dallasdude

Don't know where you are in Arkansas but I would think maybe Hallett outside Tulsa would be a similar distance or closer. It is a wonderful little track.....great for seven type cars. They run a monthly series called COMMA with which is pretty inexpensive. The track and the series are run by the Stephens family and they do a great job.

Those are tripod type....the later ones. I think the changeover was 03 or 04. I have rubber boot kits for then, but not extra internal pieces or ends. The can type has a sheet metal piece (about the size of a fat soda can) that holds the boot. The boots are not interchangeable. The internal internal balls might be interchangeable but not the end pieces or boots. You can of course interchange the whole axle styles...and I think if you order new ones you get tripod style. Well if you can get them that is.

Can type or tripod type CV joint?

He's an article Craig Taylor (now retired) did several years ago about differnentials. http://www.taylor-race.com/pdf/understanding_differentials.pdf As far as I know there are four types available for the Sierra 7" diff. Open of course (no limited slip). You can manage your traction with the suspension. Eric Prill almost won a national championship with and Lotus 7 with an open diff....by limiting droop in the front suspension. But that was a low torque car. Cam and Pawl. A lot the limited slips in Caterhams especially older ones use an AP Suretrac which is this design. I really works ok. Unless you making big power they are pretty dependable in a Caterham. Almost all the cars delivered from 99-2002 for the Caterham Championship Series had these. Clutch type. These are Lockheed or Titan. They do have clutches that wear, but from what I understand the Lockheeds last forever. Torsen (ATB) Quaife uses this....and it is a widely used, trouble free and quiet design. There are no friction surfaces to wear. Mazda has used it for the Miata LSD's since 93 and they take a huge amount of abuse in Spec Miata. Only downside is they are a limited slip until they aren't. If the inside wheel becomes too lightly loaded (I think the article says 20%), the mechanism directs the power there. I think there was been some work done to minimize this. All around it is the best choice for street usage, and the limitation doesn't seem to keep people from hustling around Spec Miatas pretty quickly. I would say the fact this car has a Quaife is a pretty big positive. It should not be any noisier or require more maintenance than an open diff, but provide a substantial improvement in traction.

Yes it is good to be able to re-tune yourself. Most of these setups on Caterhams use TPS only for load sensing....no MAP sensor so they make no allowance for altitude....MAP sensors (manifold air pressure) are commonly used in other applications and always with turbo setups, but hard to implement with ITB's. In this case, if your engine was tuned in Colorado, then if it's at WOT (wide open throttle) it is always going to expect that density of air molecules when the TPS tells the ECU WOT. It's going to get a lot more of the molecules at sea level and the ECU will give the same fuel, so it will be lean. You could do an alternate map to upload for big changes in altitude. The T2 is a very high quality "mil spec" ECU, but not a lot of development since I think Cosworth bought the company. It is the spec ECU for FF2000, so a lot of them are used with Zetecs. Quicksilver has worked with them quite a bit. Once you get it tuned it will last forever. The two of the best features of the Haltech I am now using is, it has a built in MAP sensor which can be used to provide secondary air density information even with TPS, and a direct USB (and CAN bus) inputs. The USB to serial adapters are often a PITA with any ECU.

klasik-69 is correct....tuning almost any ECU is the same. Tuners usually feel more comfortable with one or another, but if parameters are set up for the engine to start and run, it comes down to ignition and fuel tables. Basically a spreadsheet with vertical and horizontal columns. Average size may be 16 cells by 16 cells . Engine load goes one way, rpm the other. In the average case idle is in the lower left of the table and full RPM full throttle is in the upper right and everything else is in between. The cells tell the injectors how long to stay open at the point based on load and rpm, or the coils when to fire. So what you need is The tuning software from the company that made the ECR (usually downloadable) The cable to connect the computer A dyno with wideband sensor A tuner willing to nose around in software he hasn't used before, and find where the tables are to tune. Yes lots of tuners won't want to use something different.....full engine load at too lean a mixture can detonate an engine to pieces. There are people who password protect their software....and some you can't download the existing file to edit. But mostly you can download the file and tune it. Save a duplicate also to a jump drive or CD before you start. If klasik-69 found someone to tune his Pectel, then you should be able to. Last Pectel I used was a T2, and the software is DOS based and it uses a strange cable to connect. Usually you just need a USB to RS-232 adapter to connect the computer to the ECU.

You guys have hit of one of the limits of corner weighting.....you want to try and keep front left right balance within 50 pounds or so on a 2500 pound car, probably a lot less on a Caterham. Everything is a compromise, especially with the driver not in the center of the car. I think you give up a little bit of perfect crossweight to get the L/R front balance closer.

I was ordering parts from Mick at Redline this morning and asked about axles. He said they will have both sides in stock Friday. I have never had a problem dealing with them. 011 44 1883 361515 mick@redliinecomponents.co.uk

It will be interesting to see what you come up with. We have come up with ways to substitute or alternate source a lot of parts, but other than buying Caterham boot kits and rebuilding originals, we have not found an alternative for the axles. The Rover direction makes sense, except I believe de dion cars started delivering in the early 90's and it looks to me like the first generation Freelander was not produced until 96.

Sounds like a good setup. If you do use a tape based system like the Longacre, be sure you aren't getting a deflection of the rear tape by the sump. I normally only use this type setup at the track in an emergency....our toe plates are marked for the offset for the pan, based on testing right after the car was done with a laser setup.

The knockback is generally form long sweeping corners....which flex the spindle/wheel bearings and pushes one of the brake pads back in the caliper just so slightly so in the next braking zone, it a takes a little more fluid to bring that pad in contact with the rotor. You will notice people doing a quick double pump to bring the pad back into place before the braking zone. The later updated spindles(2003 up) are beefy enough I think the have no flex, but the wheel bearings still flex and get loose. I use Motul 550 brake fluid. It has a good high temp boiling point, and a better wet point than most so it is practical for street use also.

For me the rears are not so much a problem I do repack the rear wheel bearings every year or two (lets say 10=15 race weekends) with Redline grease. You do have to replace the seals to do that. The fronts we have to adjust a lot.....to keep the just tight enough. I think probably repack them more often than the rears. When the fronts are too loose you get pad knockback (causing a soft pedal and uneven braking) and an out of balance vibration. I let one get loose at COTA and it was pretty miserable most of the race Saturday.

I believe the lower spring collar is from the top of a rear shock for clearance. Not a huge savings in unsprung weight, but I think this is standard procedure on Academy cars.

Congratulations on your record, sounds like you had a fun, safe weekend. As far as SRF traffic, it is a great class, but fortunately in our part of the country they have their own run group. They get lined up in a row on the straights and it is hard to see past the first one. We did have IT and STU in with our run group this past weekend however. Forty cars total (10 EP cars) and some IT cars you lapped a couple times. Andrew and I didn't have as good a weekend (i don't think his dad would mind me saying that)at Texas World Speedway. Andrew had mechanical problems and I could not touch the two guys in front. TWS has to be one of the very most difficult tracks in the country. In my opinion, way more difficult to get right than COTA 100 miles away. I'll never get it right. Andrew is better than me most tracks, but the way better there. Didn't help that I stuck it in fifth instead of third going on the infield on the first lap. A lot of it is about the braking zones and going way deeper than you think you can. It would be great to see video from Andrew. Larger wheels might me nice, but getting a 15X7 or 8 wheel that keeps the wheel weight to 10 or 11 pounds is pricey. Your really need three sets of wheels to go racing, so it adds up pretty quickly. The larger Hoosier Radial slick would work a little better with a 13X7, but the 13X6 is adequate. From when Chip Bond did the series 11 years ago there most be a hundred of those 13X6 wheels lying around. You go to 15's and you start creating problems with aero and roll centers, not the mention the stresses rubber this size puts on an S3 chassis when used to the maximum. Here's a link to the GCR. The part particular to racing Caterham specififications for EP is on pages # 596 and 597 (600 & 601 for the document) http://scca.cdn.racersites.com/prod/assets/2013%20GCR%20-June.pdf If you want to race a Caterham in the US....buy Bob's car. A fresh build done by a Caterham expert and a National Champion. And have fun.

For safety and performance.....in addition to the the other things mentioned, I woud look at updating the Dedion tube and front spindles and hubs. I think there are 7 revisions of Dedion tubes, and you want to want to check into the latest that will work with your shock setup. Earlier ones are prone to failure, especially with stickier tires and track usage. Running over curbs at the track doesn't help either. If the updated front hub and spindle (2003 up I think) will work with your setup, I would consider that. It is stronger for safety, and from a performance standpoint a good upgrade. The standard Spitfire spindle/bearings hub have a certain amount of flex, which in high speed corners can create pad "knockback", giving you a soft petal in in the next breaking zone unless you do a double pump on the petal. Even with the newer setup keeping your wheelbearings adjusted correctly and in good shape is one of the most important components of the braking system. If you don't upgrade this stuff before serious track work, I would at least inspect it closely.

Yes it was...I shouldn't complain. I did have a lot of good solid clean racing. After the clutch repairs, the car was pretty good. Who knows with Sebastian Vettel's little brother (Andrew) behind the wheel instead of a fossil it might have been off in the distance. Most of the cars in the class do have the option of a true racing transmission, a close ratio syncro transmission, or a stock one at about 50 pound increments. The Miatas like Matt's have to weight 700 pounds more at the end of a race than a Zetec Caterham. About 600 with a stock transmission. His car has an engine that is less limited in preparation, but has 150cc's less displacement. I believe the rulesmakers thinking is with the torque of the Caterham 2 liter engine and the very low weight, then the non stock transmission options are not necessary or fair. No other car in the class with a 2 liter engine weighs less that 2000 pounds. Saves a lot of money for Caterham racers for sure. A racing transmission and a spare are a five figure proposition. I can't make the 1460 Caterham weight with driver, but adding 6-700 pounds of ballast to match the other cars is not safe or practical. Lotus 7's in FP can use a racing transmission, but the little non crossflow 1500 has far less torque than a Zetec. My original comment....alluded to fact that at COTA the stock ratios seemed to hurt more than other places for Caterhams. I wasn't there, but I understand at Hallett last weekend Matt broke the racing transmission, put one out of a Spec Miata in and still won. Anyone who has a chance should at least try to attend an event at COTA, even if it is V8 supercars which I think are running the short course. I believe they cancelled all the track day events for this year, so not much chance of driving it. Other than the fact the flag stations were pretty impossible to see and not enough room for the number of the huge rigs some of the SCCA teams have, our event came off pretty well so I hope we can race there again.

Jim, you are very kind. Not a good weekend for me....We towed back to Dallas Thursday night and changed the clutch. Only got part of one practice session in the rain by the time we got back to Austin and spent the rest of the weekend digging myself out of the hole. Andrew and Matt are two very talented drivers. I think Matt has a very good chance of winning everything this year at Road America. I think most of STL cars worked pretty hard when being lapped to get out of the way, of course by the time I was there.....Matt and Andrew and a couple others had already blown by so they were used to being passed. COTA is an amazing facility. The paddock was overwhelmed by the 500 cars at our event. For most people, they saw the widest speed range of any track they had ever run on.....about 35 to 125 for most production cars. Our gearing vs the Jerico most of the cars we compete with use hurts. I had several people tell me the used all five gears every lap....for the first time ever. I think if they have the runoffs there, Caterhams can be competitive, but the SVT setup might be the way to go.

I think the SCCA is trying to be very inclusive on cars and classes, but to have a car in any class that is reasonable to drive as a weekend crusier, and be fully race ready is not very practical anymore. The SCCA was founded with participants driving to the track a long ago, and they have tried to develop classes over the years to stay with that (Showroom Stock, IT and SM), but rules creep and more so the level of competition have made that a thing of the past. To be honest most of your cars are far too nice to subject to the cosmetic and physical abuse of SCCA racing. There is very little metal to metal contact but stuff that gets thrown up off the track from following closely with slicks, racing in the rain that would make it a shame. The passenger side of my car has an Accusump, a halon fire system, the battery, ballast and a cool suit cooler part of the year, so converting back and forth would be a real pain just from that standpoint. I don't mean to disparage anyone here or come off as a smart alec....just trying to pass on what knowledge I have. I think if I was going SCCA (or maybe NASA) racing and was starting again, I'd probably just order a new bare S3 chassis and build up from there. Or call Criag Chima and have him do it. Might be cheaper in the long run...and the front hubs, dedion tube, etc would all be the latest spec.

The car from Ohio went off on the first lap of qualifying at the runoffs last year or would have been at the very front. One of the guys from Houston finnished 5th or 6th. Caterhams have the SCCA EP lap record at: Carolina Motorsports Park 1:41.8 Eagles Canyon Raceway 2:00.32 LaJunta :56.6 New Jersey Motorsports Park (Lightning) 1:13.8 Lime Rock Park :57.9 Miller Motorsports Park East 1:45.7 New Jersey Motorsports Park (Thunder) 1:30.3 Pikes Peak Int'l Raceway (w/Oval 1-2) 1:05.3 Pocono 1:44 Pueblo Motorsports Park 1:39.8 Road Atlanta 1.35.4 Roebling Road 1:17.2 Texas Motor Speedway 1:32.4 VIR - North 1:38.9

I'm a little lighter at 6 feet and about 190 pounds but I am 60 years old. It's really pretty easy to step on the side bar and drop in through thorough the top. One of the guys in Houston racing one outweighs me by probably at least 30-40 pounds and is older than me by several years. One of the other guys from Houston posts on this board occasionally and is about the same size or a little smaller. Both are well over 6 foot. You can go in and out through the side bars but not with a Hans and a helmet on. In through the top is one quick easy motion.... The spec for these cages and cars was developed by the former Caterham distributor in Atlanta and submitted to the SCCA for approval for E Production. The were shipped from England as factory race cars with this cage, an ATL fuel cell, a Firebottle fire system and a master switch on the cowl. From 1999 to 2002 there were about 10-12 built and all but a couple had a Stack 8100 dash. They all had a basically stock Mystique/Contour or Focus engine. They were also raced also outside SCCA in a series that a Caterham dealer (GT Classics) put on across the US. I don't believe any were ever licensed or driven on the street. Five of the cars are being raced with SCCA in Texas and one is in Ohio. One is in the Dakotas. Several have been pretty throughly crashed including one that went off at the kink at Road America last year. Several years ago someone petitioned the SCCA for an alternate cage, and a couple were changed to different cage that was lighter and more aerodynamic, but it was still a full cage quite a bit of side protection. Looked to me like it was would be harder to get in and out of.

I would check with Criag Chima and see what you can build a cage for. He has an imperial dedion available to build it to for Kalsic-69....This is a picture of the cage almost all the cars racing in SCCA use. Caterham had them built by Caged and they were shipped with the "Factory race cars" so freight was not so much an issue. If they have to crate it, crating can be as much as freight. This one has a harness bar added for Hans usage.

I have never had anyone in the Focus community admit it, but I do think the the aluminum crank underdrive pulleys a lot of them use make the potential for oil pump disaster much worse. Inline fours have some harmonics that no matter how well the engines are balanced, you can't tune out. I have read the crank can flex a degree or two every time a cylinder fires. The stock crank damper or harmonic balancer absorbs some of this...it has a certain amount of mass and a rubber isolator between inner and outer sections. On Zetecs (and Miata engines) the oil pump surrounds and drives directly off the crankshaft nose, so it is where a lot of these hammer blow type forces wind up....although it goes throughout the engine. Bottom line is if I was building an 8000 Zetec rpm engine from scratch, I'd probably use the billet gears if it was going to spend much time at close to those speeds....but in any case I would not be tempted to install the aluminum pulley on a wet sump engine......dry sump you normally use an external oil pump so vibration is not so much an issue. I would imagine the power on the Supersport engines drops off past 7500, especially with a stock muffler, so no reason to run past that anyway. Dyno will tell the real tale.

Its pretty easy to install the gears if you have the oil pump in your hand. Not so easy to get the oil pump in your hand. I wouldn't worry about doing it unless you doing something else where you have the engine out. Where you have the rev limiter set now is plenty safe. I don't know who built these Supersport engines....there might have been an alternate solution installed when they were put together.

Hoefi is correct....the stock Zetec oil pump gears are made out of powdered metal and can shatter. My experience with Miata engines this usually only happened if someone used an aluminum underdrive pulley on the front of the crank instead of the stock damper....creating a resonance at high RPM that the nose of crank transferred to the oil pump gears. The billet gears are very good insurance for higher RPM Zetecs They are sold by a couple people but Central Florida Motorsports is where they all come through as far as I know. I have used a couple sets and just ordered some more...

As far as your VCT question....there are three different Zetecs used in Caterhams. Mystique/Contour Variable exhaust cam timing (commonly referred to as VCT) Focus No variable timing on either cam Focus SVT Variable intake cam timing (mostly just called SVT) VCT/SVT is easily identified with a "bump" on the plastic timing belt cover over the variable camshaft nose. All three cylinder heads and cam covers are different also. Yours should be Focus with a black plastic cam cover. No bumps. As far as tuning your car, knowledge of your ECU and software is a definite plus, but the basic principles are the same for most all ECU's....especially if you have a file that already works. If the dyno operator worked with that ECU software before than everything goes much faster. Some are more open to working with new ECU's so ask around.