scannon

It is closer to 20 - 25 HP, rather than per cent as the loss just slightly increases as the HP rises. My car: 301 RWHP, maybe 321 HP at the flywheel. 1,350 lb How about we throw in lb/hp which then gives us a more relevant figure for comparison than just HP? Using flywheel HP, my car would be 4.2 lb/hp.

Too damn few. First drive was a couple of weeks ago and as my shoulder gets stronger, I plan to put on many more this summer. Put nearly 100 on it yesterday, first drive of any consequence this year.

3 for me, the RMSC demo Caterham SV with Zetec that made an instant convert out of me and my Caterham SV. I have also driven FM's Westfield before it got the turbo.

Some amazing work by a real craftsman. Clicky

I'll be meeting with some other Colorado Seven owners and I'll bet one of them will know something about the car. Skip

I won't be making it to LOG29. My shoulder is much better but I just don't feel comfortable making the longer trip. I'm still hoping to make the Miata World if everything goes well. Some day I will make it to a USA7s meet. I've missed too many of them already. Skip

I liked the wheels you showed us awhile back although I would black out the two shiny bolt heads or whatever they are on each side of the spokes. http://img410.imageshack.us/img410/8224/cimg2625resize.jpg

Also commonly referred to as a Harley tool.

We have what is probably the longest running hill climb in the world which started in 1916. The Pikes Peak International Hill Climb occurs in July and part is on pavement and part on dirt. The finish line is above 14,000'. There aren't any guard rails and an error can result in an off that ends several thousand feet down a very steep rocky slope. Pikes Peak International Hill Climb History There are others in the USA but Pikes Peak is the most famous.

That told me more than I needed to know about the man who invented them but nothing about why he named them Jubilee Clips.

I had a big laugh when my British assembly manual instructed me to "offer up the differential into the chassis". I don't know just what the American equivalent would be but it certainly won't have the cachet of offering it up. I'd like to hear how what we call a hose clamp came to be known as a jubilee clip. Scuttle = cowl K-trum = Ka-ter-ham or Kat-er-ham

Not good for street or track use. With both wheels locked together the car will resist turning, it wants to go straight. To make a turn it must slip one rear wheel, usually the inner one. You will squeal the tires on almost every turn you make. I think you are better off with an open diff. The ring and pinion are the most likely suspect for the play you are experiencing. Try adjusting the backlash. It also puts more stress on your front suspension. I did this once in the 60's with a Corvette powered A-H 3000. It was miserable to drive and ate a lot of front wire wheels. I eventually replaced it with a Chevy posi-traction rear end when I was able to scrape up the money as I was a poor college student at the time.

As I have said many times, too much hp is just about right. When I built my car the first dyno tune produced 235 RWHP. It was fast and thrilling and I still haven't had enough seat time on the track to use the car to its full potential. However, the acceleration thrill soon became less and less satisfying and after a year I changed out the ECU for a Hydra expecting somewhere in the neighborhood of 260 - 270 RWHP. Instead, I got 301 WRHP. I still haven't had enough seat time on the track to master the handling at the 235 hp level but that doesn't mean the car is a monster to drive. The handling didn't change with the increase of HP, just the ability to get to the next corner. There is no rule that says I have to floor it coming off the apex, part throttle is still faster than most other cars at WOT coming off that same corner. I learned very quickly that it is NOT a good idea to go WOT unless the car is pointed in a straight line. I doubt I will ever get good enough to take this car to the max but that doesn't matter. I can be just as happy without flooring the throttle while carving a canyon at 7/10ths as at 9/10ths. The car is as easy to drive as my Miatas with no bad vices at low speeds or in traffic. But when I need that acceleration rush or need to get around some rolling roadblock, it is there and waiting for me to put the pedal to the metal.

Every published report I can recall on hp per ton has used the tonne. The also use brake hp per tonne on Top Gear but with the British accent it is difficult to determine whether they are saying ton or tonne.

Welcome aboard Russ, Man, that engine compartment is clean and tidy. More pictures please. On this forum, all Se7ens are considered equal and all Se7ens are loved. Skip

Nice job, nothing wrong with rattle cans if you know what you are doing.

I run 18 psi front and 20 rear on my Caterham with 205/45-16 Avon ZZT tires. YPMV (Your Pressure May Vary).

And only one of them was a surfer!

Nah, that's one bad ass Se7en.

Please delete, duplicate post.

When it ceases to be a fast driven, hard cornered vehicle and becomes a show car/cruiser/garage queen. Spark plug count is irrelevant.

I agree. I'd be more than a little upset. Maybe that is where the mysterious small dimples in the ali by the cockpit are coming from. Anyone getting into my car gets instructions on how to do it and if they do it right there is no chance of dents in the ali. Someone getting in on their own would most likely grab the windscreen for support and that is not allowed with my car. I rarely leave the car in a public place and never in a large parking lot. Kiwi: Anything interesting in that video from the drive part to show us?

You're welcome!

Paul, Next time you are coming to Denver, PM me and I will put you in my SV. There are a couple of standard Caterhams nearby so we can probably arrange a fitting for you. Skip

20 Screaming Polishers, 50 Pounds of Polish and 600 Man Hours