CaterBram

As both, James and Myself have pointed out, the review process is ongoing and an outcome will be published in due course. As both myself and James have commented on here and both are on the MT it does question the stance that the MT never posts, but we do try not to enter into pointless arguments when establishing the facts and decision process has not yet been completed. What I will say is that the MT is trying to ensure that the Trackday review team takes a fair and reasonable approach to the safety standards required on Trackdays operated by the Lotus Seven Club. There are vacancies on the Management Team, and in due course additional posts will become available due to rotation. so anyone with views they can do better and is willing to put themselves forward to fullfill the requirements of the job role and be part of the management team is welcome to apply. Most on the Management Team were not in place when the original decision was taken, however as advised previously the Management Team are assessing the requirements in an open and honest manner despite what some may try to portray.

DJ, contrary to how everyone says that trackdays are safe and that car to car contact should be impossible it does happen. My first experience with Trackdays was a Snetterton in 2010. without going into the specifics, this resulted in a Caterham with an instructor onboard spinning off onto the infield and then be struck by a Honda Civic in the passenger compartment. Luckily both Driver and Instructor walked away from the incident but only due to the additional strength given by the cage fitted to the Caterham. Both cars were written off and the Caterham Chassis was Bannana shaped, resulted in a significant court case between the insurers and the Honda Civic Driver. So yes Accidents do happen, but thankfully whilst rare when they do happen there can have significant risk of injury.

LOL nothing like referencing Video Game footage ........... :-) maybe they used finite analysis to work the graphics out...... funny through even on the game his heads above the roll bar.......

The great thing with the Seven is there are as many variations as there are owners, ultimately each to there own on styling and safety on the road, but whilst perfectly legal I don't think any of us would think of taking the ROPS off a current caterham and running bareback as being acceptable and safe. It's all about perception and understanding of the risks we expose ourselves to, both on the road and on track, For competition it's easy, we have clear standards and rules to follow which can colour our perceptions, and whilst sometimes are contencious it is fairley straightforward to review and administer. However away from competition it is more unclear, with what is acceptable only being truly only identified retrospectivly in a court of law. As James has already confirmed, he and the review team are looking at the results of the Roll Bar report and the wider track day rules and will confirm if there are any changes for the 2018 trackday season. Whilst personally if on a trackday i'd use the same level of protection I use on an event, contrary to some of the statements made on this thread and others about myself and others who are competitors, we do recognize that this is not reasonable or practical for the majority of trackday participants, and i'm sure that James and the Trackday Team will strike a balance between Safety and Practicality in the Clubs role as a Track Day Operator.

Like many i'd got fed up of poor headlights, tried different types of H4 Halogens, and i'm too tight to pay the high Caterham LED Head light price. However came across good reviews and great price on an alternative from Furore Products here E Marked and Flat Beam profile. I'm on 5 3/4", only £229 a pair, just fitted but not had chance to power them up yet, but at 2400 lumens dip and 3850 Lumens on full beam, should be much better than the even the best H4 Halogen. But only time will tell.

The wiring method all depends on how you are going to use it. The couple of posts about just connecting the large red cables, are only suitable for Battery Isolation with the engine turned off. If you are intending that the switch can also be used as a kill switch then you also need to wire the N/O contact in series with the ignition switch position 2 wires ( on mine these are the two plain white cables on the ignition switch) One side of the N/C contact is linked from the alternator site of the master switch, the other side has a resistor fitted to dump the alternator voltage when the switch is operated with the engine running. Check out the guides section for a step by step guide here

Just realised I'd assumed live axle but just realised based on age I might be wrong...

On DCOE 40's the most I could squeeze out of my crate 1.8 is 142BHP, just swapped to DCOE 45 and could have got well into the 160's but tuned back to 155 BHP and 132lb/ft. A 2.0 should drop straight in but there are some differences between the old Silver Top ( which may have the aluminium top cover in various colours) and the black top which has a smooth black cam cover. main thing to consider is the extra torque / power on the back end, even at 138 I managed to twist both rear half shafts, twice.... before going down the Rakeway conversion which has not given a moments trouble.

Me & Mat will be there on Friday evening.

If it is the half shafts the for a short term fix, then you can consider shimming or tack welding, however as Nigel B says, for long term fix then the Rakeway conversion is ideal. Well engineered and reasonably straight forward to install. I tried several "fix's" before the rakeway and had little success.... even ended up swapping the standard half shafts twice as they were bent !!!! had the rakeway in for a number of years, no leaks, no knocks, no problems....

Cheer's Andrew, replied.

In fact Andy / Mat , I'll take it..... Does Collection on the way down to Goodwood next friday work for you ?

At the moment, cast is back on for another 4 weeks while the bone graft takes, then once the pots off there is a Physio programme to be followed.

So 2 weeks on, Cast off to check if the wounds, healnig, all looking good. Only 4 weeks to go before the xray to see if the bone is actually growing.

Mat asked for Carbon Fibre, but the NHS doesn't stretch to that...

Well they always say things come in three's, first the trust tyre pump gives up the ghost after 6 years, then the inspection cover comes of the Carb's somewhere around Hethel (Thanks to everyone who helped manufacture a fix before the 2nd timed run), then this morning on the way back the exhaust heatshield on the Bongo failed, and cooked the flooring and the spare toilet rolls to an extent they burst into flames, so ended up pulling over with smoke billowing out of the Bongo. Limped home in 15 mile steps flooding with water to try and keep for reigniting.... So looks like exhaust off and flooring to repair before Curborough.

If you want to borrow a pair to use as templates , i've got a pair and can't be too far from aswe are both in South Yorks

I used the 3/4" From the box.... part number GWC1208z post/rear ford Anglia thames,escort,cortina,spit 1-3,gt6, toledo

I've spoken to several competitors over the last season about standing for the comp sec role i can confirm that whilst i have registered my interest, should it be decided to be better to appoint somebody else I will continue supporting the championship in my comp scorer role.

If the Westies at Curborough are representative of the championship then they were already closer to modified production than to roadgoing Whereas personally I feel we are more Road going championship than a modified production championship Whilst I can understand the desire in the higher classes to go to 1C and modified production I would be strongly against following the Westies route and going down the modified production route for all classes

Big picture re class 2 & 3 highest percentage of competitors who have chosen to compete in either 2 or 3 so do we force all 2/3 onto list 1a and alientate a good percentage or force class 2 onto 1b and likewise alienate a good percentage of class 2 , both classes are competive within themselves and are quite different in technique. We don't know what developments or changes will happen down the road. Leave 2&3 alone and concentrate on sorting the higher classes

The book calls for 0.9 litre as standard, I normally fill to 1.8, any more and the seals tends to fail. The overfill is mainly for track work to compensate for the corner forces pushing the oil into the end of the axle and starving the Diff. Baffling and overfill all help

Brams booked & paid

Great news, see you saturday evening

undo and remove the 4 bolts which hold the back plate and oil routing plate to the axle flange. you will probably find if you brake the seal behind the back plate that the shaft should tap outwards, it would be unusual to find tight bearings, normally on the ital they are toooooo loose. once both half shafts are out the diff unbolts and removes. have you gone for the rakeway conversion with the disc brake conversion ? if you have it comes with new oil seals if not then make sure you replace the shaft oil seals.