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That seems a oit unfair/patroinising. For example on Konis only the rebound is adjustable, but it certainly makes a big difference, even without changing springs or dampers.

I thought that they are pinned in place - any ideas on how to un-pin? Sounds great news.

My memory has taken a bashing this week, so these are approx figures (have posted exact numbers previously) : Front neg camber approx 45' (0.75 degrees); toe-out 20' Rear neg camber 1.45'; toe-in about 15'. It is worth getting a four wheel alignment as any discrepancies at the rear...

Further news from Wiscombe - one of the most competitve and well driven Elans was as quick in the dry on 539's as previously on A048's!

When I was at the Autosport show I asked Yokohama why the Parada is not listed as either !.A or !.b. They said that they do not intend to list it as they do not see it as their performance tyre (they were almost offhand about it), which still is the 539. However at Wiscombe today, which was wet...

Really good test - performance figures as above

They tested it against the Astra VXR and Focus ST, and in many ways it came out on top. Obviously not the quickest, but ride and handling were better than the Focus. Not much slower to 60, but 2-2.5 secs slower ot 100 mph. Interestingly its weight is a killer - it is slower than their test in...

The general conscensus is is that the Clio should run a small amount of toe-out at the front - iirc the factory recommend about 17' - mine came with 10' and does not have any stability or turn-in problems - I have replicated that (using string and gauges!) even with 2 degrees negative camber at...

I reckon that this may be the ultimate track mod. Quaife do the ATB for £865 plus fitting and VAT. Through work I may be able to do something else, but would need a standard one including final drive to look at - can anyone help?

At all events we get a time for the first 64 feet - I am sure that what little inconsistencies there are (the odd 0.1 of a second), are more down to the driver than whether the tc is on or not.

As usual it is horses for courses. Over the years, ignoring Minis from way back, I have owned a 1990 Astra GTE 16v (with a MBE throttle position based management system and extensive suspension mods), which over-lapped with a Corrado VR6 with Schrick cams and inlet plus AMD re-mapping, a couple...

My last outing was at Dunkeswell sprint - I could not understand why I was so slow (more than usual). for some reason I totally forgot about turning the TC off. Remembered for the last run - immediately saved 3 seconds in 109, and got back to my previous best time. BTW it is a very tight...

I have just paid my local Renault dealer £142.50 incl VAT (5% discount)

An engine can never have too much air (otherwise why bother turbo charging it!?) - the problem is if the mixture is not matched to th airflow - usually cured by re-mapping. However there is thre rpoblem that if the inlet has a ram effect then the amount of ram and hence airflow will vary roughly...

The more I think about the less logical it is that the valve can affect torque as it is on the other side of the airbox from the engine and so is unlikely to have any influence on resonant pulsing. The only factor could be the length from the butterfly to the airbox. Is it possible that some...

This has all been really useful - thanks everyone. Being naturally inquisitive, has anyone tried putting a light into the circuit to see when the valve is activated? I suppose a vacuum gauge would give similar information. Any ideas on how also to feed cooler air to the upper inlet pipe...

Have now done four hillclimbs and two sprints. Admittedly the running time is much shorter than a trackday, but very enjoyable all the same - apart from the last sprint when I forgot to turn off the t/c for the first three runs (lost about 2-3 seconds!). Car is very user friendly and...

I had always wondered how the valve could help mid-range torque, because it is the 'wrong' side of the airfilter panel to be able to affect any resonant pulses. It is also intriguing that Renault have gone to the trouble of fitting two air inlets to the airbox, both quite reasonably sized (about...

Have e-mailed Ben and hope he will respond directly onto the forum - probably not until the small hours! One of the main reasons for the retarded inlet timing at the bottom end is to reduce the overlap so that the MAF does not see de-stabilising pressure fluctuations which completely wreck...

Steve, if you go back to my post on page 1, you will see that my information is in conlfict with yours. I am lead to believe that at about 1,500 - 1,650 rpm the inlet cam is advanced by 15 degrees - and the Schrick valve timing data would confirm this amount of advance - apart from a possible...