eric

It is the ring gear . 3 welded 1 cm every 120° . Agree with you for the balance but my mecanic doesn't want ....

The crown which around the flywheel was not welded ... so it moved . It can make a disaster . But in my case, no damage, just obliged to go out the engine . Now it is welded . Perfect tool, but far more complicated for me, I am afraid . Only for EU3 , not for EU2 I think .Great Job however .

Which tool ?

The crown went , fortunately without damage . It need to be welded but also to be balanced with the new AP clutch. New billet flywheel seems to be too light for a road use ( 3.2 to 4 kg ) but between 4 kg and 7 kg of the O/E flywheel , there is may be a better choice ? Who knows ?

I use an Aldon ignitor for 15 years with a DLB 105 Lucas Sport Coil : perfect for me. Before I had points .

I use Motul 300V 15 w 50 Fully Synthetic . Nice oil . I will not change after some 10w40 Semi Synthetic . The Motul is much better . I have done a lot of miles, more than 100 000

you can find vdo with white pointer, only in the second hand market . That is difficult . Clock and voltmeter in white, never seen that but you can try to paint the pointer .

I use red line heavy shock proof ( red ) in the gear box and the de dion rear axle . Perfect for me in a 1989 Sprint Caterham .With other GL4 oil I tested some problems , with this one it is fine as the Original Ford Oil that is no longer available . The red line product is not corrosive withe bronze parts of the gear box .

I have a book with old race Ferraris, some have 12:1 CR and some with 9.5:1 CR .... Why not all with 12 if it is always better ? 375 F1 CR 11 12 Cylinders 4 493 cc 350 HP at 7000 625 F1 CR 12 4 Cylinders 2498 CC 240 HP at 7000 156 F1 CR 9.8 6 Cylinders 1481 CC 190 HP at 9400 250 GTO CR 9.2 12 Cylinders 2953 CC 270 HP at 7500 rev/mn 250 LM CR 9.7 12 Cylinders 2953 cc 300 HP at 7500 rev/mn 158 F1 CR 9.8 1489 cc 210 HP at 11 000 revs/mn 312P CR 11.5 2991 cc 450 HP at 10 800 revs / mn 512S CR 11.8 4994 cc 610 HP at 9000 revs/mn

OK for modern engine, however a Caterham with a Duratec is hot in summer and CSR 260 is known as fragile . We speak of a Kent engine, something designed in 1967 No sure CR 12 : 1 is good if you not have everything in steel . New MX5 engine is something like 13:1 Better torque and fuel efficiency .... but with special cams to manage a such CR Because I read that there is a way to low the CR playing with the duration of the cam . With an old engine , it is more complicated

Because too much stress on the engine and the temperature of running will be too high in a Caterham . Good in winter but not in goo weather .

When you look to forged piston in the burton power catalog, the compression ratio is 12: 1 which is too much for a road engine . To low the CR you have to machine the piston . A good road engine is max 10.5 CR , that means some work on the piston . Work that many engine builders are not happy to do . With standard piston, the Compression ratio is from 9.4 to 9.9 if the engine block is machined . So for a road engine : the better choice is perhaps a standard piston if you have not a skilled engine builder with you ? For 1700 and above, you have not the choice . I have tested a 1720 in my Caterham with forged piston, the temperature was too high, impossible to use the car in summer . However, this engine was made by a bad engine builder and after 3000 km, it failed ( lubrication problem ) . So I changed it for a 1600 with Nural piston that are standard ( CR ratio 9.4 ) and all is fine since . My experience with forged piston and a road car was not good . Good engine builder are not so numerous . Many are retired ...

strange like they modified the tires . Not stiff . I do 6000 miles per year ......

I had the A539 Yoko a long time ago . They had to be replaced after 4 years . The Nankang is better, comfortable , not stiff , more sporty . It is a real tyre for a Seven if if I think the XL will made it bad . When they are on the car, they are simply fabulous . My other friends with this tyre are happy too . Strange but I think they will stay on the car . I did 100 000 miles with my Sprint Caterham .

I am surprised by Nankang NS2R very good for dry and wet condition, good comfort too and not noisy or tramlining .

The Nankang NS2R is good on the dry as all tyres but also in the wet . I use them at Paul Ricard Circuit under rain and I was truly surprised . They are now on the car for everyday and they are difficult to change . My other set is Falken 914, 2 years old and no more good on the track . Anyway they are out of production now . My dimension is 185/60/13 but the Nankang exists in 185/60/14 . May be a set in 13" will give you a better car for sprinting .... You will have another choice Avon ZZS or ZZR for dry track . My 7 is a 1989 1600 Sprint engine 110 HP . ( upgraded front suspension no trunnions and new De Dion Tube specs ). Due to age, gentle driving .

In France the 95 is a 10% alcohol when the Super 98 is only 5% . I am not sure this alcohol is good for a crossflow. I personally runs with Total Excellium 98

another vote for Nankang NS2R

I did with Caterham and James Whiting after a trunnion failure at Paul Ricard Circuit . Big front anti roll bar, Leda Spring and Dampers More safer I think you could order them to Caterham if not see with James and Bruce at Arch Motors

Hello I use Nankang NS2R Very Good in dry and wet . Avalaible in 13" and 14" . I have them 185/60/13

Hello I use Nankang NS2R Very Good in dry and wet . Avalaible in 13" and 14" . I have them 185/60/13

The car is safe, no under steer, always in control even in the wet weather . 2 sets of Tires Falken 914 185 / 60 /13 Smooth comfort, good grip and new Nankang NS2R 185 / 60 / 13 Good grip in the dry and wet, good tire for all round . A little less comfort but lot better in trackdays . Anyway Falken are out of production now . The Nankang will stay on the car, I presume .... The tyre choice are becoming rare for the road in 13" : zzs, cr500 ( lower ), NS 2R ....

My 1989 1600 sprint, narrow front, has an uprated suspension with no more trunions, Leda dampers and spring . The Caterham kit is 250 Spring front and 170 Spring for the rear . ( with Bilstein dampers ) The Leda system come with 300 lbs front and 170 lbs rear and I have that, working fine with a big front anti roll bar, if it can help . .

the new ones with the big headrests I will contact Bruce , good advise , thanks

I saw in a catalogue that the seats change from 1990 .... so the question for 1989 chassis is still alive .