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I lost track of cliosport since I'm very busy doing my own stuff, but have to say that I'm not that surprised about this K4 species evolution since is BenR the mad scientist behind the goggles. Even thou, have to say congratiolations mate for all the effort that is starting to pay off...

Yes it can but it's the main reason why to go coilovers! Weight distribution is critical when it comes to handling. Ok, a clio handles pretty good from std but it can go even better :D

On the F7 and F4 might be true, but on a CVH engine this has be done without a problem. With the 4mm gasket the CVH kit also has longer bolts. How much clearence is there to the bonnet on the 172? The inlet manifold is two bolted parts so geting the gasket on the plenum part of the manifold...

Or maybee the std dipstick was just too small!

What a good eye he has then lol

A friend of mine bolted the JB1053 (its like the 1.2 but with a slighty longer 5th gear) to is valver. The car was fast but the gearbox was destroyed in no time. Can't tell if the gearbox was in good shape thou.

After fitted you should go corner weighting the car. Don't know if anyone here gives this kind of service, but is the main thing way coilovers are a must!

Actually it depends from engine to engine. Some engines can't go above the "Max mark" on the dipstick and others are ok with it. I've seen ppl going 1ltr above the "Max mark" just before a trackday to avoid surge.

so... what else is there when it comes to cams?

Never heard of kent cam falling (CVH engines don't count since they suck on cam lub anyway)... their pulleys yes they fail like piper. They only want to have them light and.... ohhh noooo That's why AWT made their own cam pulleys. What about Newman cams? I only have heard good things of...

I've read about this and even found a website selling this 4mm thick heat insulation gaskets. They were around 50quid each. I know that edelbrock makes them...

I've always said that ARP is good, just said because even ARP says that rpm is not the only thing to take into consideration and I know that this will go against alot of belivers. It seems that the other factors are not well undisclosed, maybee because they are not that relevant for the...

I think that there is always room for new ideas, etc etc. If there wasn't we would still be cuting seats at 30º to improve flow like Gordini and Abarth did!

Tried to keep it simple but ok. What does BBPT uses on their high boost F7P? This can help since they went over alot of problems that only appeared with high boost aplication. Just checked this: http://www.arp-bolts.com/Catalog/Catalog.Images/ARPCatalog.pdf Should have done it in the...

Stan, answered your pm. Sorry for my english mispealing... got to run!

Ok, Already knowing that rpm is one of the things to look at when tuning an engine, if it must go above std rpm then engine internals must be checked, as con rod bolts already issued here. Why I say std con rod bolts can fail even when not going above std rpm? Bolts suffer from fatigue at...

RSi Dave, I've asked how good is your french as a joke since your avantar photo is from a french license plate... know I'm confused... you're not french?!

Stan you have PM... and let's just keep focused on the topic's subject ok?

This is the last time I'm posting about this because the last posts went way off what RSi Dave created this topic in the first place. Sorry about that Dave. Stan, you belive what you want to belive. I simply don't care what is your experience in engines either NA or forced inducted. For what...

It's pointless going "harm wrestle" with you here. This is always the same when it comes to tune art has everyone goes different ways. Do it as you will mate. Actually the F3P uses the same con rods and con bolts as the F7P.

WTF?! Is this a genuine RS500?!?!?!?

you can do it since the inlet manifold of the 1.2 is the same of the 1.4 RT. You should have your ecu chiped for this. I think that hill power can sort it out for you.

Dont go piggy back UNLESS your std ecu cant be chiped/remaped.

There were too many 2lts zetec turboed engines with broken rod bolts. They started to use ARP bolts and then the std con rods were the limit (anyone for banana's?). I think there never was a lab or a more cientific look to way it has happened. Broken con bolt = weak bolt... ARP con bolt...

I just know that every zetec engine turboed with std con bolts fail! And this with only 280bhp at 6500rpm. ARP is the solution for this one (CVH engines above 180bhp also should go ARP con bolts). So, to get a F7R or F4R going above 7000rpm all day at a track day what is involved? And at what...

Last say that on a low boost (like this topic refers to) the engine wont go into the problems that always comes up with high boost aplications. When you have an engine that at 3500rpm delivers 100Nm torque and at 4000rpm you have a 300Nm or more torque something will crack soon. Good EMS can...

Actually I'm talking about real life and not what happens in theory. First, who knows what is the first thing to fail? Saying that the engine is properly maped what is the first mechanical part to fail? I'm just saying that every NA engine I've seen going turbo/supercharged fails first on...

When it comes to NA you dont have the amount of torque rushing/bursting on the crank like on turbo engines. Ok this is a supercharger which is alot smother on the torque delivery but even then... ARP bolts are really cheap and you better play on the safe side JUST because you dont know how...

That ebay fan they call "supercharger" is crap and money in the bin. They say it does 40k rpm... a turbo spins around 100k rpm to make stock boost on a stock engine! Oh, I'm guessing that your engine is ok. Going first for a cylinder pressure test wouldn't hurt.

You really should study ford's first. Anything from NA to turbo as already ended up to bigger turbo, supercharged, turbo + supercharged thousands of times!!! Don't know why Renault tuners are so far away from Ford tuning since the principals are the same! M45 eaton from the mini is ok for 1.6...