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nope, I'm in Oxfordshire

Not much to report, but a bit of a milestone for the Twingo, it's just clicked over 200,000Kms. It clicked over 190K in the pitlane at Mallory park, but since then it's just been running to and from work. Everyone knows how unreliable these F4R swaps are, especially when using an unlocked...

this looks similar, but not identical http://www.gg-motorsport.homepage.t-online.de/catalog/index.php?cPath=95_25_28_46

That looks a bit special, straight cut crownwheel and bolt on flanges, Sadev maybe? Not a gripper I'm sure as they use standard driveshafts.

You have the confidence of a man who's never broken or bent a damper bolt. Note that it's designed to hold a soft road damper, it's now holding up the back of car. You may well be right in your confidence, me, I'd brace it.

That bolt looks awfully flimsy for what it's trying to do, is it possible to brace to the axle to put it in double shear?

That may, or may not, be a great thing to do. Only trying it would confirm. I think I'd want an adjustable pulley fitted at the same time though.

I don't think it's practical to run one all the way to the arctic circle

all this torque talk makes me glad to have a gearbox. Give me a lever long enough and a fulcrum on which to place it, and I shall move the world. Archimedes

I think you have that back to front, a small turbine won't be restrictive (ie more pressure in the exhaust manifold than the inlet manifold) until it makes boost, so you can run the overlap at low boost and gain spool, but you will need to get rid of it on boost/high revs. Simply put, if...

it's all about the cams, SR20DET and F4RT have mild cams with almost no overlap so can live with the backpressure of a small turbine. The F4R has what is more like a race cam to a turbo engine so you have to size the turbo to suit, if you get it right it'll piss all over an SR20, get it wrong...

except that he map sensor is pretty much in the plenum and you're making flow improvements after that.

I do like your replies:D - I used to know it all, now I have experiance...

PH1 twin cat 132 CFM 182 cat 110 CFM Magnaflow 59926 200 cell metallic cat 215 CFM KTEC 172 decat 300 CFM @10" H2O

I suspect that will do nothing, the restriction will be the throttle spindle, but even removing that completely would only drop that 11mbar to 8mbar (shouldn't harm though). That's assuming my best guesses are close, no doubt someone will correct them :) I think the air filter stuff will be...

I was having a think again about whether or not your throttle body was restricting at all. So tonight I turned up an adaptor to let it fit nicely onto the bench (plus allow easy testing of intake pipes and filters). I cut a little stick to hold the throttle open. It came out at...

It's one I built myself, it seems to work OK (well, valve opener needs a bit more work). I'm in OX7, I'd give it a go, I've been looking to buy a 197 head and inlet to play with.

you need to be careful comparing flow bench results between different benches, it's useful to have a standard head to compare with. eg, my standard result is much like this one: http://www.cncheads.co.uk/Renault_clio172.html

that was all at 10mm ;) I hope you had a much fun as the shoppers, it was certainly cheaper fun...

what's involved in refitting your cast manifold? I was just wondering whether it's feasable to stick the bits in your spares box when you go to the track?

3.09/1.86/1.32/1.03/0.79 3.89 F/D (4.07 for PH2)

haven't you got more stuff that needs to be orange? :rasp:

Your fuel system sounds more than up to it, I'd just be concerned that something might be voltage or temperature dependant and the fuelling drifts with a change in one or the other. How does the adaptronic tune for injector delay time and voltage correction? Have you seen any flow test results...

I think I'd be investigating why they're at 68%, knock up a flow tester to see what they actually flow at 68%, plus scope the injector voltage and ECU voltage. I'd also have a look at how ECU voltage susceptable the injectors are. I think it's white spirt that you want to be testing the...

nicked off RTOC http://i428.photobucket.com/albums/qq4/bluntyn40/PFC%20featured%20WGT%20dyno%20day/img027.jpg I think he'd previously maxed out his injectors, so this is just making the most of what he already had with bigger injectors, no doubt Chis will confirm.

yesterday's news? http://www.youtube.com/watch?v=VopvoCFFEZ0&sns=fb

15" drag tyres and a nitrous kit - job done

if 160hp will get you to 140mph you'll need 240hp to go 160mph. If you want to go that at the same revs in top you'll need a final drive of 3.56 (PH2 is 4.07, PH1 is 3.89, so neither of those will do). There are other 5th gears, and swapping them is possible in situ, but they aren't much...

getting the engine in and running is no real problem, it only needs about 4 wires connecting to the PH1 loom and it'll run, but how you sort out your ABS, airbags, and dashboard is a complete mystery to me. But, engine swaps aren't just one step on from being able to swap the gearbox...