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Mike - Doing final prep before leaving this afternoon, and thought I'd review your novella regarding the event. Tried to download the NJMP tech form, and got a "page not found" error. Not having any luck finding in on the NJMP site. Anything special on the form that I/we need to know? Steve

That seems hot to me. 7 PSI is definitely too low. Believe the "standard" cap is 14. I've been wrestling with coolant filling my catch tank since I've had my Xflow rebuilt. Just finished converting it to a sealed system. Steve

Picked up the Mallock this past Saturday. Any thoughts of bringing it to NJMP vanished when I realized that I would need to make some major pedal and seat adjustments before I could drive it. The previous owner was substantially taller than I am. I practically have to lie down to reach the pedals. Here it is in the garage (briefly). P6200147.jpg P6200150.jpg

Tom/Mike - do we need to display the number that we registered on our car? I think I have number 11. Mike - Still haven't made a camera purchase, so if you have a spare..... Steve

Rick - Yes, I originally saw it on Bring a Trailer. By the time I called about it, it was promised to the person I'm buying it from. He owned it for about 2 months and then his race car situation changed and he decided he couldn't keep it. He called the BAT owner and got my name and a few others that had expressed interest. He called, and I decided (sort of) that it was fate. Another person on the East coast was also interested in buying it. Was that you? And where in NJ are you? I grew up in Bergen County outside of NYC. Steve

Looking in Chris Rees book "The Magnificent 7", I think it would probably have been the Ford 105E engine. Lotus started using it in 1961, and it became the "standard" engine. It replaced both the sidevalve and BMC A engines. If it's a Super Seven, I think it would have had the Ford 116 E Cortina engine. Again per the book, your chassis number indicates the car was made at the Cheshunt factory, rather than in Hethel. Steve

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.