Richard Price

'Not sure of the date dedion tubes changed, but i replaced a DD tube where the replacement was around 8mm wider than the original. 'pretty sure the driveshafts easily tolerate the extra width.

Maybe one of you should arrange a day? If you do, if I can fit it around my grandchild minding duties, I'd also like to join you.

No. Most bike engine/'box assemblies have a primary reduction. 'Busa has a 1.596:1 primary reduction, so, even with a 3.14:1 diff, top speed is still limited...

I stand corrected... I'd guess that Keith must have obtained the sticker comparatively recently, and stuck it on the petty strut. My original (2002) FIA bar certainly had the sticker on the roll bar itself, which was destroyed when I had the bar plastic coated. I think scrutineers checking certification stickers must have started after I swapped to a full cage (2011)

The certification sticker for te single diagonal "FIA" roll over bar is normally on one of the rearward stays rather than on the petty strut. I believe Arch motors will issue a replacement sticker if requested. Yes. I've been aware of scrutineers checking certification stickers at a few events.

Sandy, Look here:- https://www.albertjagger.co.uk/our-products/handles-locks-latches/t-handles/010-0600-series-flush-mounted-pop-up-t-handle-left-hand or https://www.albertjagger.co.uk/our-products/handles-locks-latches/t-handles/010-0600-series-flush-mounted-pop-up-t-handle-right-hand

Tim, The front vented discs are a bespoke Caterham part. Fortunately, the rear discs are a Triumph Herald/Spitfire part, and used on many classics such as Lotus, TVR, Marcos etc, so should be available more locally.

gustosomerset, I'm pretty sure your valve is plumbed into the FRONT brakes. Look at where the pipe goes to!

Or, dual master cylinders with a bias bar. I'd agree, when I originally modified my car to accommodate dual master cylinders with a bias bar, I was looking to improve rear braking. Since doing this modification, I've been free to change all of the factors mentioned above, knowing that I can still optimize bias without having to experiment with different friction materials.

I would suggest that the valve would operate in the opposite direction. The screw applies a preload to a spring inside the valve. The more preload applied, the less it limits pressure.

Looking at the photo, it looks just like a JPE I did a few jobs on a few years ago, with a limiting valve plumbed into the front brake line, as can be seen in the photo, where the valve is fixed on the back edge of the pedalbox. I really dislike any of these valves. They're a bodge to try and improve front to rear bias. They're normally plumbed in the rear brakes, but, like this car, some times in the front. Ideally, the rear brakes will lock up just after the fronts, but, what works on one car will not necessarily work on another car.... Wheel and tyre size and type, weight distribution, camber angle, all have an effect on each axles stopping power. Adding to that, different friction materials with different temperature to coefficient of friction characteristics, further complicate issues. Particularly where large ventilated discs are used on the front (that have to work less hard, and easily loose whatever heat is generated due to the discs being ventilated, and out in the fresh air), and standard solid rears are used (that have to work hard if front/rear bias is optimized, and, the solid discs build heat quite rapidly, but retain that heat longer due to being enclosed).

Eriedor, It looks like you have powerflex bushes rather than the standard metalasic bushes? If so, the washers are Powerflex parts, and required in addition to the normal 1/2" spacer washers.

How much static clearance do you have between the caliper and radius arm? How worn are your brake pads? As the pads wear, the calipers move closer to the radius arms. Are you running standard 1.5° dedion ears (the race 2° ears move the caliper closer to the radius arms).

'Still looking :-)

David, you have Triumph Spitfire front and Ford Sierra rear.

'Still looking for a VVC blanking kit, and maybe cam or cams to suit.

Hi Paul, You should have a couple blatmail messages.

As the title. Has anyone got any of the parts required to convert a VVC head to solid cams? what have you got?

JP, can't you grip the heads of the bolts enough with a pair of Mole grips to be able to unscrew the nuts underneath the floor? I'd agree, whilst the seats are out, have nuts or bolts tack welded to the runners.

Posting on behalf of my son Tom:- 2001 Caterham Hayabusa 1585cc 2001 Caterham race chassis Road registered and only needs lights refitting & road going tyres. DeDion rear suspension Wide track front suspension Front suspension fully polybushed. Bilstein, 1 or 3 way Nitron dampers negotiable Kawasaki Green Black fibreglass nosecone & wings Titanium 7 Grill SLR roll cage (supplied with Spa mirror mounts) Stack dash 22% quick steering rack 8 litre fuel tank for hillclimbing Full size fuel tank available Schroth 6 point HANS harness MB magnesium wheels 7.5” & 8.5” 4 pot front ‘Big brakes’ Custom dual master cylinder brake pedal box 3.14 Sierra diff with ZF plate LSD Davies Craig water pump Elite reverse box (not fitted), props for both arrangements included. Nova Cush drive coupling 24v starting Rapfix quick release steering wheel boss Momo steering wheel RPE gearshift paddles Engine spec: 1585cc Gen2 Hayabusa 71.5mm arrow crank Arrow rods 84mm JE pistons RLM stage 3 cams APE roller cam chain conversion RLM billet tensioner and Gen1 blade conversion. Gas flowed head including RLM CNC chamber work. Kibblewhite springs Titanium valve caps Variohm hall effect gear position sensor Welded gen2 clutch basket Billet clutch centre Billet gear shift shafts Kibblewhite stud & nut head studs Ancillaries DTA S100 ecu 50mm SBD throttle bodies (variohm hall Effect throttle pot) Extreme engines dry sump & pump Simpson exhaust 4-2-1 Nova hydraulic clutch (correctly setup & pedal box modified to ensure progressive clutch operation) Full pneumatic paddleshift fitted, controlled by DTA ecu (manual gear lever included but not fitted). Onboard compressor and carbon fibre accumulator. Launch and traction control with 4 wheel speed sensors. Wet/Dry modes with traction aggression & launch adjustable on dash. The car has been very competitive in modified specialist production and has even qualified for a midland top 12 runoff. The car could also run in roadgoing specialist production with a few alterations. We will be at Loton Park on the 24th & 25th September if anyone would like a look around the car! £25000 depending on dampers. I may consider selling the engine, ancillaries & paddleshift seperately. I also have a Brian James minno max that has a GT cover which would be available to a potential buyer. For photos, onboard video, further details 07904854654 or t.price7@hotmail.com

No. I cut up a standard Bilstein a few years ago and it was definitely monotube.

No. Bilsteins are monotube.

I'm looking for either a single or a pair of hydraulic Piper 285 cams, either to suit a standard or a VVC head. what have you got?

Andrew, You should have blatmail

I'm looking for a set of throttle bodies to suit a K series. I'd prefer Jenveys, but would also consider a set of PTP or KV6 TBs as fitted to some SLRs etc. What's any one got?