Anyone heard of a MGTF 180bhp model?
Discussion
Hi
Just put the deposit down on a brand new 0 miles MGTF which is in platinum colour from a dealer up north, he tells me its a "special 180/185 bhp model". possibly a factory chipped 160?.
I have not seen the physical car as yet but has anyone come across this before?.
p.s its a 05/55 November registered car.
Just put the deposit down on a brand new 0 miles MGTF which is in platinum colour from a dealer up north, he tells me its a "special 180/185 bhp model". possibly a factory chipped 160?.
I have not seen the physical car as yet but has anyone come across this before?.
p.s its a 05/55 November registered car.
The X-Power modifications only take the power to 170 BHP. I know this because I have them. Although when I had mine on the rollers it was still only making 160BHP so I have my doubts about X-Powers claims. My advice would be to get a rolling road graph for the car to show the car is 180. I suspect it won't be, so don’t pay a premium for a car that is not what its claimed to be. So if you dealer is claiming they give 180 he is lying through his teeth. X-Power do not due a 'chip' for the TF so any alterations will be bolt-on. And don’t forget to tell your insure about these modifications so they can bump up your premium or refuse to insure you as they deem fit. There is no such thing as a TF160, just a modified TF160 so it will need to be insured as such. I have highly recommend Steve Marsh at A-Plan :- www.mgf-insurance.co.uk for modified TF insurance.
Krysa, the 160 has a VVC head. This system is more complex (and considerably better IMO) then the VVT, VTEC or other variable timing systems used by other manufacturers. The inlet cam is not solid, it is made from 4 separate parts which would make it very expensive for a performance cam manufacturer to develop a replacement. Piper do make a hotter exhaust cam for the VVC, but for ultimate power its best to ditch the VVC and convert to solid cams but this is also expensive. I have tested several filter on my 160 and have yet to find one that actually gives any gains other than just noise.
Chris, if you have a TF and it oversteers, its easy enough to get rid off. Experimenting with tyre pressure is the first step. The factory settings for TFs (& Fs) are designed to induce understeer so that driver not used to RWD dont go killing themselves. The next step is the fit 205 tyres of the front, which I find gives a far more neutral balance. You could even go to 215s if you still don’t feel its enough. Putting a spare wheel in the front also helps. There is also know a front splitter available to the TF which may help, but I have not got round to fitting mine yet to test it.
And I have no problems using my full 160+ BHP on the twisties and the track.
Krysa, the 160 has a VVC head. This system is more complex (and considerably better IMO) then the VVT, VTEC or other variable timing systems used by other manufacturers. The inlet cam is not solid, it is made from 4 separate parts which would make it very expensive for a performance cam manufacturer to develop a replacement. Piper do make a hotter exhaust cam for the VVC, but for ultimate power its best to ditch the VVC and convert to solid cams but this is also expensive. I have tested several filter on my 160 and have yet to find one that actually gives any gains other than just noise.
Chris, if you have a TF and it oversteers, its easy enough to get rid off. Experimenting with tyre pressure is the first step. The factory settings for TFs (& Fs) are designed to induce understeer so that driver not used to RWD dont go killing themselves. The next step is the fit 205 tyres of the front, which I find gives a far more neutral balance. You could even go to 215s if you still don’t feel its enough. Putting a spare wheel in the front also helps. There is also know a front splitter available to the TF which may help, but I have not got round to fitting mine yet to test it.
And I have no problems using my full 160+ BHP on the twisties and the track.
mgsteve
Informative reply (although already knew that TF160 has VVC head
). My original reply based a bit on my research as own an MGF VVC and been looking at possibilities. Partially accept comments about cams but, besides Piper, Mike Satur is claiming to have a modifed VVC camshaft under development and I am sure the other the specialists are doing similar. Point is that, if we apply the normal upgrades to the head, starting with the VVC head one has an advantage that the modified VVC cams can only enhance. Ditching the VVC cam for a solid cam would seem to serve no advantage? Or am I missing something obvious? 
Krysa
Informative reply (although already knew that TF160 has VVC head
). My original reply based a bit on my research as own an MGF VVC and been looking at possibilities. Partially accept comments about cams but, besides Piper, Mike Satur is claiming to have a modifed VVC camshaft under development and I am sure the other the specialists are doing similar. Point is that, if we apply the normal upgrades to the head, starting with the VVC head one has an advantage that the modified VVC cams can only enhance. Ditching the VVC cam for a solid cam would seem to serve no advantage? Or am I missing something obvious? Krysa
Mike has been claiming that he can get a VVC to produce 200BHP using his modified cams for some time. As of yet no parts have been released or any testing done to prove its even possible. Of course you can wait the indefinite period of time till something does happen but if you are looking for a good power increase now, its not an option.
The only way Mike can give you a good power increase currently, is to fit a Type R unit but as I am sure you are aware the cost (8.5K+) and the time evolved to do this rules it out for most of us.
I must add that I know Mike very well and respect him for bringing a lot of new products onto the MG scene.
I have too been researching upgrades for so time as I wanted to upgrade my TF160 to 200BHP. The result of that research was that I would need to ditch the VVC cams to get the power I wanted. I could not find a K-series tuners who could achieve my target retaining the VVC or any specialists that were developing and options for the VVC other than Mike. I spoke with any way K-series tuners as I could, and all recomended converting to solid cams. I'm also lead to believe that when you get the to 180-190BHP mark or start raising the revs above 7500RPM you reach the limitations of the standard bottom end so even if a magical new set of upgraded VVC cams were available, the bottom end would still need strengthening at significant cost, and even if you apply the usual upgrades to a VVC head, you will still reach a point there the VVC cams and the hydraulic followers they use will limit how far you can go. The only way I could see of improving the power and torque and keeping the standard VVC mechs was to increase the capacity to 1900cc, but as I am not aware of anyone having done this yet, I don’t know how well it would work so decided it was to risky. It would have also meant the insurance costs would have increased. With my current policy I can fit almost any tuning parts I like with no increase in premium and long as I don’t increase the capacity or fit a turbo/SC.
Luckily I have managed to get my hands on a steel bottom ended PTP build engine, which had deep pocketed pistons to allow for wilder solid cams and have mechanical followers so can cope with revs up to 8500RPM. Combined with an Exige airbox and full Janspeed exhaust, Jenvey throttle bodies and an EFI ECU I am hoping it will produce a fairly reliable 210BHP
Don’t know if you have seen or read any of the following but they may be of interest to you:-
www.dvapower.com
http://members.aol.com/DVAndrews/kengine.htm
www.hellierperformance.com
I also find the Caterham forum a good source of K tuning info:
www.blatchat.com/
>> Edited by mgsteve on Friday 30th December 15:59
The only way Mike can give you a good power increase currently, is to fit a Type R unit but as I am sure you are aware the cost (8.5K+) and the time evolved to do this rules it out for most of us.
I must add that I know Mike very well and respect him for bringing a lot of new products onto the MG scene.
I have too been researching upgrades for so time as I wanted to upgrade my TF160 to 200BHP. The result of that research was that I would need to ditch the VVC cams to get the power I wanted. I could not find a K-series tuners who could achieve my target retaining the VVC or any specialists that were developing and options for the VVC other than Mike. I spoke with any way K-series tuners as I could, and all recomended converting to solid cams. I'm also lead to believe that when you get the to 180-190BHP mark or start raising the revs above 7500RPM you reach the limitations of the standard bottom end so even if a magical new set of upgraded VVC cams were available, the bottom end would still need strengthening at significant cost, and even if you apply the usual upgrades to a VVC head, you will still reach a point there the VVC cams and the hydraulic followers they use will limit how far you can go. The only way I could see of improving the power and torque and keeping the standard VVC mechs was to increase the capacity to 1900cc, but as I am not aware of anyone having done this yet, I don’t know how well it would work so decided it was to risky. It would have also meant the insurance costs would have increased. With my current policy I can fit almost any tuning parts I like with no increase in premium and long as I don’t increase the capacity or fit a turbo/SC.
Luckily I have managed to get my hands on a steel bottom ended PTP build engine, which had deep pocketed pistons to allow for wilder solid cams and have mechanical followers so can cope with revs up to 8500RPM. Combined with an Exige airbox and full Janspeed exhaust, Jenvey throttle bodies and an EFI ECU I am hoping it will produce a fairly reliable 210BHP
Don’t know if you have seen or read any of the following but they may be of interest to you:-
www.dvapower.com
http://members.aol.com/DVAndrews/kengine.htm
www.hellierperformance.com
I also find the Caterham forum a good source of K tuning info:
www.blatchat.com/
>> Edited by mgsteve on Friday 30th December 15:59
Steve,
Sounds intriguing.
One word of caution though: a Dutch MGF VVC-owner installed Jenveys, solid cams, ... The LOT. One way or another, his car wasn't set up properly, although this had been done by a 'specialist' over there.
Long story short: the car produced... 145 bhp. The car was sold not so long after that rolling road session...
Alex
Sounds intriguing.
One word of caution though: a Dutch MGF VVC-owner installed Jenveys, solid cams, ... The LOT. One way or another, his car wasn't set up properly, although this had been done by a 'specialist' over there.
Long story short: the car produced... 145 bhp. The car was sold not so long after that rolling road session...
Alex
Steve
I stand partially corrected but mostly educated. Brilliant reply thank you!
Share respect for Mike ... he does my servicing and worth the 150 mile round trip.
Have mixed views about the Type R option, although everybody raves about Gerry's 'golden wheels' conversion. Anybody successfully managed to fit the KV6 and still retain some tank and boot capacity?
Krysa
I stand partially corrected but mostly educated. Brilliant reply thank you!
Share respect for Mike ... he does my servicing and worth the 150 mile round trip.
Have mixed views about the Type R option, although everybody raves about Gerry's 'golden wheels' conversion. Anybody successfully managed to fit the KV6 and still retain some tank and boot capacity?
Krysa
Alex, I have heard all kinds of horror stories about incorrectly setup K-series engines. An F owner in Belguim even managed to melt his exhaust manifold!
My engine has been setup and mapped by Power Train Project on thier Dyno, and is going to be installed by Techspeed, who biult the MGF cup race cars (and also just happen to be based 2 miles from my home).
Krysa, I spent weeks touring Europe with Mike and Gerry this year, and there was certaiy an atomsphere when your were both in the room together. Gerry took me for a spin in his car, but I can honestly say the onlt bit of it that I was really impressed with was the suspension setup. The performance didn't really excite me enough that I would spend £10K+ to get it, and I much prefer the performance and sound of a K on throttle bodies. The spare driveshaft in the boot and the large amount of vibration in Gerrys car make me think all was not quite right yet. The fact Gerry was having to drive the car with the heater on full in order to keep the temp down, on the hottest day of the year also made me very wary. There were time when the standard Fs in the group would leave Gerry behind as he had to back off to stop it overheating. A lot of the problems could be sorted out quite easily, but Gerry has refused to take the car back to Mike for him to investigate and fix them, hence the 'atmosphere' between them. Mike was planning to fit a supercharged VTEC in his own F though, so we will have to wait and see if that happens. Hopefully once Mike has the convertion fully tested and all the teething problems sorted the price should drop a bit.
My engine has been setup and mapped by Power Train Project on thier Dyno, and is going to be installed by Techspeed, who biult the MGF cup race cars (and also just happen to be based 2 miles from my home).
Krysa, I spent weeks touring Europe with Mike and Gerry this year, and there was certaiy an atomsphere when your were both in the room together. Gerry took me for a spin in his car, but I can honestly say the onlt bit of it that I was really impressed with was the suspension setup. The performance didn't really excite me enough that I would spend £10K+ to get it, and I much prefer the performance and sound of a K on throttle bodies. The spare driveshaft in the boot and the large amount of vibration in Gerrys car make me think all was not quite right yet. The fact Gerry was having to drive the car with the heater on full in order to keep the temp down, on the hottest day of the year also made me very wary. There were time when the standard Fs in the group would leave Gerry behind as he had to back off to stop it overheating. A lot of the problems could be sorted out quite easily, but Gerry has refused to take the car back to Mike for him to investigate and fix them, hence the 'atmosphere' between them. Mike was planning to fit a supercharged VTEC in his own F though, so we will have to wait and see if that happens. Hopefully once Mike has the convertion fully tested and all the teething problems sorted the price should drop a bit.
its funny what you find when you have time on your hands
. just came on this great forum and found this post
''Krysa, I spent weeks touring Europe with Mike and Gerry this year, and there was certaiy an atomsphere when your were both in the room together>>>>>>> not quite sure what thats got to do with "180 bhp" but hey whatever, a bit of gossips not a bad thing!<<<<<<
Gerry took me for a spin in his car, but I can honestly say the only bit of it that I was really impressed with was the suspension setup. >>>>>>>>> yes and i am still developing it<<<<<<<<<<<
The performance didn't really excite me enough that I would spend £10K+ to get it,>>>>> not what i remember of the conversation<<<<<<<<< and I much prefer the performance and sound of a K on throttle bodies.
The spare driveshaft in the boot .>>>>>>>>>yup you've got me there, in fact there were two spare drive shats there as there had been a problem with the early shaft through metal fatigue.( not a fault with the type r conversion just a supplier not doing his calculation as well as he might.) this can happen on a prototype however 31,000 miles of hard driving including a quick highlanders, a demo video at curborough sprint track with mg cup driver bill sollis driving , 2 trips to the ring(one with the creator giving it the welly), and a total of 4,500 miles of quick european driving in two trips has proven it right, oh and reliable <<<<<<<
and the large amount of vibration in Gerrys >>>>> again a good observation but the change of exhaust and manifold along with the change for a softer rear stable braket are solving that<<<<<<<<car make me think all was not quite right yet
The fact Gerry was having to drive the car with the heater on full in order to keep the temp down, on the hottest day of the year also made me very wary. >>>>again slight incomplete facts. the conversion has never overheated in 31k. the heat in the cabin was a bitch because the car runs with no carpets or padding so heat comes in thro the heater tubes in the tunnel and at the hieght of summer its a thought but mods are on their way. what was a concern was the oil temp at 130/140 on hard run, but this is down to a temp reading at the hotest area in the engine bay infact there was not a 'real' problem more a wrong position<<<<<<<<<<
There were time when the standard Fs in the group would leave Gerry behind as he had to back off to stop it overheating.<<<<<< your observation, please again see 'overheating' and we were not there to race through europe but to enjoy the driving. we ran at the rear so ted had a distinctive car to watch at the end of the convoy and we did slow up to do a lot of filming. but hey i am an old man and i aint got nothing to prove <<<<<<<<
A lot of the problems could be sorted out quite easily, but Gerry has refused to take the car back to Mike for him to investigate and fix them, hence the 'atmosphere' between them. >>>>>>>>>>>>> now this is where you should take care repeating things that you dont know about<<<<<<<<<<<<<<<<<<
Mike was planning to fit a supercharged VTEC in his own F though, so we will have to wait and see if that happens. >>>>>>>>>>>>> i hope that he carries on with the development work and i am sure he will have success with it, to watch mike think out and put into practice every small detail was a true priviledge to watch and be part of. i for one have absoloute faith in the conversion and with 'systems r's rolling road' 215bhp with little modification is not a problem. oh and dont forget the 6 speed close ratio is to die for<<<<<<<<<<<<<<Hopefully once Mike has the convertion fully tested and all the teething problems sorted the price should drop a bit.>>>>>>i am sure he will and i wish him all the best and thank him for the one that i have.
hope this puts the record straight.
ps 8500.....you should hear a type r sail up to 9650 on the rollers, wets your pants big man.....
>> Edited by mgbhead on Wednesday 25th January 17:37
. just came on this great forum and found this post ''Krysa, I spent weeks touring Europe with Mike and Gerry this year, and there was certaiy an atomsphere when your were both in the room together>>>>>>> not quite sure what thats got to do with "180 bhp" but hey whatever, a bit of gossips not a bad thing!<<<<<<
Gerry took me for a spin in his car, but I can honestly say the only bit of it that I was really impressed with was the suspension setup. >>>>>>>>> yes and i am still developing it<<<<<<<<<<<
The performance didn't really excite me enough that I would spend £10K+ to get it,>>>>> not what i remember of the conversation<<<<<<<<< and I much prefer the performance and sound of a K on throttle bodies.
The spare driveshaft in the boot .>>>>>>>>>yup you've got me there, in fact there were two spare drive shats there as there had been a problem with the early shaft through metal fatigue.( not a fault with the type r conversion just a supplier not doing his calculation as well as he might.) this can happen on a prototype however 31,000 miles of hard driving including a quick highlanders, a demo video at curborough sprint track with mg cup driver bill sollis driving , 2 trips to the ring(one with the creator giving it the welly), and a total of 4,500 miles of quick european driving in two trips has proven it right, oh and reliable <<<<<<<
and the large amount of vibration in Gerrys >>>>> again a good observation but the change of exhaust and manifold along with the change for a softer rear stable braket are solving that<<<<<<<<car make me think all was not quite right yet
The fact Gerry was having to drive the car with the heater on full in order to keep the temp down, on the hottest day of the year also made me very wary. >>>>again slight incomplete facts. the conversion has never overheated in 31k. the heat in the cabin was a bitch because the car runs with no carpets or padding so heat comes in thro the heater tubes in the tunnel and at the hieght of summer its a thought but mods are on their way. what was a concern was the oil temp at 130/140 on hard run, but this is down to a temp reading at the hotest area in the engine bay infact there was not a 'real' problem more a wrong position<<<<<<<<<<
There were time when the standard Fs in the group would leave Gerry behind as he had to back off to stop it overheating.<<<<<< your observation, please again see 'overheating' and we were not there to race through europe but to enjoy the driving. we ran at the rear so ted had a distinctive car to watch at the end of the convoy and we did slow up to do a lot of filming. but hey i am an old man and i aint got nothing to prove <<<<<<<<
A lot of the problems could be sorted out quite easily, but Gerry has refused to take the car back to Mike for him to investigate and fix them, hence the 'atmosphere' between them. >>>>>>>>>>>>> now this is where you should take care repeating things that you dont know about<<<<<<<<<<<<<<<<<<
Mike was planning to fit a supercharged VTEC in his own F though, so we will have to wait and see if that happens. >>>>>>>>>>>>> i hope that he carries on with the development work and i am sure he will have success with it, to watch mike think out and put into practice every small detail was a true priviledge to watch and be part of. i for one have absoloute faith in the conversion and with 'systems r's rolling road' 215bhp with little modification is not a problem. oh and dont forget the 6 speed close ratio is to die for<<<<<<<<<<<<<<Hopefully once Mike has the convertion fully tested and all the teething problems sorted the price should drop a bit.>>>>>>i am sure he will and i wish him all the best and thank him for the one that i have.
hope this puts the record straight.
ps 8500.....you should hear a type r sail up to 9650 on the rollers, wets your pants big man.....
>> Edited by mgbhead on Wednesday 25th January 17:37
About the Dutch guy, he´s been spending some time on a Belgian BBS 
He indeed didn´t make the power he expected. And that is an understatement. However, I want to state, he received four faulty maps for his emerald (1st hand info) from a well known and respected UK tuner. This got him really frustrated. One time his spark plugs got inundated in fuel, also the cams didn´t fit (about 3mm) and the MTB didn´t fit the engine bay neither. To cut a long story short, he had too much niggles with the conversion kit as offered to him. He spend lots of money refitting and re-engineering things, reloading the maps and doing tests. Seemed very hard to get feedback from the tuner, who didn´t remember which kit he had send to Holland. Anyway, this is first and uni-direction info. So some could be put out of perspective.
cheers,
david
>> Edited by jupilerman on Thursday 26th January 17:33
He indeed didn´t make the power he expected. And that is an understatement. However, I want to state, he received four faulty maps for his emerald (1st hand info) from a well known and respected UK tuner. This got him really frustrated. One time his spark plugs got inundated in fuel, also the cams didn´t fit (about 3mm) and the MTB didn´t fit the engine bay neither. To cut a long story short, he had too much niggles with the conversion kit as offered to him. He spend lots of money refitting and re-engineering things, reloading the maps and doing tests. Seemed very hard to get feedback from the tuner, who didn´t remember which kit he had send to Holland. Anyway, this is first and uni-direction info. So some could be put out of perspective.
cheers,
david
>> Edited by jupilerman on Thursday 26th January 17:33
Mike has been claiming that he can get a VVC to produce 200BHP using his modified cams for some time. As of yet no parts have been released or any testing done to prove its even possible. Of course you can wait the indefinite period of time till something does happen but if you are looking for a good power increase now, its not an option.
The only way Mike can give you a good power increase currently, is to fit a Type R unit but as I am sure you are aware the cost (8.5K+) and the time evolved to do this rules it out for most of us.
I must add that I know Mike very well and respect him for bringing a lot of new products onto the MG scene.
Quote Steve.
"I have too been researching upgrades for so time as I wanted to upgrade my TF160 to 200BHP. The result of that research was that I would need to ditch the VVC cams to get the power I wanted. I could not find a K-series tuners who could achieve my target retaining the VVC or any specialists that were developing and options for the VVC other than Mike. I spoke with any way K-series tuners as I could, and all recomended converting to solid cams. I'm also lead to believe that when you get the to 180-190BHP mark or start raising the revs above 7500RPM you reach the limitations of the standard bottom end so even if a magical new set of upgraded VVC cams were available, the bottom end would still need strengthening at significant cost, and even if you apply the usual upgrades to a VVC head, you will still reach a point there the VVC cams and the hydraulic followers they use will limit how far you can go."
Steve, some interesting comments made here and as my name is mentioned then I'll set some comments straight. firstly I have modified VVC cams on the shelf and have had these available for over 9 months IIRC, secondly these have been tried and tested in three separate engines all producing substantial increases in power from 5.5k onwards. thirdly "The only way Mike can give you a good power increase currently, is to fit a Type R unit " read my tuning pages, the concept of fitting a Type R engine wasn't only about more power, I'll explain if required. fourthly "I could not find a K-series tuners who could achieve my target retaining the VVC or any specialists that were developing and options for the VVC other than Mike." How many do you need?? Fifthly, " I spoke with any way K-series tuners as I could, and all recomended converting to solid cams." except me, I am still of the opinion that the VVC is the best true variable valve system that was, until recently, the best on the market for a 4 cylinder engine.If someone can explain how solid cams are an improvement please do so. And lastly "and even if you apply the usual upgrades to a VVC head, you will still reach a point there the VVC cams and the hydraulic followers they use will limit how far you can go." Over 200BHP in actual fact.
IMO the problem with trying to achieve 200 BHP even with my 'magical' camshafts is the driveability with the stock gearbox, it needs a 6 speed close ratio box in order for it all to gel.Thats why I concentrate on tuning engines for more torque rather than BHP figures unless it is for track use, higher RPM and narrower power bands.
When you get your engine together Steve and are track testing it I'll bring a VVC engined road car I have tuned and lets see which laps quicker;-)
The only way Mike can give you a good power increase currently, is to fit a Type R unit but as I am sure you are aware the cost (8.5K+) and the time evolved to do this rules it out for most of us.
I must add that I know Mike very well and respect him for bringing a lot of new products onto the MG scene.
Quote Steve.
"I have too been researching upgrades for so time as I wanted to upgrade my TF160 to 200BHP. The result of that research was that I would need to ditch the VVC cams to get the power I wanted. I could not find a K-series tuners who could achieve my target retaining the VVC or any specialists that were developing and options for the VVC other than Mike. I spoke with any way K-series tuners as I could, and all recomended converting to solid cams. I'm also lead to believe that when you get the to 180-190BHP mark or start raising the revs above 7500RPM you reach the limitations of the standard bottom end so even if a magical new set of upgraded VVC cams were available, the bottom end would still need strengthening at significant cost, and even if you apply the usual upgrades to a VVC head, you will still reach a point there the VVC cams and the hydraulic followers they use will limit how far you can go."
Steve, some interesting comments made here and as my name is mentioned then I'll set some comments straight. firstly I have modified VVC cams on the shelf and have had these available for over 9 months IIRC, secondly these have been tried and tested in three separate engines all producing substantial increases in power from 5.5k onwards. thirdly "The only way Mike can give you a good power increase currently, is to fit a Type R unit " read my tuning pages, the concept of fitting a Type R engine wasn't only about more power, I'll explain if required. fourthly "I could not find a K-series tuners who could achieve my target retaining the VVC or any specialists that were developing and options for the VVC other than Mike." How many do you need?? Fifthly, " I spoke with any way K-series tuners as I could, and all recomended converting to solid cams." except me, I am still of the opinion that the VVC is the best true variable valve system that was, until recently, the best on the market for a 4 cylinder engine.If someone can explain how solid cams are an improvement please do so. And lastly "and even if you apply the usual upgrades to a VVC head, you will still reach a point there the VVC cams and the hydraulic followers they use will limit how far you can go." Over 200BHP in actual fact.
IMO the problem with trying to achieve 200 BHP even with my 'magical' camshafts is the driveability with the stock gearbox, it needs a 6 speed close ratio box in order for it all to gel.Thats why I concentrate on tuning engines for more torque rather than BHP figures unless it is for track use, higher RPM and narrower power bands.
When you get your engine together Steve and are track testing it I'll bring a VVC engined road car I have tuned and lets see which laps quicker;-)
Mike, thouroughly enjoyed reading your post, some really interesting comments. As far as I am concerned, there are only two places I'd take our Trophy for attention, that is yourself (unfortunately, too far away though
), and Tech-Speed, you both have a knowledge regarding handling/tuning of modern MGs that is unsurpassed, IMHO of course.Gassing Station | MG | Top of Page | What's New | My Stuff