Busy is my middle name. Our own car, the F398, is back together and has been running regularly whilst revised warm up and idle control routines have been added to the ECU, along with some analysis on the viability of fitting larger injectors to the throttle bodies – it is possible that the misfire we suffered from throughout 2010 was caused by the current injectors being unable to supply the additional fuel required during high rev throttle applications due to a lack of flow rate. The car now starts easily from very cold and from hot, and idles smoothly with good fuelling as the ambient and coolant temperatures increase. Until we get on the track in February (hopefully) we won’t be able to make much progress on the fuelling elsewhere, but by the end of 2010 it was pretty good. Since writing the first part of this paragraph, I have fitted larger injectors, which will give plenty of head-room with regards to injector opening times. I’ll also be lowering the fuel pressure to give the fuel pump an easier time, which will also give the battery an easier time. And I’ve fitted a fuel pressure sensor to the car, so that we can see how constant fuel pressure remains, particularly at high revs when fuel demand is high. And finally, I hope to have a ‘box of tricks’ on the car so that the ECU data (injector pulse widths, acceleration enrichment, spark advance, air temperature etc.) can be fed to the datalogger for post-race analysis. I WILL cure the misfire!!!!