Recent content by George K

I would guess software, but do not have enough info to be sure. Perhaps RS Tuner may know?

There is still the unanswered issue that the inlet cam advances at 1,500 rpm and then retards at 6,500 (per workshop manual iirc). This must affect the top end, and should be possible to map out - I spoke to Paul several years ago about this and he did not seem to know. Having recenty had my...

Any news on the installations that were due to be mapped?

It would be interesting to know whether this is a mechanical vibration issue or airflow resonacne. Quite a few cars have the former problem and it is generally solved by a support bracket up to the intake end of the runners - it would appear that quite minor vibrations can upset the injectors...

PS - don't forget that if the camber has changed, the toe will need checking.

Ben, depending on the quality of the bolts, you may be able to use more torque - in which case the nuts could be the weak link - best are kaynuts or spiraloc. I guess the Eibach bolts are net 12mm - I use a 12.9 aero grade bolt on 12.7 mm diameter, and with a spiraloc nut I am able to go to 180...

For track work sidewall stability is key to both handling and tyre wear - otherwise you will be running on the 'letters'. I personally would not go over 5.5 x 30 = 165!! This is a guideline which has worked well for many cars over many years.

5.5 is far too narrow for anything other than a 175 tyre!! Track tyres would need to be a hard compound to give good wear and you will need negative on the front to even out the wear.

The trouble with lowering too much is that you will change the relative amounts of bump and rebound travel, and that is has been properly engineered and is fundmaental to the handling of theT. So many times I have seen handling problems cured by raising cars that have been lowered too much and...

Colin, ignoring the somewhat dodgy Monica, what are your plans for 2011? We were all very pleased that the MSA backed off with the rule changes. I still think that reading S.10.10 para 2 together with 11.7.1 does not ban STM's, unless local regs specifically state to the contrary.

Rick 196 - my point is that the cold coefficient of friction is generally lower on competition pads, albeit greater at temperature. Pagid certainly publish graphs of Mu against temperature and so may Ferodo.

Under heavy weight transfer there is very little weight on the rear so 85/15 is believable. Many lightweight racing Minis worked best with front braking only, so that concept is quite reasonable. The brake bias is not the ultimate determinant of braking force front to rear, as it will be...

AD08 and RE070 are road tyres, in that they have a much higher treadwear index than a track tyre, and also greater tread depth. The most difficult aspect is to get feedback on how they handle in the wet or even when cold, which is where the PE2 etc score.

The problem is that the standard ECU/airflow meter can not handle much more aggressive valve timing than standard - the idle becomes unstable, so any suitable cams will be defintion only offer small gains.

The Trophy has a torsion beam rear axle/suspension, which has a very low roll centre - and at the same time saloons have quite a high centre of gravity, which makes the car roll (and a stiffer rear bar won't do much once the car is three wheeling!). All this combines to make the rear end feel...