Clio 2 RS PM 240 Competition Engine

Clio 2 RS PM 240 Competition Engine
£8,015.40 £6,679.50
In stock
Clio 2 RS PM 240 Competition Engine
Available to Order - Lead Time: 8 WEEKS
Configure your Clio 2 RS PM 240 Competition Engine Below

This 1998cc F4R 730 series engine produces 240bhp (180kW) and 185lbft (250Nm).  The engine design has been maximised to produce great midrange performance to make it suitable for a wide range of competition uses such as racing, rallying, hillclimbs and sprints.

 We use a reconditioned block in all PM240 engine builds to guarantee that the engine size stays under 2000cc to comply with most race series regulations.  The engine comes as a completed cylinder block with sump, and head assembly with a Pure Motorsport baffled breather plate, it does not include: any inductionthrottle bodies, exhaust manifold, oil catch tank, ignition coil, plug leads, flywheel or auxiliary belt driven parts.


The engine spec is as follows:


12.5:1 Compression ratio,
82.7mm bore
93mm stroke
1998cc displacement
240bhp output
185lbft torque

Cylinder head:


Choice of 172 or 182 cylinder head.
CAD designed CNC machined combustion chambers

CAD designed CNC machined, hand finished inlet and exhaust ports
Valve seats cut with three angles blending into the combustion chamber and valve throat
New valve guides on all heads (these are not cut down when porting to keep maximum valve stability)
One piece uprated valves in standard size
Uprated single valve springs
Cat Cams with VVT delete
Vernier Pulleys
Standard hydraulic followers
Uprated cambelt kit with steel pulleys
Genuine Renault head gasket set and head bolts.

Bottom end:

Standard balanced crank, choice of 172 for short events or 182 crank for endurance/high mileage use
ACL or King racing tanged main bearings
ACL or King racing tanged big end bearings
New genuine Renault thrust washers
New genuine Renault oil pump
Robson engineering custom con-rods 148mm long
Custom CP X Bridge pistons, three ring, 20mm pin and crown height to suit our con-rods, 82.7mm or 83.0mm
Built with Recon block including: stripping, soda blasting, paint, skim sump face, hone, grind deck, new oil jets, new dipstick tube, new core plugs, new main cap bolts, modify main caps and block for race type tanged bearings
New piston cooling oil jets
Genuine Renault engine seal kit


Why is this engine different from building one using generic off the shelf components?  
The generic off the shelf parts are designed with many compromises so that they will fit lots of different engines.  Generally off the shelf pistons will have large valve cutouts to allow for the use of big valve lift cams - this lowers the compression ratio so the intruder dome height will be higher to compensate.  Off the shelf piston domes will be designed to fit the standard combustion chamber so take up a smaller area - the intruder needs to be higher still to raise the compression ratio.  The higher the dome is, the more of a barrier it produces to the flame front within the combustion chamber, so the lower the intruder height - the better!
We custom design our pistons to suit this engine configuration, so we don't have any compromises - we also use a superior quality manufacturer of our pistons by the name of CP Carillo in the USA.


The stroke of the F4R engine is very long compared to it's bore size and this causes the piston speeds to be very high.  This means we have to keep the maximum RPM down so tune the engine to work well in the midrange.  We also reduce the loads on the piston and rod assembly by using a longer than standard con-rod with a shorter piston.  The rods are very lightweight and beautifully designed and made in the UK from forged blanks.  They are considerably lighter than cheap rods and are very well designed with no stress raising sharp internal corners - all corners utilise a stress reducing radius.


Our CNC ported cylinder head is designed from scratch using 3D CAD modelling which allows us to keep the cross sectional area of the ports exactly as we would like - traditional CNC ported heads use a hand ported head that is scanned and could contain mistakes and discrepancies that can be copied over to the finished article.  The inlet ports are kept deliberately small to keep gas speed up and feature an anti-reversion exhaust port to minimise exhaust gas reversion into the combustion chamber.


The cam choice we use is surprisingly mild with moderate valve lift and a comparatively low duration and helps keep the engine ultra tractible and flexible at all engine speeds.  You could literally use this engine to drive down the shops and then go straight on to the racetrack or rally stage!


The combination of many hours of design and testing, with a selection of the finest quality components means you can rest assured you are getting the best value for money, best reliability and best performance from your engine. 


Optional upgrade to PM240+ spec with solid tappets and a higher lift, longer duration camshaft.  

With this optional extra the midrange torque is up everywhere over the hydraulic follower PM240 engine by a maximum of 8lbft, the peak figures don’t really do it justice at 185lbft and 244bhp. 
It has a good, useable increase in the places where it matters and doesn’t push the power band up with the more aggressive cams as it produces more torque from 2500rpm upwards.


Suitable donor engines must have a head in good condition, with matching cylinder head cover, small exhaust port, not modified in any way, have minimal or no scoring of cam journals and not having been skimmed.  The head will be inspected when it arrives back here and if it isn't suitable for exchange you will be notified and the head will be returned to you. Please ensure you remove everything that you will need before returning the head to us and even better if you take the valves out!!

Please see our head return conditions here.

Running in procedure can be found here



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