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FD2 - but they weigh almost 1,300 kg, are the size of a 3 series, and the ride makes a Trophy feel soggy - even expansion joints on a motorway made me wince. That is why Litchfield has developed a coil-over kit in conjunction with AST. In comparison my DC5 is smuch softer, similar to the Trophy...

Standard is front 0.20' toe-out and 0.45' negative, as Cue says 2.00 negative works very well. rear iirc 0.20' toe-in and 1.45 negative these are in degrees and minutes - note that ome alignment machines used decimals of a degree.

Problem is not the fuses but the rating of the wire - can be marginal and overheat. this is why the Powerbulbs specials are attractive as they are standard wattage.

I looked at this - for prod saloon competiiton you have to retain the back seats. To make a significant difference would be a big job - all sound proofing, air bags, air con and heating/ventiliation, lighter glass, much lighter exhaust, best way is to strip to bare shell and only replace what...

Not a normal 4WD set up to do that!!

Still might have to get you to come to Haynes MuseumTest Circuit - would try to line up one that does hill climbs as well!

Julz - Well done. Very quick on the hills!

Westfield/Caterham megabusas are astonishing - I was talking to someone the other day who has driven a 2.0 litre supercharged version - getting near F1 power to weight ratio. And they handle - quicker than some single seaters, even in 1,400 cc guise.

At the risk of heresy - the Corsa Sri/VXR is not too bad - and if you go onto the Thorneymotorsport website you will see that it is quite easy ot get them up to Megane turbo power and the KW handling kit is meant to be good - has adjustable bump and rebound. The reason it has appeared upon my...

Luke - really glad you enjoyed the V70A - they are great in the wet, but can not handle standing water.

Cue - spot on - it actually happens with much less extreme angles than you mention. Audi started it in the early '70s andh ave suffered from numb steering ever since! Minis were always postive scrub, hence the superb steering. The strut damper angle is in fact KPI (normally 9 -13 degrees).

I enjoyed my track sprint and will do some more, but with a hill ten minutes from home, that is where I will focus my attention.

Cue; scrub radius is the distance at ground level between the projection of the strut from the top mount, through the bottom ball joint onto the ground (the pivot point) and the centre of the tyre. In the case of negative scrub radius the pivot point is outbaord of the tyre centre, so under...

It was 99% dry for the last run, and a lot of castle Combe is fast and flowing - so even more credit to driver and car. Don't forget that he was on road tyres and only 4 seconds of a well driven Megane R26 on track tyres. There are a couple of 80 - 90 mph corners with double apexes and bumps! I...

Yesterday I did my first sprint on a proper race circuit - Castle Combe, quite an experience, so very different from the hills - the circuit was so wide that I almost did not know where to go and of course was driving at much higher speeds - 100 plus. Still getting some confidence in the DC5...

Ben G - have you tried the push down test on the rear? Other options could include a worn ball joint or suspension bush. Cue toe out/in under braking depends entirely on whether there is positive or negative scrub radius. modern FWD cars generally have negative scrub radius, hence need a bit of...

Cue - for 2.00 negative I would recommend 10' - 15' toe-out. Your thoughts?

Luke have you tried the V70A yet - at my last event a 172 Cup arrived with them on, was instantly super competitive and couldn't understand why the rest of us were whingeing about the slippery conditions- through the Esses he said he just steered it, no fuss or drama!

Ben Uneven tyre wear could be the answer - most likely if well worn. other ideas - is the steering wheel straight, if not could mean that the track rods are not equal length, which will give different bump steer on each side. did the four wheel alignment include the thrust angle? Tired rear...

In a word - exactly. If any of you have time look on the ExeTC website - they do Citroen WRC and also kits for Subaru and Evo. They emphasise that good dampers mean they can run much softer springs - I spoke to them recently and their rates for the Evo road/track it are half that of most of the...

Julz - I actually got 157 - think that is close enough to you! Where did you get your formula - mine came from a senior F1 engineer - hence the tip about active coils.

I have just re-run my calculations, and depending on how many of the six and a half colis are active - the normal convention is four and a half, the rate comes out at 160 lbs/in (30 M/mm). Hope that this helps.

FYI - without getting into the power race - peak power standard was at 6,400 - after inlet, cams and generic re-map at 6,600, after custom re-map by Chipped UK at 6,700 - with useful power to 7,200. Peak torque was always at 5,400 - biggest improvement in torque, after custom re-map was at 4,300.

Only if the volume changes - Boyles law is Pressure x Volume = constant for a given temperature.

Ben - that is correct. Load on the tyres will flex the sidewalls, but the volume inside and hence pressure will not change significantly - try squeezing a baloon full of water (not too hard!) - you will not change the pressure of the water, just the shape of the baloon

Basic physics (Boyles law) - Pressure will only change if volume of air in tyre changes significantly (which it does not for radials) or temperature changes.

My soft track tyres worked best at the recommedned pressures of 26/24. I tried 28/26 on the PE2 and certainly they had more grip when cold - for track days higher pressures are needed.

The problem with lowering it is that you increase the droop travel, which will most probably reduce the rear roll stiffness - counter produtitve without changing to shorter stroke dampers!!

Shiftspark - Honda is hard work - makes you realise what a handling dream the CT is! The angelworks inlet is a tidy up but does not change the geometry at all. It is possible that the later heads have significantly smaller exhaust ports (I hesitiate with this second hand information) but are...

I finally have just had a look. Main visual changes are to the inlet manifold - fatter and shorter, which is obviously intended to help the top end - looks like the lower half may be the same as the 182, coils built into plug caps and modified head casting/cam cover to accommodate more...