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1. Is a Catch tank. 2. Is a breather hose running to a catch tank or a remote breather/filter. 3. Omex manual is here: http://www.omextechnology.co.uk/Ecus/Downloads/600%20055%20net.doc would have thought it would say in that? Probably 15A or there abouts but depends how much you're driving...

If you mean the 140bhp/litre + ones then - Sodemo specific cylinder head, valvetrain and cam profile, - Steel rods - Forged pistons, Sodemo specific C/R - Specific crank - Specific bearings - ARP (as far as I can tell) fasteners throughout - Sodemo specific induction system and exhaust...

Oh and very much POA - I wouldn't expect any change from £30K for a seasons worth with rebuilds and support. Cheers M

Engine available from Sodemo to buy or lease. Its a WTCC S2000 spec engine package for the most part, supplied with ECU, wiring loom, airbox etc. etc. etc. straight drop into the front of a Clio Cup car. Max torque is still well within spec for the standard ST75 box and as its an MM ECU you can...

I do a good line in these: From 200bhp to 285bhp. You need very, very deep pockets once over 235bhp though! Cheers M

BPM Racings next 24 hour car if all goes to plan! And no of course they're not road legal ;-) Cheers M

If the standard throttle body flows sufficent for the power the engine is making then there is no point going bigger. All you'll do is effect tip in and make the car more difficult to drive as you'll achieve effective WOT at a much lower throttle opening meaning less throttle pedal travel for...

Just don't. Why do you think cocking about with the fuel pressure will offer an improvement in power? Cheers M

Not a bad idea at all. If you intend to do extended track sessions on a regular basis I would budget for rear wheel bearings quite often as well. I have a bearing spec that we use in 24 hour endurance races but its quite pricey and to be honest not required for track day cars. Might also be...

Depends on how well you prepare them and how well you can drive it - both in terms of maintaining speed and in terms of creating situations of increased wear when its not required. In most cases a completely standard car will 'last' better on track than a badly modified/prepared car. Cheers M

Essentialy yes. Which is why comparing engines/power mainly on boost pressure is b****cks. I.e. "How much boost is it running mate" Cheers M

Still much more to it than just size. Cheers M

Oh and that's not an F1 car, its a Formula Renault 2.0. Similar to an F1 car but several tens of millions of quid less ;-) Cheers M

If it was on a 225 I'd be telling you to keep the standard induction setup! Point is there is no one solution for every car and what works for one probably won't work for another. The 1X2 can benefit from changes to the induction/filtration setup. The 225 I've yet to see anything...

Yes its a Cat, neccesary in most motorsport these days. It is a 1X2 coil pack, even the newer 197 Cup cars run wasted spark of one. Not a great deal of point in COP for a race car. Cheers M

Definately the casting quality and finish (both surface and fit) is rubbish!

Note 197 inlet manifold is still very, very far from perfect. Its just less 'bad' than the 1X2 inlet manifold. LOL Cheers M

The inlet manifold is where it all is! Without doing work on this you'll be struggling. To see what I mean look at the difference in inlet manifold design between the 172/182 and the 197. 197 Engine: 1X2 Engine: See how much tigher the 'bend' in the inlet manifold is. Cheers M

Thats a very good point Ben. IMHO changing cam profiles etc. should really be as part of a package of modifications rather than a single modification. I still want to have a play with the inlet manifold design on the F4R 73X though as that's an area where big gains could be made. The...

200bhp is entirely possible on an F4R - Our endurance car produces over 200bhp all day (and all night) long. Do you mean on an F4R 730? The inlet manifold design on the 730 is the biggest problem however with work and a well setup engine package high 190's - low 200's are possible whilst...

Live just outside Cambridge, work at various locations. Cheers M

Race engineering/development and engine control systems. Cheers M

I'd say that level of useage was within tolerance to be honest. Thats 500ml or so of coolant in 14,000 miles. So 0.0357ml of coolant per mile ;-) Venting cap is always a possibility and its worth changing them for the pence they cost if there is a doubt as to its condition. If it was mine...

The tools? Certainly are and don't buy the mega cheap 25 quid cam locking tool as they're made of chocolate!!! Cheers M

Ben from Angel Works has written an excellent F4 build article which includes details on how the engine goes together and how to correctly set cam timing using the Renault Tools (which you will need!). http://www.angel-works.co.uk/articles/f4rbuild.php Cheers M

Yep 428's and go and see Paul at RS Tuning in Leeds would be your best bet for an easy option. Dropping the cams in/bolting it back together is a bit more complicated on an F4R though than a TU! Cheers M

The 428's are a bit nicer to be honest, drove a 182 FF the other day with 28's in it and was quite impressed, idle is a little bit worse but not a great deal and once over 2200RPM or so it drives like a standard car. Won't pull in 5th at 1750RPM with them in though like a standard car will...

Retail Price for 428's or 421's are £572.98 + vat per pair from QEP (UK Distributor for Cat Cams). Cheers M

Depends how much power you want. Biggest issue is the standard inlet manifold - you'll struggle to make more than 205bhp or so on it. With that in mind its questionable if its worth going to Cat 421's over 428's. 421's also cause quite a bit of pressure change in the inlet manifold at idle...

http://www.itgairfilters.com/downloads/clio172.pdf Have a look at the above PDF. Test 3 is with an ITG AB65 based kit, Test 4 is standard. Tests were run about an hour and a half apart. Cox's rollers are used by FOMOCO, Triumph, PTP, Peugeot Sport etc. and as such are pretty well respected...