peter clarke

When I upgraded my 1600 for the second time it was time to fit forged pistons so it could rev and not explode! At this point I could have gone to the 1800 as well but stayed with the 1600 for a few reasons. Dave, DVA, had a set of forged pistons and modified rods for a 1600 at a very fair price, I like the quick high revs on the 1600 compared to the 1800, it would cost me less and involve less work. So with Daves fully ported head, large valve, 285 cams and the usual mods I got near enough 180hp and not far off 140 torque (a good 4-2-1 exhaust make a huge difference on this figue and spread of torque) So I could have had a few more bhp and torque but wit the 6 speed box, light flywheel, 13" wheels it goes pretty well. But then, as said, it depends what you want to use it for. Peter

Hi Elie, Thanks for the invite but my wife is coming back from the USA and San Juan, Puerto Rico, so I will be collecting her from the airport. Amazing where business can take you, but there are several pharmacuitacal plants there and as she works for J & J, or Janssen as we know it, so........! Thanks M25, snow it is snot on Saturday, but the snow maybe, but definitely bubbles on Sunday. Hope to make it at a latter date Peter

Should use a cat in Belgium. When in place the lambs boss is in the conical part just before the cat so it response to all 4 cylinders. A simple drill a hole and weld a boss.

photos sent

Reluctant sale of my 1997 ruby red/silver stripe 40th aniversary 1600 K series, owned from new, LHD, Belgium registered, kept in heated garage. Major refurbish in 2007 as follows, 14000km since then. Engine: DVA large valve ported head, forged pistons, 285H cams, t/b's, 4,2,1 exhaust plus cat, light flywheel,PRRT,etc,etc.Approx 180 bhp. Brise starter,dry battery, quiet induction. Apollo oil tank. Van Kroenenburg (Eindhoven), engine management system. 6 speed box, Quaife LSD. Lastest DeDion tube. Wide track, adjustable Nitron dampers with adjustable platforms, Eibach springs,13 inch wheels, large Alcon front brakes. Full set SPA analogue instruments, change lights etc. leather interior. Full weather equipment plus half hood. Cibe Oscar headlights, day time running lights, high level rear brake light. Special 47 litter fuel tank. Chassis Dinitroled from new. Black pack, various carbon items. Many other items. Not raced. Passed technical control last month as it usually does. Euro 25000, consider sensible offers.

Thanks a lot Mankee, just the kind of practical information I was after. Wait to see if any more replies but maybe I will stick with what I have, prices of the nice repack-able units are, to say the least, horribly expensive, especially if it does not bring much.

On my 180 bhp K series use a 4-2-1 system with a 70 cm longTechcraft 6" exhaust with Acoustafil ( or a 4 to cat to Caterham 6" for the yearly test). They sound different but both loud. Have not checked the noise level but want a quieter exhaust. Looking at Raceco and Powerspeed. Those of you who have swapped from 6" to 7", have you found a significant reduction, say 4-5db or is it only 1-2 db?? Before I invest would like to know if it is worth it!

Be very interested to know when you have solved other problems. My induction is very quiet as air feeds in thru the side of car below bonnet and thru ReVerie low noise piping to large filter and then to there carbon fiber inlet box which houses 90 mm trumpets

Yes, remap. Have used 4-1 and 4-2-1 on my 1600 K, only 180 horses, and needed remapping. I switched for more low down torque for road use,which it gave. Did the Raceco give a significant reduction in exhaust? I ask as I am considering buying one to replace the 6" Techcraft one I have.

Web site does not seem to work, is it correct?

Have had clam shells since new,1997, no extra mid support, just the bolts and sealant to the front headlight mount, wide track with 13" wheels(you can adjust the clams in width to a degree), they just cover the wheels. No issues.

Agree with the above, having learnt the hard way. Get head checked for hardness and porosity before starting and do all the interals properly; porting, skiming, springs, bearings, rods, liner protrusion etc.Then all is ready for the external goodies whenever money and time is available. My 1600 ended up this way and develops around 175+ with very good torque, so very drivable.

Gary, let us know your findings please. Chris, like all things do it right. Springs are relatively cheap and help but as you say it does not resolve the problem. In the passed, like 6-7 years ago, it was difficult to find good input on this subject. thanks for your input and your article. Peter

Simon, Chris great information, always felt that the dampers are trying to do the work of the springs. That is why I keep reducing the spring rates and getting better but not right!! If that makes sense.

Talk to Simon. I had Bilsteins but very hard and have had various springs. Next time I go to the UK, which is not so often now, will have the Nitrons revalved.