Paul Ranson

The standard oil pump probably won't work well as a scavenge pump. I'd have thought Tor's idea was plausible but you're only saving the dry sump pan cost and adding complications like new pressure pump and possibly filter arrangement. Paul

It's a pretty safe bet that in any form of competition where dry sumping is outlawed the engineering of the lubrication system costs much more than the illegal alternative. I think WRC is an example. Paul

I don't think it's a sledgehammer when you consider some of the suggestions above! OTOH I'm extremely wary of hopeful innovation on the lubrication front. The effort involved in making a multiple pick up system with valves work reliably and without damaging your engine in the testing seems out of proportion to the results. Good luck anyway. Paul

It seems an awful lot of energy is being put into schemes to avoid dry sumping when dry sumping is actually the only sensible solution. Simple, off the shelf, adds value to the car, cheap in comparison to most upgraded engines, added bonuses of reduced windage losses. I'm assuming that a scavenge pump is actually cheap to run in the context of likely power output. The Peter Wright book on the 2000 Ferrari F1 car shows that V10 engine using 12 scavenge pumps which implies they are relatively cheap in both power and weight, I've no idea of actual figures. Paul

The code relates to size, construction and compound, I think BMTR are the best source of information. Secondhand, particularly for wets, may be unadvised. Paul

If you check Section L (for Speed Events specifically) you should find something about 'acceptable to the timekeepers on the day'. This over rides the catchall clause in E. At most speed events somebody near the line reads your number before you start. As long as they can read it everybody's happy. Some events require numbers on the front, this is usually a result of where the timekeepers hut is placed wrt the start. FWIW it's 'L 9.2.5'... Paul

I would think that must be an error in the regulations, it's worth checking with Roger Thomas at the MAC since the September Shelsley would probably be the 'easiest', especially when compared to the Centenary weekend. Paul

All 'National' meetings are open to anybody with a National A licence. Whether you get an entry or not is dependent on a whole load of factors assuming the event is over-subscribed. The best way is to register for the relevant championships and become a regular. Early entry doesn't hurt at this stage. The higher level the championship the better, there's no reason not to register for the Midland Hillclimb or British Hillclimb Leaders, now you have your shiny new National A... The Shelsley Centenary weekend is going to be great. There's a British Championship round on the Saturday and then the invitation celebration meeting on the Sunday. Free practice on the Friday. The last times they've done this kind of thing it's got very busy on the Sunday, early arrival would be sensible, especially given this is the biggie, 100 years of the venue, the oldest motorsport venue in the world still in use. Older than Indianapolis... And it's still an incredible challenge. Get in contact if you have queries, I first went to Shelsley/Prescott/Loton in a Caterham and it was great. Paul

I hope the weather picks up a bit Steve.... Apparently the startline grip at Gurston was fantastic at the test day which bodes well for the new surface. Paul

This rings no bells. I had a Swindon Vauxhall engine in my Pilbeam that was fitted with Weber Alpha management but Swindon roller throttles. The engine wiring loom was very road car and the bits fitted your description... Paul

The gold things are resistors, I assume related to the ignition since there are two of them. The flat metal things may be ignition amps, your description isn't exactly detailed..... A photo would help. Anyway I think it all needs to be bolted down near the ECU itself, which given its antiquity may want to be rubber mounted. There should be a air temperature sensor mounted in the inlet somewhere, perhaps in the filter mounting and a barometric pressure sensor which just needs to be mounted somewhere reasonably sheltered. I don't recall anything else... It might be more elegant to make use of your DTA and associated bits coupled with a session on a Dyno. The Weber Alpha ECU is very old now. Certainly I'd consider this for the future. Paul

Thank you! We're planning to be at all the British Hillclimb events this year, feel free to come and say hello, sit in the car, buy me black coffee, stuff like that... (It feels a lot like my old Superlight, except that if Caterham made it they would call it 'R1400', or 'R1500' in K Series BHP...) Paul

The crownwheel and driveshafts are turning more slowly than the prop... I think Caterham driveshafts are way over-specced so there's some opportunity for weight loss there. Perhaps simple gun drilling for starters. Of course you don't get to see the rather good looking results once fitted. Paul

We'll be at all the British Hillclimb rounds. Come and say hello! (I think more than 1200BHP/tonne ready to go including driver....) Paul

For reference the standard slick compounds for hillclimb/sprint usage would be A15 or A39 on the rear and A40 on the front. In our usage rears are shagged after 30-35 runs, fronts go quite a lot longer before becoming uncomfortable. Front engined usage would probably imply A39 on the front? I remember having great fun with a set of 7x21 crossply slicks in A39 on a standard 1.6k Superlight. Lasted well and fitted on standard 6 inch wheels. I guess it's more complicated now. Paul