The revival of 650143R, 1970 with TS.

[Richard48Y]

Pulled a set of valves for measurement.
Also got a better look at the ports.
Seems prior work concentrated on blending the seats a bit really nothing on the intake tracts.
Looks the exhaust cannot be improved without adding metal.
I will be sending the head to HBR in Las Vegas.
The tubes from the head to the valve cover are in the way for taking out the valves, how are they removed?
Anyone have pics of a ported TS street head?
Seems the intakes could use a little smoothing.

[jbcollier]

I had no troubles removing my valves with the tubes in place.  What type of spring compressor do you have?

[Richard48Y]

Several actually.
"C" type, compact screw knob type, even a specialized version for doing flat-heads.
None seem able to get a good reach past the tubes.
Going to send the head out for freshening and maybe light port blending.
Not sure if the tubes might be an issue for the head shop.

[Richard48Y]

I finally got around to transferring title to my name.
Progress of a sort.

[Richard48Y]

Looked at the TS head intake tracts and Weber manifolds last night.
The intake ports seem to have a bit of a choke point just past where they were machined.
Bottom of the ports match the intake manifolds very well, but the head ports are larger, and mismatch to the intake manifolds for most of the upper diameter.
This leaves a step-out from the manifold to the head.
Glad it is not the other way around.
My inclination is to very lightly clean up the intake tract removing the casting line, and blending the restriction smoother.
It seems the top of the port may be very thin where the top of the head is recessed for the intake bolts.
For a better match I am thinking of modifying the intake manifolds.
They are far more available if I make an error than the head.
Still interested in what others may have done in this area.

[GavinT]

Anyone have pics of a ported TS street head?

Modified head above and stock R17TS head below.

[jbcollier]

Always be careful of dropping the port’s floor.  You can end with intake flow that blows across the head of the valve essentially using only half of the valve’s opening.  Ducati heads, for example, were particularly poor in this regard.

[Richard48Y]

No intent to drop the port floor as it already matches the intake manifolds very well.
Street/Hill-Climb car so leery of enlarging the ports much if at all.
So looking at matching the intakes.
I need to price a replacement set just in case.

[GavinT]

G'day Richard,

Is yours an actual 16TS head from a Renault 16TS and what are the valve sizes?
I ask because from what I've gathered over the years it is said that the 843 engine used smaller ports.

I've never had an 843 head side alongside a 16TS head but it'd be interesting to compare. The other thing is that the 843 seems to be the predominant cross-flow available in NA. The Renault Fuego in our part of the world only came with the 2 litre OHC engine and not the turbo 843.

Here in OZ, we were lucky. Renault had a factory here at the time and they produced the Renault 16 locally.
The then Govt. were encouraging (mandating) various degrees of local content so ours were delivered with a Bosch distributor, alternator and the like - more grist for the mill.

Here's a head cross-section pic if that's any help.

[Richard48Y]

I will have to identify my head.
I can certainly say that the intake tract is nowhere near as nice as the sectioned head you posted.
Pics if I am able.

[Richard48Y]

Been a bit frustrated not being able to do more with the car.
Decided I will send the head to an expert for rework.

Number behind distributor on the head is 597403.
Engine is 821-02, No. 7138

Looks to me like some bowl and seat blending would be helpful along with cleaning up the intake ports.
Not looking to go radical as these heads are just too hard to find.
I may have asked before, has anyone tried Beehive springs?
Need to get my cam out of the block for examination.
Neither my engine or trans are numbers matching, so no worry over keeping it "Correct". 
Almost forgot the valve sizes. 42.26 and 35.45 MM.
Second edit, anyone have a link to Mecaparts in English?

Everyone likes pics?

[BDA]

Safari on my iPad does not translate so I'm thinking you're on Apple. I think Chrome is available for Apple and I think it probably translates for you since google does have a translate site (translate.google.com), but I don't have Chrome so I'm guessing. If you're on Windows, the Microsoft Edge browser translates everything for you and, as I say, I would expect Chrome to as well.

[Richard48Y]

Spoke to LA Sleeve, prices are ghastly at $500 per sleeve.
At twenty-four pieces the price drops to $200 per sleeve.

Got a price from Salv for new 78mm forged pistons, about $700.
A bit less than ordering custom from JE but may be a wash by the time my old sleeves are machined to 78mm.
He did not state the CR but the Wossner site shows 11.7-1!

Interesting that he says the Max Speeding rods are now good to use.
He also offers Turbo rods at about half the price.

I guess shopping is a form of progress? 

[Richard48Y]

Salv Sacco got back to me with some advice and quote$.
Seems I probably have an "807" engine which is a little confusing as that is not the model on the block tag.
I appear to have put myself into the most rarified and difficult build possible without trying to do a concours S1.
Renault engine is not as well supported as the TC.
TS head is even less supported as it is not factory.

US made forged JE custom pistons run $1,000.
Cost of 78mm domed Wossner pistons £575.00/$700 full set including pins and rings but probably not shipping.
Gaskets are not too difficult to find.
But a cam, cams seem to be an issue for many engines nowadays.
For the TS they seem to be hens teeth which require grinding the old cam.
That reduces the base circle and is not ideal.
Really hoping my cam is good to reuse.

After perusing this site and several vendors I have concluded that the Europa is really no more difficult to work on than say, a Triumph Spitfire.
The likely exception being the fiberglass body.

I have to complete an MG Midget to driver but not repainted status as the C30 truck is no fun at all.
Also getting the dirt buggy going as my DD.
With those out of the way I will finally have space to remove the S2 body from the chassis.
That should make my rebuilding efforts much simpler.
Not going to be ready this year bit I am determined to be on the road 2023.

[BDA]

Piston pricing seems pretty strange. Back when I was racing my Spridget, a set of pistons for my 1275cc motor cost about the same amount as my buddy’s 351 Cleveland even though they came from the same company (Venolia) and I had half as many smaller pistons! Of course, Venolia probably made 20 sets of 351 pistons for every set of 1275cc Spridget pistons!

Speaking of which, you might want to give Venolia a call about your pistons. They used to advertise pistons for just about any engine imaginable.

WRT working on bodies, I’d much rather work with a fiberglass Lotus body than a steel Spitfire body!

Good luck with your project!