Mike Bees
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Everything posted by Mike Bees
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Oh bugger, wish I hadn't bought my Astratech data logger last year! Mike
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The K-series ships from Rover with 2 sizes of flywheel, depending on the application. For a Caterham installation you need the small one. The 1.6 K-series that I got from a scrapped Rover 216 had the right size, I guess yours is a 1.8? The AP clutch from Caterham is probably your best bet. It's what they fit to the SLR and R500. Peter C's ultra-lightweight flywheel and 5in clutch are superbly light, but it's not designed for slipping to every pull away is a full-bore wheelspin start. I'd find that a bit tedious for road use, YMMV. Mike
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It's possible to re-use the Rover fuel rail & integral fuel pressure regulator with a bit of fiddling, so that's a few more quid saved. The DTH bodies are beneficial to your pocket, and there's less scope for misalignment & leaks since they eliminate the manifold-to-bodies join. Mike
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We're off the original thread topic a bit, but my engine makes over 230bhp on the original Caterham 4-1 exhaust with 1.5in primaries and 2in collector output/silencer through-pipe. Mike
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I had no trouble buying my manifold & bodies direct from Jenvey. They won't sell you the direct-to-head ones 'cos they "belong" to QED. Mike
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David - I think the ASWMC series limit roadgoing cars to tyre sizes that they were available with from new, but I've not encountered such limitations on any series that I've done. Mike
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The "not there so can't be tested" argument doesn't apply to everything (unfortunately). "Test the brakes? I haven't got any, so we don't need to." smile.gif Mike
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Just chanced upon this: http://www.racecar.co.uk/racecarparts/wanted/messages/2737.html Looks like it's "For Sale" rather than "Wanted". Mike
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Ian, As Arnie says, I wouldn't use the plastic return pipe stuff for the pressure feed. For all you know it could be a different type of plastic to that used in air applications (in fact I've got a roll of the latter at home and it is quite different). Mike
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Nobody got one then? Someone must have de-executived their Executive Superlight... Mike
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What's been changed to give the improvement Graham? Who is/are Griffin? Mike
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Ian, Arnie's & co are talking about the fuel *rail* which holds the injectors in place. I think you're talking about the piping from the tank to the rail? Whatever you get, make sure it can handle the high pressures associated with fuel injection. Flexible fuel hose comes in low pressure types for carbs & high pressure types for injection. Mike
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Julian, If it's fuel diluting the oil that's leading to low pressure, then just changing the oil & filter will restore the pressure for a while - absolutely no need for a rolling road setup to prove this. It takes time for the oil to be diluted by fuel. You really don't want to be paying for a rolling road setup on an engine that might be scrapped! Whole Zetecs can be had for less than 550quid, not much point it buying just a bottom end if you can have the whole thing (can be useful to have a spare cylinder head in the corner of the garage). Mike
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My guess would be the side of the coil that connects to the ECU. Or failing that you could tap in to the wire to the rev counter. Mike
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For a DD chassis & 13x6in wheels the recommended offset is -19mm. Mike
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AMMO - I just use a thin strip of ali sandwiched between the bottom of the ear (to add more neg.) and the DD tube. It doesn't need much! Mike
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PACR - the level of tune you're looking for is achievable with an unmolested VVC head, i.e. no porting work required. If you're going to do your own porting then maybe a non-VVC head will be a cheaper place to start, but it'll be a lot more work and may require a couple of hundred quids worth of new valves (Dave Andrews has done some really effective conversions of the standard head by putting larger valves in the standard (but fettled) inserts). If you're going to pay someone to do the porting then it may be cheaper (and leave more potential for future upgrades) to start with a VVC head. Mike
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It's very wise to have significant over capacity in the pump. Running it on the dyno is one thing, running it in the car is another - if you're accelerating hard then the pump is effectively pushing the fuel uphill. The amount of fuel required is a function of the engine power (no really :-) and efficiency. It'll be an amount of fuel per second, and that's how the pumps are rated too. Mike
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Ammo - rear camber requirement depends greatly on the tyres you use. Crossplies (ACB10) need only a very small amount of negative camber (0.25 is typical AFAIK). Radials need a lot more. The standard DD ears give 1.5degrees I think, mine are shimmed out to somewhere between 2 and 2.5 degrees. Blatman - I was (perhaps wrongly) under the impression that the W*******d IRS was Sierra based. You've only got to look at the camber changes on a Sierra or a Granada when it's loaded up to see how poor it is. Surely this is a geometry problem not a bushing problem? Apologues if this isn't what W*******d use, although I've seen an IRS Westie exhibiting huge dollops of extra -ve under cornering roll. Mike
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Road & Race Transmissions: 01959 525105 Mike
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The question you have to ask is *why* do it. The W*******d IRS gives horrible changes in camber as the body rolls (from some pictures that I've seen), the DD tube keeps the camber constant. Mike
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The std. K-series pump (19gm/s) is marginal at 200bhp. The R500 has a 27gm/s pump. I needed to upgrade to the 27gm/s pump and found that it was cheaper to buy it from Caterham than from Rover. Mike
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PS - on the rolling road the car will behave pretty similarly to on the real moving road. Introducing a degree of anti squat at the rear or anti dive at the front doesn't usually mean that the car does the opposite of what you'd expect, it just does less of what you'd expect (i.e. squats a bit less, dives a bit less). Mike
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Ammo -it's the diff that transmits the torque to the wheel, so it's the diff that will try to turn in the opposite direction to the wheel. In the case of a live axle car this will affect which bits of suspension take which direction of strain, but not with a DD tube where the diff is bolted into the chassis - the DD tube is just a carrier for the wheel bearings. Mike
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Can't see DW being swung by that! There have been issues over which he and SB don't quite see eye to eye... Mike