Jabozuma

^^^ Well worth joining here Glad it got resolved and you got a large amount of money they tried to con you off of. On a side note it clearly shows how useful, informative and helpful are comments from vxh26 on this forum... take a hint and do yourself a favor.

That was supposed to be my next tyre but decided to go and try khumos.For that price Vredesteins are a no brainer, if I had some free cash I'd have bought four on the spot right now!

*runs to the car to buy a pack of fags and a bottle white lightning with a cast iron intent of redlining my vRS even in reverse* EDIT: *thinks black box would go well with my ankle tag, gotta keep up the chav central massive, yo!*

Densos will be my next plug of choice, simply to see how would they look after I abused them compare to NGK's

DQ200 a.k.a. dry 7-speed DSG box as mated to 1.4 twinchargers is taking 400bhp from those engines with uprated clutch packs. Those skilful Greeks run 300bhp twinchargers as daily drivers with no problems. Even Gen2 1.8TSi should be able to beat this I did my reading about AVS in that SSP pdf. What it is they are doing in reality is nothing new and has been done for ages. The simply do it in a very complicated and round about way. What AVS achieves is a tighter control on of exhaust gases by controlling scavenging and back flow using valve timing. This had however always been done with a correct exhaust design where pressure and sonic waves rebounds as well as pulsing was sued to first of all help evacuate exhaust gases quicker, use one cylinder exhaust pulse to help another with exhaust gas evacuation and then control back flow and charge loses with correct flange design, exhaust runners diameter and length. Due to packaging restrictions and mostly environmental issues this is no longer possible really so they went AVS. This system has a great tuning potential since effectively you cn be running and switching between two cam shafts depending on the load. In real world it means a car with low emissions and perfect everyday driveability but when you stomp on it it would switch to the Big Daddy Lobes and turn it into a rocket ship. Cam switching being controlled by ECU gives more potential for ECU tuning. Reprofiled camshaft with exhaust designed to take the top end (since lower end performance or everyday driving is dealt with by AVS) and you are laughing. 500bhp with 60mpgs or more lol.

I had to delay throttle application in the second to last corner due to missing the apex as otherwise I'd have had hit the last cone. I love that Whiteline RARB, car is steerable and what is more important very predictable and gives very good feedback, she lets me know I screwed up long before anything happens

Good one, I will leave it like that as I cannot be bothered to recode the vid again! Perhaps will add in comments

And chasing James http://youtu.be/iSpBn0kZVWM

Finally got around to uploading my fast lap vid to YouTube. Apologies for low quality and noisy soundtrack. I only kept it as it allows to hear the engine, otherwise I'd have replaced it with some nice music "My Little Ponies" I added some comments as well https://youtu.be/Y6lGVSKS74M

I'd also expect cams to be different - longer durations and steeper since in the same crank rotation angle due to longer stroke more distance piston covers. Getting off the shelf part would be cheaper but having a custom cams made would give the motor real teeth, but not too much as you need to drive on a daily basis. Race cams are unusable for road driving as they only work within a very narrow rpm band. Specialist will be able to advicse accordingly should chose to folthis line of development. In general I think 2.0 conversion should be a relatively straight forward one really.

I.e. a stroker kit

That is why we need Briskoda and knowledgeable members to get that info

In absolute terms it does not change. When you look at the whole vehicle geometry then it will change. Alteration to one wheel will have an effect on the chassis as a hole and will alter the spatial relationship of each wheel to the chassis at the same time albeit by very small amounts. They adjust it one wheel at time and this is why, because chassis moves and rear wheels do have suspension with movement independence the relationship of those back wheels to the chassis will be altered as well hence changing camber and toe reading at the back when adjusting one of the front wheels. So despite no adjustment being made the spatial reference of back wheels to the chassis changes or the chassis is "moved" via the front wheels adjustment. So, I agree with what you are saying that rear is not being adjusted as it has not adjustment yet the values do change.

I know and I see how this is impossible. Rear torsion beam has no camber adjustment whatsoever. You would have to modify shock towers to be able to do it so specific coil-overs are a potential solution if somebody would like to have this adjustment in mk2 vRS . I will need to think about it a little bit more, one thing I saw with my own eyes was that when they were adjusting the rods for the front toe settings camber and toe readings for the rear wheels changed as well on the Hunter machine.

When you put it this way I see your point now.