eric

Hello

On a LHD Caterham do you think, we need to remove the engine and the gearbox to change the receiver

Thanks for your help

Sorry to tell you that, but the trunnions are somewhere dangerous especially if you use sticky tyre or wheels bigger than 13".

I know I broke one and it was full of EP 90 oil as requested.

As it is in the 485 R Caterham

Who knows them ?

Many thanks

Hello Ian

I have one for sale, see the "For Sale "

Not all steel but new items in it, Arp bolt for con rods and flywheel.

I will be happy to talk to you even if you need only some informations

4 years ago, the price of a xflow was around 9500 £ from the 2 well known FF engine specialists. Some of my friends bought their engine from them.

Without the aluminum head, 711 block …. now more expensive I think but not sure.

The price includes the delivery and I can work on offers

Thanks for your help. This is true that the classic cars like Kent engined Caterham are very cheap in UK compare with their price in France. The low price of the car kills the price of their components. However in new condition the Ax block, the O/E con rods and the crankshaft are very difficult to source .

If I sale this engine, I am not sure I could find another one …

The motorist who built this one will be certainly retired .

He built the Hart engine of the last French Classic Hill Climb races Champion.

and the xflow of the most of Historic Formula Ford winners….

New sleeved 1600 Ax Block, ali head with stage 3 inox valves, kent 234 cam, new nural pistons, new conrods, new hardened crankshaft,new double chain vernier pulley, new mechanical fuel pump and high pressure high flow oil pump. New caterham crankcase.

New 5.8 kg steel flywheel, and Catherham sachs clutch mechanism and plate.

All balanced and built by a experienced professional race motorist.

Delivery included in a wooden box on engine stands

price 13 800 euro ono

My allow head have not as Olivier said, a hole for the coolant coming through the inlet manifold. Can I drill one ?

Do you think we can drill out 2 holes in the head

Many thanks

Eric

Hello

I have an alloy head on a spare engine

Can I connect the water pipe from the water pump to the intake manifold as I did on the standard engine ?

Thanks very much for your answer

you never speak about the kind of head you will use : stage 1, 2 , 3 or full race

This means that the head is not so important ?

quite normal

my 1600 sprint runs 3.1 bar at normal temperature and over 3000 revs

OIl is Motul 300v 15W50 synthetic

the ax block is now sleeved in 1600 with Nural Piston

the stage 2 alloy head and a 234 cam

We found a problem on the oil pick-up pipe, not enough clearance and a weak lubrication. This can be the cause of all the problems.

Thank you very much Roger for your very interesting explanations.

Thanks also to Olivier, Chris and John.

So I will keep the original valve gear.

My 1720 Ax is now sleeved in 1600

1600 Nural piston bought

New std conrods

New std crankshaft

Steel flywheel

Double chain vernier

Stage 2 Ali head with stainless valves

234 Kent cam

An roller rocker assembly with a std lift could it be a good idea ?

Many thanks

I would chose the sigma as it is up to date. Why choose a 20 year model when you can have a recent one.

All the seven are different... and all have their own charm.

Mine is a 1989 sprint engine .... and if I should buy a modern one, I will keep the old one anyway ...

Hello Roger

Thanks for the reply, may I understand that for high revs it is safer to stick with lower lift cam, the old style A profile cam than the more modern kent 234

today with a 1600 , twin 40 webers, std pistons, CR 9.4 : 1, std con road , std crankshaft,

O/E flywheel 5.9 kg, a stage 2 Burton Head , A2 cam, the engine goes very easily to 7000 revs . Engine professionally built by a race engine motorist

But in fact, the 1600 are scarce, the most of the engine are 1700 cc nowadays ...