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We did a lot of testing a while back and found no difference between the standard airboxes and aftermarket options with fairly standard power outputs, anything open air filter'like lost 3 - 4 bhp. Phase 1 airbox is technically lower loss than the Phase 2 but I've not seen enough of a...

Hutchies car is lovely, it revs like a b**tard :)

Yes it is.

Stock airbox with an ITG or similar low loss panel filter.

Our kit fitted to Owens 182. Slam panel and all standard bits and bobs in the nose retained.

Our ITB kit fits with the stock bonnet catch and slam panel so no need to drill holes in your bonnet or dump the slam panel. There are no external signs that the car isn't standard engine wise from the outside. See...

Or the DBW body connector has dropped off, most of these have had the clip snapped at some point so if you have very high idle and no throttle it's this. This would also cause a TPS fault to be logged on OBD2.

P.S. A good way to check how good the aftermarket calibrator is is to ask if the car will still meet Euro 5. If they claim it will then go somewhere else!

I would strongly advise you consider who you let lose on the car with regards ECU calibration work. Most tuner market companies/groups who target a wide range of cars do not have great experience with specific marques such as Renault Sport and as such will generally not be capable of producing a...

190bhp is a bloody good standard one, mid 180's is much more common. We only manage 225bhp from the X85's with completely different cam profiles, port throttles and a very aggresive calibration.... maybe we should just stick "superchipped" stock engines into the race cars instead :rasp:

Whilst not ideal you've got a shed load of cam bearing left so if you carefully flat back any material which is proud of the bearing face you should be fine.

Light brown/cream coloured is fine. If it's as sooty as a chimney you've probably got an issue, likewise if it's spotless and bright white.

We get all of ours water jet cut which IME works better. Have a word with http://www.h2oprofiling.co.uk/

You boys demonstrate how to do club motorsport IMHO! A £12K engine is not club racing, it's semi-pro!!

If you want 240bhp then you want boost as an NA 120bhp/litre engine is going to be fairly unsuitable for road use and require attention every 10K KMs or so.

I think to decide how and if a power increase is required you first need to look at what application the car will be used for. If it's a road car a bit of boost makes sense as it's fairly low duty cycle and a stock engine will last well. If it's a track/race car then the added throttle response...

£299 + VAT. Give us a call to book in.

Nope TDF, part of Track-Group, but companies house demand a descriptive element.

It's stamped in the casting. Family/Generation is on the plastic cover. You can measure the pots in both bodies under/over the return spring neutral point and compare the resistances, also if you have access to a simple H-bridge setup you can compare the pot outputs for a given demand...

Original 172/182 DBW throttle is a VDO unit. If the standard K4M one is also a VDO unit of the same family and generation then chances are it will work. The tell tale is the TB connector and the plastic cover over the throttle gearbox. As to if the K4M body is the same family and generation...

What you're describing is part of the anti-shunt and emissions compliance strategies. A good remap will improve matters but torque based throttle calibrations can still feel a bit flat in some places. If you want it mapping we're happy to remap it for you and if you don't think it's worth it...

If they're the same electronics just with a larger butterfly size it probably will work as the outputs will be within the same tolerances and the amount of rotation for a given drive % will be the same as the original smaller butterfly body. If ones Bosch and ones Denso or simlar though then...

Mmmmmmm very nice! If you need anything give me a shout.

Jim, Dave and Chris are good mates of mine. I cal'd Jims 200 last week! Gone now :(

I've no proper details yet Danny as I've not worked with BPM since the 6hr in 2009 but from what I have head it's bad, very bad and I am absolutely totally gutted for them. The lads worked so hard and carried on a great team from when I left to found Track-Group. It's not just the race cars...

Depends on the material, circa £1K in something none exotic. Only required for 230+bhp though.

It's fine we've got drivers with a couple of sigs into Britcar 24hr, it did involve us having a chat with Tucker and co to sort it with a personal nod they weren't complete f**k wits but no major issue.

The black GRP dash section the X85 runs? It's LHD for a start and attaches to the roll cage in the X85. It's also really expensive for what it is (circa 450 quid if memory serves). If you want one doing our carbon shop can knock you something up in GRP for not too much more and it'd be RHD as...

Mostly stock valve train is fine to 7800RPM which is all an engine in 230bhp spec would be turning, springs to our spec though as the cam profiles require it. Regarding head work it doesn't make a difference how the metal is removed if it's removed in the wrong place which is what you tend to...

It would be port throttled, the throttle body setup comes under "induction/filtration". Our standard AT bodies are fine upto 250bhp, after that we have special build options available.