bball7754

Still can't see anything? Weird. Ok, here is the old eBay posting with pictures. http://www.ebay.com/itm/1972-Mallock-Mk11b-Road-Racing-Car-/261444627990?nma=true&si=qvA%252BliNsfwxJmlTt3uzcAP9S%252BS0%253D&orig_cvip=true&rt=nc&_trksid=p2047675.l2557

Sorry, can you see the photos now? And here are some mod's since the eBay ad: photo 1.jpg photo 3.jpg Steve

I pick up this 1972 Mallock Mk11B next Saturday. 62.jpg 60.jpg 61.jpg Plan is to do some track days this year, then Vintage racing next year. Info on the Mallock from the original eBay ad (although that's not how I purchased it): Description Subject to complete restoration 2003-2004, including new epoxy coated square tube frame, aluminum skin, and fiberglass body parts. Virtually all running gear replaced at that time as well. Only 23 vintage historic events since. 0 hours engine by PHP Racengines of Wauconda, IL. This is a very competitive vintage British sports racer that handles like a dream. The car has been described as a "Lotus 7 on steroids". Suspension design by legendary race fabricator Sir Arthur Mallock. Virtually a new car. Will require tires and final race prep but otherwise ready to run. Eligible for virtually all vintage race organizations in North America or UK. Will fit driver up to approximately 6'3" in height. Car will be sold with a bill of sale. History Built for Clubmans racing series in England, 1972. Competed in Clubmans series 1972-?. Imported to US in early 90s. Campaigned with CVAR in Southwest, later CASC in Canada and recently in the Midwest with VSCDA and Midwestern Council. Performance Data Class: Vintage Historic Weight: 953 lbs Best Time: 1:20 sec Track: Blackhawk Farms Engine Engine Builder: PHP Racengines, Inc. Manufacturer: Ford Type: Kent Crossflow Displacement: 1600 Horsepower: 148 Torque: 122 Induction: Dual Weber 40 DCOE Heads: Longman Block: Ford Crankshaft: 8 Lobe Counter Billet, Forged, Nitrided Connecting Rods: Carillo Pistons: Ross Forged Valves: 7mm, stemmed, 21-4 stainless Clutch: 7.25" Tilton Single Plate Flywheel: 11.2" Aluminum, 110 tooth Exhaust: Stainless, 4 into 1, new Dyno Hours only. New Titan front mount oil pump Fuel System Fuel Cell Manufacturer: Fuel Safe Age: 2004 Capacity: 8 Fuel Pump: Summit, electric Fuel Type: 110 Leaded Oil/Water System Radiator: AH Fabrications Water Rad Location: Front Oil Cooler: Mocal Oil Cooler Location: Front Electrical System Ignition: Pertronix Alternator: None Battery: Odyssey Data Logger: None Computer: None Transmission Manfacturer: Quaiffe Rocket Type: 4 Speed dog box Gears: Straight Cut Shifter: Stick Trans Cooler: None Rear End Manufacturer: BMC Type: Live axle Cooler: None Ratio: 3.7 Axles: Sprite w/ double bearings Body Construction: Polished aluminum/fiberglass Color: Silver/royal blue Paint: Centauri Condition: Excellent New epoxy coated frame and aluminum in '04 Chassis Type: Space frame Builder: Mallock/Arch Motors Material: Steel Finish: Epoxy coated Condition: Excellent Front Suspension: Double wishbone w/ coil overs Rear Suspension: Live axle, trailing arm w/ panhard rod Shocks: Carerra, 2003 Brakes: Offset discs, single piston Steering: Rack & pinion, triumph rack Wheels: Revolution Tires: Formula Ford treaded Interior Color/Finish: Aluminum Material: Aluminum Fire System: Zero 2000 2.25 Ltr. Restraints: Willans Guages: Autometer Steering Wheel: Momo Condition: Excellent Spares Quick Jack and Stands New spare cylinder head by Burton Power (UK) Complete set of ignition spares Spare fiberglass nose Bucks and molds for rear fiberglass fenders

Mike/Tom - My belts are current, but my arm restraints are not. Will that be an issue for tech inspection? Steve

I was surprised to find out that they are a US company, and that the controllers are made here also - in Michigan I think. So, no overseas help desk.

Mike - try their help line. I called it when I had issues getting mine to synch and they were actually very helpful - which is not always the case with help lines.

Mike - Those plans are now somewhat on hold, possibly replaced by a trip to Japan to include the Japanese F1 race at Suzuka. Our younger son will be teaching English in Japan starting in July. Steve

Xcarguy and rx7locost- Used the advice from both of you. Spoke with Tim at Federal Hill, and his advice was to trim the AN fitting I purchased and use a crush washer. All installed and operational, with no leaks! Steve

Another, more optimistic view: http://www.autocar.co.uk/blogs/industry/what-s-happening-caterham

Apparently the Caterham/Renault joint venture to develop a new version of the Alpine has been canceled. http://www.autocar.co.uk/car-news/industry/renault-confirms-caterham-joint-venture-will-be-axed Seems odd to cancel a joint venture, but then say that Caterham will continue to develop it on their own using the same platform as Renault. This combined with Tony F statements about how the F1 team must show improvement this year makes me wonder about his long term commitment to owning Caterham. Maybe it was never intended to be long term. All of this has some of the same odor as the Dany Behar period at Lotus, and we know how that ended. Steve

Thanks. I've found what appears to be the same Girling master cylinder at British American Transfer, and it shows that the port is 3/8"-24 (AN-3). So, maybe my fitting is correct - or maybe the Girling units for the UK market (I purchased it from Caterham) are different than those for the US market. The thread is correct, it's just hard/impossible to tell if the bottom of the port is 37 degrees or 45.

The clutch master cylinder on my Caterham has been on the way out for awhile, and rather than do a rebuild on it purchased a replacement. It's a Girling .70". My braided hose also needed to be replaced, and took a chance and purchased a hose with -3 AN female swivel fittings at both ends. Went to do the swap last weekend, and discovered that the hose end of the fitting in the master cylinder port was, um... strange. So, decided I would order a new fitting. It seemed like a -3 bulkhead fitting would do the job, and received it today. Needless to say, it's not right. Here is a photo of the original fitting on the left, and the new on the right. The old fitting seems to have a 3/8-24 SAE 45 degree single flare end, but that's a researched guess. I've had no luck finding a fitting with 3/8-24 SAE 45 male at one end, and -3AN male at the other. My hope was to use the hose I purchased, but at this point if someone can tell me what type of hose end fitting is on the original, I'll go from there. Anyway, any guidance is appreciated. Thanks. Steve

If your distributor has the Pertronix/Aldon ignitor in it (replaces points), it may be going south. My understanding is that they can be damaged if the ignition is left in the "on" position with engine not running. I had similar issues when my ignitor went bad. It would sporadically start missing, then clear up, then miss, etc. If you have one and it's old, probably worth just replacing. Steve

Here is the Blatchat thread discussing Dedion failures. The first post has a list of all the variations: http://www.blatchat.com/t.asp?id=94283 Steve

It's sort of a custom build. It's one of the Montrose standard designs, but I had them narrow it a bit as I had a width clearance challenge on my driveway. They will make pretty much anything you want, though. It's all aluminium (except for the floor) so quite light - maybe 1,400 lbs empty (working from memory). Steve

Lots of options, and everyone seems happy with their choice. Here's mine: http://www.usa7s.com/vb/picture.php?albumid=57&pictureid=509 http://www.usa7s.com/vb/picture.php?albumid=57&pictureid=508 Steve