It took until just before the Italian Grand Prix for Heini Mader to get on top of the pop-off valve problem, which turned out to be the FIA unit being located too high above the engine, resulting in less power, a problem that Honda and Ferrari engineers had long since solved thanks to the resources available to them from their respective factories. By moving the valve closer to the engine, Mader had allowed Warwick and Cheever to finally exploit the raw power of the straight 4 turbo and to be much closer to the front than they had been all season. However, while the pop-off valve issue was finally fixed, the engine's other main problem that had remained since the 4-cylinder BMW had first appeared in F1 back in still remained, lack of throttle response from turbo lag followed by the power coming on like a light switch. This hampered the team in the final four races of the season, especially at the Spanish Grand Prix held at the tight Circuito de Jerez where the cars are constantly on and off the throttle over the course of a lap and good throttle response counts for more than outright top speed. Warwick could only qualify 17th at Jerez while Cheever started on the back row of the grid in 25th, his worst qualifying performance since he failed to qualify for the 1984 Monaco Grand Prix in a turbocharged V8 Alfa Romeo.