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Yeah I would think a sports bike engine is so well developed and is in a such a state of tune it'll make it very difficult to get more from it. Certainly it's miles over the law of diminishing returns line if you do want to tune it - irrespective of the fact the last thing Litre sports bikes...

Yep, works spec parts are always nothing but rumour mill!! :( I think cat cams produce the R3 Access exhaust cam too just to add to the rumour mill! This is based on info I found trudging though French RS forums and Google translate - my assumption therefore is it's the 401's..... lots of nice...

Ha well I'm fairly partial to spending a bit on this bloody thing!! But not if I can achieve my goals otherwise of course. Tbh my only goal is keeping it on hydraulic lifters because of the ballache of a cam cover we have, it'll make what it makes so to speak. If I could check and adjust the top...

Thanks, yeah so I think a strong 230ish probably about right then if all else is well. What are the rev's people are achieving this at though? Yep headwork is a question mark right now for sure.... mk3 heads are already better but how much is difficult to quantify. I wouldn't be surprised to...

Always been a fan of Millers so I use their current 5w40 offering in CFS NT spec. Have 10L on order right now actually from Opie. http://www.opieoils.co.uk/p-73732-millers-oils-nanodrive-cfs-5w-40-nt-full-synthetic-engine-oil.aspx

cheers, I shall I have a read through those later. I searched on here (honest!) but only found a couple of examples doing more like 220bhp on 422's and someone's making 230bhp 423's - hence the thread. I don't profess to know what the limits are with a 422 profile - but gives me more confidence...

Yes I'm aware of that...but is I'm afraid entirely missing the point too. I've not seen 422's pushing 240bhp before, or close really - however not being completely versed in the Mk2 profile choices, I was interested in other peoples thoughts and results. Perhaps Track-Group are 'known' to...

Surfing the net as one does, I stumbled upon Track-Group and some F4R offerings.... http://www.track-group.com/track-powertrain/engine-building/engine-building-renaultsport/ Strikes me as very optimistic for 422's does it not? Not much info I can find on these guys other than a tenuous link...

I ran out of patience trying to find out if they are actually Megane RS injectors or not, I found my self knee deep in 'google translate' searching french clio sites and decided enough was enough!! I did find one post saying R3 Maxi were Meg RS - but no tangible proof! So I've ordered them from...

lol, yep pretty sure they'll be Meg's then! I'll ring R-sport tomorrow, you can get new Meg's from a Renault dealership on eBay for £140 delivered, so as long as they are not too much more I'll order some 'R3' ones ;)

Yeah I would imagine they'll raid the parts cupboard before buying in outside bits. Do you recal if you had the 'blue tag' on them?

The Mk2 AT Power kit seems to use a small butterfly, I know it's pretty far down the inlet tract (close to the port) but it still seems small to me at 42mm, I don't care for all the talk of 'shaftless' - just a gimmick IMO. Also the Mk3 197 ATP kit uses a 45mm butterfly and really I see no...

lol, fair enough mate I can but ask ;) Might be able to tell what they are if you have access to take a pic perhaps. That money is about what new Megs are, pretty good really for 4 injectors. To start with I'll be using a DBW TB, the one I sold was just a spare one that came with my spare inlet...

Ah that's good to know :smile: I've been informed also from a tuner they're using Meg 225 injectors without issue, though they are running boost and a lot more power than I will be. So knowing also that the R3 Maxi's use short nose's, means further confirmation is great news. This means I...

Anyone used 'long nose' injectors like Meg250 ones in ITB's before? All the ITB setups I've seen all use normal 'short nose' ones. Or, anyone used short nose injectors in a manifold designed for long ones, aka the Mk3 Clio inlet? The car is having a standalone next month and it'll be ~220 +/-...

I think the advantage of sequential ignition with COP is in the implicit use of running sequential fule injection. As I understand sequential injection is really only an advantage in terms of economy over power. I would suspect though that you'll only really reap the true rewards if you use EGT...

I'm using an AP-10 in my 200 sump so should be fine on yours.

Yeah if you got it all for cheap no brainer. like you say it's a compelling option anyway really. Cheers for the plug info Paul, I'll look in to them when I'm back.

Half the fun though is in the research and learning though, so just buying an R3 kit is cheating ;) Though I could buy the R3 cams, without measurements it's unlikely. Sylvain from Xrally said R3's can make as little as 210bhp, and the R3 Evo's around 235bhp. When's yours going to be turning...

Interesting, I will have a look at these Sodemo ones, but that name I associate with a bending over (price I mean, not just because of the way it sounds!!!). You see I was always thinking the next step would be to run solid lifters and VVT delete with big cams. But frankly solid lifters seem a...

Ok good to know, I was thinking I would up the grade to a 7, but when I checked on the OE fitment of course they are already a 7. Maybe just stick with the trusy ol' BKR7EIX but have seen some high CR K20's using 8's. While you're reading this, presume if I convert the tappet to a solid it's a...

Anyone running cooler grade plugs on a high CR motor? I think the 1x2 uses an NGK '6' grade so I would assume you guys would be running 7's now? The mk3 uses 7's as stock, and I'm now running 12.5:1 so debating to switch to 8's. cheers

Just found this thread whilst searching for big valve heads, what did this engine finish making? And regards who did the headwork, it says: Well no Ilmor engines won between 91-96, it wasn't until 98 and 99 when it was under the Mercedes-Ilmor banner. Though I assume you are talking about...

I assumed you would want the cam in the vvt advanced position which is why I though timing would be a pain. But further reading shows inlet advancement is really for mid range and sometimes low end. For top end the articles I have been reading all show that a retarded inlet cam is better for top...

ah right, nothing received on phone since Sunday 16th, still yours if you want them then?

So do you not want my 200 cams you txt me about last week...?

Sure if you are buying an adapter then buy the right one, but in my situation with keeping to best practice of not 'hard mounting' the sender and wanting the blingy aeroquip fittings not nasty steel or brass - then I was unable to source a -4AN male to 1/8BSP female adapter anywhere. I searched...

Thanks, searching on dual exh pulleys returned a lot of info. From what I can tell it looks like earlier on with the mk2 Catcams used to give you a choice if you wanted the inlet cam to be vvt or not, and yet still would call them 421, 422 etc. Now though there is a non-VVT section (shared...

ah yeah I see what you mean, just looked at my 200 cams as they are out the engine. That would probably work on the inlet but as far as stock is concerned there are no holes on the exh cam at all for a vernier dowel. Like you say though machining might be an option, I don't imagine there is a...

Cheers, is that assuming it has a tap or will it definitely? I know Cat couldn't tell me if the cams had a key hole for a dowel from the vernier or not? I would assume the blanks all start life the same though as I really can't see them making new blanks for just the non-VVT's profiles. Tbh...