Renault 5 engines

Post by **shimon340** » 06 Dec 2006 12:11 am

Hello,

If you see the thread I've posted tonight you can prob see where this is going!

I know the Renault 5 uses the 1397cc engine used in the 340 as the B14. I also was taught ( from Ev - retired engineer and Daf and Volvo fan - had 340s when they were new ) that the B14 wasnt exactly the same as the Renault 1397. I forget the name of the factory where they were built but there were Renault spec ones and Volvo spec.

I recall the piston / liner sets were different but anyone know what else?

Also, main reason for this thread - Renault 5 engine in a 340.

Water pump different but how significantly? is the sump different??

Manifold probably as Volvo used different carbs

Im just sizing up the option of fitting a Renault 5 engine to a 340

cheers

Shimon

Post by **shimon340** » 06 Dec 2006 12:18 am

Im thinking they could be good as spare engines ie spare heads and blocks but sump and water pump change might not suit me for this chaps car. Thats coz the engine is ok, part from the cross threaded spark.

I was thinking of dropping a new engine in and repairing his old one in my own time. Dont think the Renault 5 would be the route

But, even so, anyone know anything about them??

cheers

S

Post by **V6 Man** » 06 Dec 2006 12:30 am

I don't know about the NA engines, but all I'll say about the turbos is don't bother!! I've never seen such a badly designed exhaust manifold and turbo inlet - no wonder they keep blowing HG's......

Post by **shimon340** » 06 Dec 2006 12:33 am

oh the turbos... no I know they arent so good. The prob was a lack of cooling.

The B14 wasnt designed to be a turbo and the Renault 5 engine bay wasnt designed to need that sort of cooling ability. result, common overheats and HG failure

The only ones which seem to survive are those with bonnet vents or extra cooling ducts

as for people upping the boost pressure

hot engine and sm31

gasket

cheers

Post by **Stavros** » 15 Dec 2006 11:05 pm

V6 Man wrote:I don't know about the NA engines, but all I'll say about the turbos is don't bother!! I've never seen such a badly designed exhaust manifold and turbo inlet - no wonder they keep blowing HG's......

what a crock of crap, lol.

stock manifold is good for well over 200bhp, and may not be pretty, but is a well flowing manifold.

and turbo inlet? its a VERY big diameter rubber hose, even the stock airbox is again good for over 200bhp.

and why would EITHER have anything to do with head gaskets blowing?

head gaskets blow, apart from cause of old age, due det 99% of the time, nothing else.

shimon340 wrote:The B14 wasnt designed to be a turbo and the Renault 5 engine bay wasnt designed to need that sort of cooling ability. result, common overheats and HG failure

The only ones which seem to survive are those with bonnet vents or extra cooling ducts

Overheats and engine failiure are nothing more than bad tuning and maintinance, owt else. Vented bonnets dont really help loads either.

And the engine isnt designed to be a turbo? So the fact the block is the same one used the Renault 5 GrpB rallycars which pushed over 300bhp in later years was a fluke i guess?

Ps- Yes, i do know a fair bit about Renault 5 lumps, what you want to know?

Post by **classicswede** » 15 Dec 2006 11:20 pm

I had a feeling this thread would rock your boat.

Post by **pettaw** » 16 Dec 2006 12:40 am

Stavros wrote:Ps- Yes, i do know a fair bit about Renault 5 lumps, what you want to know?

Including that they would fit nicely into a Volvo 300 engine bay, until someone helpfully pointed out they already tried it and it needed 'some light dressing with a hammer on the firewall'

Post by **foggyjames** » 16 Dec 2006 02:20 am

To be fair guys...Stavros is right...the vast majority of HG failures on these engines will be due to muppets "tuning" them by exercising no restraint with the boost pressure when they don't have the fuel and ignition timing to avoid detonation. The same is true of Ford CVH motors in Fiesta and Escort RS Turbos - some of the things the chavs do to them...shudder...!

Having said that, it is an engine which is prone to HG failure even when NA...blame the French

cheers

James

Post by **classicswede** » 16 Dec 2006 12:50 pm

To be fair I dont think the 1.4 is realy any worse than many other engines for HG failure. I think a lot of it comes down to the liners been incorrectly fitted tbh.

Doing LPG I get to see a lot of Range Rover V'8 and the liners can be a common problem with them aswell (also big porroisity problems but that is another story).

Also to fair fair to Stav a little beating with a lump hammer is quite exeptable if that is what it takes to make an engine fit.
The other option for fitting would be to make an adaptor collar to turn the turbo like I syggested to Frits.

Post by **foggyjames** » 16 Dec 2006 08:21 pm

Well yes, all things are relative - they're a lot better than a Rover K series

cheers

James

Post by **d3k4y0** » 16 Dec 2006 09:05 pm

foggyjames wrote:Well yes, all things are relative - they're a lot better than a Rover K series

cheers

James

but... so is being stabbed in the face.... isn't it?

Website · Post by **antiekeradio** » 18 Dec 2006 02:07 pm

the injection versions (C3G etc) have a different bolt setup for the manifolds.

this was the reason why Bodejodel has a brand new engine in the shack that did not fit his DAF....