Renault Alliance MT 1.4L Turbo ? Quesako ?

This particular Alliance is a California version, which for purposes of this project means it has Bosch L‑Jetronic fuel injection with port injectors instead of the single-point throttle-body Bendix injection used on the 49-state cars. Since the 49-state cars breathe through a hole that’s thumbsized only if you happen to be under 12 years old, and also deliver fuel by only one nozzle, the Bosch system makes an enormously better starting point for serious performance increases. The turbo itself is a Japanese IHI. It draws air from the air-vane sensor, and from there forces it through an enormous intercooler (larger than that of the Turbo Fuego), then to the engine. The intercooler is situated above the gearbox, is fitted with its own electrically-driven fan, and draws cooling air through a neat fiberglass duct from behind the spoiler on the left. Exact numbers aren’t readily available. But boost pressure is in the range of 9.511.0 psi. Horsepower is right now in the Rolls-Royce region—“sufficient”—which is probably more than 100, less than 120. Sufficient, you bet. Like we said, development so far has used up three clutches just to ascertain that everything runs. Development programs are like that. A few axles and U-joints have also given up their lives to the power increase. Development programs are like that, too. Fixes are on the way, in some cases already incorporated. The current clutch is stronger, and axles used in competition are in this car’s future. Development programs are like that. Which is why good aftermarket kits are expensive, why factory optional turbos are expensive, and why backyard speed seekers frequently take lots of aspirin. This one is, in all senses of the word, a good installation. Engineered and built by Katech, a shop based in Mt. Clemens, Michigan, and specializing in racing engines, this Alliance turbo looks about as factory as you could expect. Everything fits properly, ducting is well done, fittings are first quality, the general layout of components is factory logical, and there isn’t a piece of coat hanger wire or duct tape in sight. You can tell it’s handmade, but good handmade. However, if an Alliance like this were factory made, more of you could share in this kind of quick, invisible fun. As you would expect, the handling is first class; it feels just like the race cars from the Alliance Cup (with a tiny bit more body roll, of course), and that makes it just wonderful as an offramp and canyon road bomber. The neat part is, it will now bomb those canyons with some speed. This little fighter for the French resistance to Yankee speed-law thinking will see 60 in 9.16 sec, and finish a quarter mile in 16.93 sec at 80.4 mph. It is especially good at the wonderful quality often accompanying boost—long-legged performance in the upper ranges. Three digits with this Alliance is no sweat. Yet this is a complete package, not a single-purpose hot rod offering only an abundance of quick mph. Handling good enough for the racetrack is certainly good enough for the street, to the tune of 0.84 g lateral acceleration on our skidpad. That’s right up there in Z28 country. And it feels just like a little race car, too, but without the bumpity ride. Braking numbers are 151 ft from 60, and 37 ft from 30. It’s the all-around high-performance package. And fast, plenty fast. In fact, an interesting thought would be to use it as a pace car at the Alliance races. Just think of it—the first time the pace car could outrun the racers! We seem to be onto something here: something under the general category of, “Gee, wouldn’t it be neat if Renault would build one for all the rest of you.” Part of the difficulty is that, among some folks at Renault, the slightly heavier Encore is seen as the “sportier” of the Alliance/Encore duo, an interesting notion since that big glass hatch up high and to the rear can’t be doing anything good for weight distribution or center of gravity. Besides, we kind of like tidy little sedans, and the Alliance has a more purposeful nature to its manner. But if any factory interest should come of this, it’s liable to be finished off with a big glass hatchback. Still, that ain’t all bad. This Alliance is a genuinely nifty car, and if an Encore version is the way it shows up, that’s okay by us. The Encore scores right up there both on quickness and on the all-important, often overlooked invisibility that makes it possible to utilize that quickness. The only sore spot in this whole picture is that in the mounting of all the turbo gear, something under there is developing a resonant frequency in concert with something else, and the annoying buzz completely negates the use of the most important item of speed equipment on any go-fast car—the rearview mirror. But somehow we just know that if the factory were to do something like this, that nasty little buzz would be gone and clear vision behind would give the peace of mind necessary for clear sailing ahead. How ‘about it, Kenosha?