MikeMolloy
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Everything posted by MikeMolloy
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Tillet seat shoulder strap aperture rubber insert thingies.
MikeMolloy replied to Cannonball Bob's topic in TechTalk
I used a type of contact superglue for a similar job. (Same problem getting the SVA strip to stick to the edges of the front cycle wings...) You rub both surfaces with the activator (like a felt tip pen) and then apply glue to one side only. Let it go tacky and then join the two surfaces. It sticks within about 30s. The only thing I have found that bonds silicone rubber successfully. -
YHPM!
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Windows vista. IE9 I think. Whatever tha latest one is.
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The standard yellow background gives me eye strain, so I always ahve it set to "in the office". However, if I click a link to another BC thread it reverts to yellow and I can't (easily) get rid. I have to sift through loads of cookies looking for the one to delete... Very annoying! Is there some way of preventing this?
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465kg for the car (with 12 or 15 litres gas, but only a foam driver's seat), 100kg for me plus kit. The Bird has the full De-Dion rear end, so it is a shedload heavier than the Fireblade LA. What does a Hayabusa car weigh?
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Richard - what power & weight is your car? Looking at the Honda spec sheets, they claimed 164bhp for the original Blackbird but then revised it downwards to 152bhp a couple of years later. I'd say that probably isn't far from the truth in my case. (Also car + driver total weight about 565kg with some gas.) Somehow I seem to have gained email notification of this thread (I think by quoting someone else). How do I turn it off???
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Robmar - sorry, I thought you were saying you had a stock 170bhp Busa. I guess your built motor puts you firmly in the "unlimited" class. Anyone running a stock 170bhp to compare better with class 4?
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93mph was consistently achieved on 4 different runs, at 2 different events. It isn't that hard to exit Fradley and keep pulling gears... (I may be crap but even I can do that!) Down on power? Maybe, but my assertion is that Blackbirds aren't that "up" on power at the best of times. The 170bhp/140mph that Caterham quoted in their brochure is total bullshot!
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A Hayabusa with only 170bhp? Isn't that a bit low? Have you had it on a rolling road? I'd be interested to know what sort of peak power you got at the wheels. (For reference, the plot I have seen for an injected Blackbird was 132whp.) But hey, you are actually a far better "worked example" than me. Sub 190 bhp power should plonk you in class 4 (according to my, perhaps flawed, logic). What is your Curb speed trap figure, and how do your ETs compare with the top Class 4 runners at various locations? Would you feel like you were taking sweets from a baby in class 4 or are you happy in class 6 potentially mixing it with 100bhp-more-powerful motors? Genuine questions BTW - no niggle intended.
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I seem to be going round in circles here.... One last time: Your championship regs state a reference max. power of 160bhp for Class 3, and 190bhp for Class 4. Jump to Class 6 and you have BECs of over 1049cc and cars over 263bhp. That puts a humble Blackbird (1137cc, Class 3 speed trap bracket according to Mr Caterbram's stats) up against built Hayabusas (220bhp?) and monster Duratecs sprouting superchargers from every orifice. In what universe is that fair? (In fact it's all academic in my case, as the MSA put the spanner in my competitive works ages ago.)
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I am implying that you don't seem to be able to see the obvious inequity in putting a car with c.160bhp in a class with cars of > 263bhp!
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OK lads, stick your heads back in the sand then. Don't want to upset the status quo, eh?
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So, you guys concede my original point, right?
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Mmmm. The speed trap numbers are very useful stats. Speed is pretty much related to power/weight/tyres rather than overall driver skill. I looked up some old results, and I was consistently going through the trap at 93mph (dry conditions, old CR500s). According to your figures that would put me in class 3, which was pretty much my original point!
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That's kinda my point. The rules don't seem to be classifying apples with apples. Surely driver ability is irrelevant, and the classes should be based purely on machinery (factors like bhp, tyres, weight). Once the machines are on a level playing field, then it's down to driver talent to see who wins the class (and who comes last - me, obviously! )
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Quote (slightly altered...) "therefore no motivation for Blackbird engined cars to turn up to each event knowing they have to compete against superior machinery." It's no fun competing in a class where you come last all the time... ☹️
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The Trickshift/Flatshifter system has an optional downshift throttle blip system. It uses a vacuum operated rod to activate the cold start enrichment lever. They claim it enables clutchless downshifts, but I'm not so sure myself... Personally I find it difficult to brake hard enough and with the required sensitivity when I am also concentrating on blipping the throttle. I invariably end up using engine braking as well - which apparently is a no-no for BEC box longevity...
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Can I ask how the organisers came up with the new Class 6 rules for BECs? Surely a Blackbird with c. 160bhp (130 at the wheels) should be in class 3/4? And a Hayabusa with 180 bhp in Class 5? How can they possibly compete against cars with > 263bhp? Can't see weight being much different. My Blackbird with heavy De-Dion back end weighs 465kg with half a tank of gas. Surely only 20kg less than a k-series superlight? Add the lardy driver and that's no difference at all?
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Anybody know where I can get some louvers pressed into an ally bonnet (not a se7en) preferably in the Birmingham/Warks area? I am guessing somewhere like a classic car restoration workshop might have the kit? Ta!
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5700? What happened to being tested at 3/4 max? 98 at 5700 is going to be a lot more at 8K5 I should think! From the MSV Cadwell notes: "All vehicles participating in track days at Cadwell Park must conform to the noise limit, on a static test, of 105 dB(A). Noise checks to establish adherence to the relevant limit will be conducted in accordance with current measuring methods as defined by the MSA. Essentially this means that the noise test shall be measured from a position 0.5m behind the exhaust at a 45 degree angle, with the engine running at ¾ maximum revs."
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My car has been gathering dust, ignored and unloved, for a couple of years now. It is set up primarily for track use (slicks, etc.) and I couldn't meet the noise limits for the events I wanted to go to (usually 98dBA static)! In the meantime I have re-built the exhause headers with copious amounts of high-temp silicone to try and stop the popping & banging, plus bought a ludicrously expensive R500 silencer to mate up with the transverse rear box. Silvestone quiet evenings here I come!
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Nick - did you buy the 'bird form a guy named Mike in North Wales? If so I have the rear part of the exhaust system! Going to have to go "2-box" to solve the TD noise issue once and for all (I hope!). Usually a BEC gets tested at 3/4 max rpm - so 8000+ for the blackbird.
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Nick - could I ask what your Blackbird gets for static noise tests? (And at what rpm?) What silencer(s) do you have fitted? Cat or not? Thanks!
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I have a Bookatrack-sourced pump and it is brilliant. No more having to hold a heavy 20l jerry can in the air while pouring fuel in. If you want better fuel accuracy, use smaller petrol containers!
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Nova do a replacement cog with 2 degrees between the dogs rather than the standard 4 degrees. Helps a bit with the "clang".
