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with forged pistons, you would have about 8mm clearance... std maybe 4mm... as said, its depends on your cam specs and timing figures.

depends what pistons your running, and the spec of the cams and timing of them. The only way for YOU to know for sure is for YOU to measure it,.... If I tell you 5mm would you take that as gospel?

yes but presumably the cams will be higher spec, and so require specific lift at TDC figures as set when fitting. There isnt really anything wrong with skimming the head, your not going to gain a load of Cr from doing it, its just a means of tweaking it even if you have high comp pistons. As...

why not calculate it? that way you knwo exactly what you are looking at..as opposedf to suggestions on an open forum.

maybe its 78% correction? 90degrees would be WOT, if it was degrees.

my workshops in Ystradgynlais.

Its way to cheap unless he's a close mate! What forrestry are you in??! Im based in Swansea....

You'll probably gain more from un-shrouding the valves that wee bit, than you will from the minor increase in displacement.

use TPS for load.

ditch the fly-by-wire, fit a mechanical throttle body.

A typical NA MAP sensor will be around 1.1Bar (maybe 1.05bar) absolute (i.e 0.1Bar Gauge). As the engine wont be running 100% volumetric efficiency, then the sensor will experience maybe 0.8bar at WOT. SO "in theory" you could "add on" whatever drop there is in intake pressure at WOT as...

I think 1bar will be fine.

high comp pistons are the only way to raise Cr by any significant ammount. 12.5:1 is a nice figure, but you will likely need a remap to offset detonation, though the extent of this depends on the camshafts you are running also.

which finger do you use for best results??

So whats the problem with measuring the stock items you have, and then contact Catcams/Eibach/Shrick???

what lift are the cams giving? are you actually getting a proble, are are you talking theoretically? reason I ask is blindly increasing the spring stiffness will rapidly increase nose preasure on the cam shaft. doing this obviously increases chance of cam failure. in short, if it aint broke...

with big lift/rpm they will need replacing. Contact Eibach with your required dimensions/rates. Pistons are available for any Cr...try the usual names.

you obviously didnt measure up the head/manifold joint....

are the multiplugs in the relay box connected properly? are all earths good? you really want 12.6-12.8V from the battery, just 12v is a bit on the low side.

also revving the nuts of an unloaded engine isnt the brightest of ideas...

Its not a good idea because any dirt/grit/grime removed by the solvent will get passed around the valves/pistons/bores, and pose the risk of internal damage...it doesnt just magically dissappear!

They also stress the crank, another reason not to use them on a road car.

theres alot to be said for both experience and qualifications. IMO its FAR better be eduacated on the theory AND THEN learning the practical skills, as opposed to knowing the little bit youve read here or there, AND being good with a spanner.

as long as the fuel preesure was substantially greater than the boost pressure, they will function fine. of course they have to be sealed, they wouldnt be much good otherwise!

Qualifications dont specialise in Renaults...thats experience. And this is coming from someone who has a degree in motorsport engineering :p

T.B;s inherently increase volumetric efficiency of the whole inlet system, so using them with a a turbo will yield gains, and if you were building a turbo engine to the nth degree, this is what you would ideally do. Cost implications however mean that many people at "road level" dont...

you have to use wheel rolling radius to find the rpm of the wheel given road speed for given engine speed...this will give you overall drive ratio. you will then need to know diff ratio to calculate individual drive ratios i.e 1st, 2nd, 3rd etc

Avanti dont make any diffs....they supplt ZF units. Try Gripper.

not really

Cheeky c**t im English! :p