have to get it weighed too, lighter then Burpspeed 1?
Cat wait to see it on the race track when its all 100% finished.
You'll have to get it weighed too, lighter then Burpspeed 1?
TrackCar & F30 330d
Yeah thats what i was thinking. BHP/ton will deffently be better with having the ITB's.
Did you buy the ford coilpack backet from ford? I've been looking to do that for a little while but havnt had time to fabricate one from scratch.
Did you buy the ford coilpack backet from ford? I've been looking to do that for a little while but havnt had time to fabricate one from scratch.
TrackCar & F30 330d
Arrr, not quite as straight forward as i thought then lol. Looks like the coilpack is staying where it is then for now.
Why havnt you painted the Black metal "tray" on the bluk head? No body ever paints it.
Why havnt you painted the Black metal "tray" on the bluk head? No body ever paints it.
ITB'd MK1
182cup & 172 racecar
The bracket was easy to adjust,the bit you cut off fits perfect for the top end,didn't even have to cut or drill anything,as for metal tray,keep your beek out.
ITB Hybrid+Cup+Scenic II
What a stunning project - just keeps getting better and better.
R26
I still say you need mk2 rear lights to make the rear look that little bit better
Nafoff
ClioSport Club Member
awesome work sir's
has come out really nicely, so many ideas that people can take and move to their roadcars, all done so nicely / neatly. you guys should be proud.
didn't know you were going for bodies also, that should be a bit of a weapon (as already mention) with the lack of, well, anything really. will be interested to hear the results after matts mapping as we will be running similar systems,
did you say you are fitting an airbox also guys?
has come out really nicely, so many ideas that people can take and move to their roadcars, all done so nicely / neatly. you guys should be proud.
didn't know you were going for bodies also, that should be a bit of a weapon (as already mention) with the lack of, well, anything really. will be interested to hear the results after matts mapping as we will be running similar systems,
did you say you are fitting an airbox also guys?
172 Race Car
Will get some posted up of the complete car. These are take from our website as photobucket kept having a strop with so may people viewigSome bigger pics would be good tho!
Meh, In your opinion and they cost moneyI still say you need mk2 rear lights to make the rear look that little bit better
Yes, we were waiting for some longer extensions from AT Power (They have arrived and are on, thanks John). As we had clearence issues(should also help with the power so were told)
Just waitng on a back plate and the a box can go on, it looks lovely
Nafoff
ClioSport Club Member
happy days...what airbox you gone for, stainless fabricated? carbon? etc etc...hows it fed etc,
would like to see the car being mapped, would be great if we could get them there together fr a comparisons
Nafoff
ClioSport Club Member
look forward to it
Nafoff
ClioSport Club Member
pm'd
172 Race Car
Monday 8th Febuary 2010
Lots of small bits left to do. We had to fit an oil catch tank as the stock oil breather system vents into the manifold. The tank is fitted to the passenger side and a small filter added on the top.
The fire extinguisher is all plumbed in now and the interior release cable fitted on the drivers side. An OMP strut brace fitted, the holes were already in the strut tops as the previous owner must of had one. Repainted in orange.
Woody inspected our work..........
Lots of small bits left to do. We had to fit an oil catch tank as the stock oil breather system vents into the manifold. The tank is fitted to the passenger side and a small filter added on the top.
The fire extinguisher is all plumbed in now and the interior release cable fitted on the drivers side. An OMP strut brace fitted, the holes were already in the strut tops as the previous owner must of had one. Repainted in orange.
Woody inspected our work..........
TTRS & V50
Bad luck with the other engine, sounds unfortunate, at least you had a back up Look forward to the TDF mapping results.
Look forward to the TDF mapping results.
Clio 220 lpg
Looks good, your niose in the engine, there are thrust bearings in next to the crank it sounds like either one has gone missing or worn out some how, has the engine been apart? may have not gone back in. they are made so that there is something for the clutch to lean against when pressed etc.
shiftspark
ClioSport Club Member
R53 GR86
As always great work and lots of food for thought for our cars!
Did you want to change the coil pack from a reliability point ? and why did tdf advise to stick with the originals ?
Thanks
Did you want to change the coil pack from a reliability point ? and why did tdf advise to stick with the originals ?
Thanks
182cup & 172 racecar
We thought coil on plug would work well,but after speaking to Matt at TDF it was advised not to(reliability issues).The Ford coil pack was cheaper and more reliable,also lighterand the bracket fitted just right.
and the bracket fitted just right.
shiftspark
ClioSport Club Member
R53 GR86
We thought coil on plug would work well,but after speaking to Matt at TDF it was advised not to(reliability issues).The Ford coil pack was cheaper and more reliable,also lighter
Ah thanks, when I 1st read the posts I wondered what you were doing induction wise as the bracket was in the way.
AT boddies = very nice. Dont suppose AT want to supply a set to use on my hillclimber as I could carry out plenty of testing for them foc of course
182cup & 172 racecar
Sorry testing is down to us,so we will try to prove that they do work on Clios.
Similar threads
