Really struggle to post pictures on RTOC? Constantly get errors whether it be choosing the picture icon and uploading from phone or entering an IMG from somewhere like Photobucket, what am I doing wrong ?
I'd like to show Russell the manifolds that Fusion Fab have made for me.
Hi mark it was your car that I seen the new manifolds and they look great. Looking forward to see the difference between the new parts and the old mt inlet.
francob80 liked this post
They maybe just too large a file size. I find you have to use a photo editor to reduce them down to around 2K x1K pixels.Originally Posted by francob80
Ian
Thanks for the advice I did go back and look again at the links you kindly posted on the EFI thread so dont feel that I havent taken any notice of your input.
That needs fixing.
Feels like I'm using a site from the dial up era. 😂
If from a phone set it to take pics at the lowest quality.
Oosh
So, for a android, click the picture in the menu, from computer choose file or take pic. Hit attach. The from computer bit you just select the image from your phone's folder.
Which is your bowl Matt?
We agree. And Mick had a good go at fixing it, even hired a vB specialist programmer as well, but it's hard coded into vBulletin and can't be changed.
It a similar issue with the avatar photos. If you move your cursor to one, it shows a large pop up version. I specified that and Mick got the programmer to do it. Alas, vB won't allow a higher resolution photo there either, so it's blurred.
This weekend is the climax to the season and Doris is still in bits. The last parcel of parts from Prima Racing arrived today, so its going to be tight to be ready in time. I wont be able to get her mapped so it will be a “running in” mode if it happens (for the second year in a row)
Watch this space.
The final weekend was upon me and the replacement parts for Doris was one collet short of a full set. Prima sent them recorded delivery, but to my home address. With both of us at work and the package requiring a signature they were retained by the post office.
So I had to ring and scratch from the event. I did consider a requesting a double drive and one of my club mates was down to drive a standard Ford Focus with no one else in his class. Unfortunately when I rang the club for his contact details I was told that the entry list was inaccurate and he was sharing another car.
That was it I was out....then quite out of the blue the entry sec text me that Keith Minshull had offered me a drive in his mega 306.
Driving other peoples cars hasn't gone well for me in the past and I could not afford to wreck another race engine, however on the other hand I was well short of a full set of events and Trac Mon is a special place and its a long off season. With significant trepidation I accepted the offer. The only problem was my race licence was in Doris locked in the garage. Andy kindly retrieved it for me and the WE was back on!
I took some of my usual tackle which was just as well for at 6.00 am in the dark a ran over something hard on the M56. All seemed well for 2 miles but then the near side rear tyre deflated. I had to change over to the space saver and with that and a trip to the next services to check the pressures, I arrived just after 8.00am rather hot and bothered.
Sitting in Keiths car I needed a pillow to fully depress the clutch. First impressions were dominated by the brakes. If you went near the pedal it was like the car had hit a brick wall! He has Carbon Loraine pads and I want some. Then the diff its a gripper like mine but its very aggressive, which I suspect is down to the gear oil he is using.
So propped up in a strange car on a wet track I set off in first practice and the car felt really solid. It pulled in all gears 3rd was a low gear and the brakes coupled with ABS were nothing short of a revelation. The only issue was it was rather American and didn't really want to turn right.....
Trevhib liked this post
Ha. Brilliant!did it end up in a ditch............
Thank fully not. Matt.
My first practice was a 81.64 v Keiths 70.86 so rather conservative. I then improved each run getting down to a 66.63 on my 3rd timed run and I stopped there. Keith won with a new record of 63.83. I was 4th.
The next day was dry from the outset and I set myself the task of pushing the cars handling. In a front wheel drive car you want to get the back moving around a bit. I thought I should at least get a little slide on corner entry.
At Trac Mon International circuit there are some fantastic corners and the 3rd gear left hander off the pit straight is one of my favourites. It tightens on the exit and it has plenty of run off.
That was where I would lean on the car.
Well first I had a rather scary incident in the second practice. Pushing on a bit and enjoying the luxury of the anti lock brakes. I hammered down the long curving “straight” up the hill into the heavy braking for the blind tight left of Rocket. I stood on the brakes but rather than the comforting vibration under my foot of the ABS doing its thing I got a cloud of tyre smoke and the rear trying to get to the apex first. No anti lock brakes I shouted for the benefit of the dash cam (and the coroner) I lifted braked again recovered the car and made it around the corner. The next right induced understeer, prob from the overheated tyres and I had a similar issue at the final hairpin but this time I half expected it and had braked early.
“Your ABS isn’t working Keith it nearly killed me” Keith had a look. “That because you’ve turned it off with your knee when you got in” He had a override switch on the dash just to the right and below the ignition. The in car will prob look pathetic but Ill post it if I can.
Any way 1st timed run. I come off the start into the tricky off camber left onto the pit straight in second accelerate up to 3rd and I’m flying at my designated make the rear slide corner. The entry is uphill and blind but I just dab the brakes and throw the car at it. Nothing no hint of a protest, its like the car is saying is that the best you can do? OK lets see how you cope with full throttle I think. Ive not reached the apex but I mash the gas and she just takes it and me to a perfect exit kissing the rumble strip. Not really in the seat on my pillow, I’m hanging on to the steering wheel for dear life against the G force. What a car.
I stop the clock at 107.85 which is just behind Keith’s brother in law Paul. Now Keith is up to win the Liverpool championship and takes his score off who comes second so I needed to be a bit canny on my second run. In the event I messed a gear change and hit a higher gear so was well slower.
I stopped there Keith went on to win with a 106.25 and Paul was second with 107.63 and I was 3rd piping Dom Wilson in his Clio on a 107.93.
So a great WE (and season) salvaged due to the huge generosity and faith of Keith Minshull. I know my car handles like a barge in comparison and I have more work to do on the brakes.
What a year I think its been the best ever. I started not knowing if Doris would even run let alone compete. She did that and even took a stunning class win only for the engine to fail. I had all the fuel issues to sort, which taught me more about the standard system and the great work by Atlas fabrications to weld my fuel tank in time for Harewood. Talk about high and lows.
Ace. I never get bored of these write-ups
Matt Cole liked this post
Actually is one of the write ups i look forward to reading on RTOC
Thanks lads
Looks like I have come 7th in the Longton and District Championship not sure about the Liverpool Motor Club Championship
PS Doris was started this afternoon. The first revs on a rebuilt engine, the promise of more power and torque and the probable reality of much the same, if not worse.
This is a link to an in car video of James Kerr setting the present 1B class record over 4 seconds quicker than I went on Sunday
https://youtu.be/JaMDQXfzvBM
I spoke to Tony Hart at Prima Racing about my relatively weak handling and on his race 5 the front spring rates are double mine. He is sending me some details of torsion bars he supplies with costs.
The off season development program starts now!
I had 250 lb / inch springs on my 5GTT on the road.
With standard Koni turned up to their firmest rebound resistance.
Reduced the understeer quite a bit, especially on tight corners and roundabouts. And increased the turn in bite.
A couple of people have / had 300 lb/in with re-valved Koni.
What sort of spring rates does he recommend Russel?
600 lb/"
He can supply replacement torsion bars.
Having driven the 306 I need to spend some serious money. Power is nothing without control
Woznaldo liked this post
Last edited by RussellT; 20-10-2017 at 11:18.
Can someone tell me what is the spring rate of an oem spring?
600lbI dread to think what they'd be like to use on a road car. This is an area I want to improve upon. I have Koni Sports shocks and Apex -50mm springs. I'd like to invest in coilover so I can start experimenting with spring rates.
I need to know this too as a benchmark
Russel, you will have to keep us updated with suspension mods, as im looking into all of this now. Nearly hitting the button on a set of Gaz and 350lb springs. This is for road use and heavier engine/gearbox.
The 306 had 450 lb/“ front springs . You must have to stiffen the rear torsion bars to keep the car neutral. There are so many “experts” out there finding a real one isn’t easy.
Just think about it. If you have very hard front springs and soft rears what will happen?
As the mass is transferred sideways when turning into the entry to a corner, the outer rear spring compresses, the outer front doesn't, and the car squats more at the rear and picks up the inside front wheel.
My personal experience is that the rear seems to, maybe does, move out a bit, then after the diagonal roll sets in, the front loses grip and slides out too catching up with the rear. The rear then goes a bit more, then the front a bit more. That's how the 5GTT was when I got it.
That was eventually put right by very very hard, but working, rear shocks from Bilstein from a tarmac rally car. Shame I wasn't not able to get the fronts as well. The 5GTT circuit racer binned them for Leda (Gaz), but regretted it. Those rear shock completely stopped the rear lolling over and so the whole car gripped. But they also would yield well over bumps at 70mph so didn't do the bad jolt through the spine, and punt the rear of the car off the road, that the cars dropped onto their rear bump stops do.
With those shocks on, when really pushed into a corner so it was was sliding a bit, the rear would come out after the apex and slow the exit a bit. I think my car needed either even harder front springs or the rear lowered as it may have been picking up a rear wheel a bit by that part of the corner and losing some rear grip. Or both.
When I fitted them, the shocks lifted the rear of the car and the shocks stayed at their maximum extension. The car would rock on two wheels if I parked with any of the four over a dip in the road surface or gutter. I was told that the way was to wind down the rear torsion bars and then use a jack to press them open enough to fit the shock on. That then would lower the rear and allow a rear wheel to drop into a hollow or to drop when cornering and give more grip.
That is about the weight over each front wheel.
Would you need 300lb/" rear springs to go with them?
Are they supplying custom made torsion bars?
I think it might be about 120 pounds per inch. I seem to recall that, a long time ago, I measured one.
I first changed to 180 lb/" and they were a lot harder and a lot better. Then 250lb/" for a similar order of improvement, but a harder ride.
I drove a 5GTT with 300lb/" and it was a bit bouncy. I think it's shocks had not been re-valved. And by then, in a light weight car, the moving mass is squashing the springs less and you're getting more bouncing on the undamped pneumatics of the tyres.
Matt Cole liked this post
I won't hijack Russels thread but good info for the C1J in place. I would imagine Russel could go for 400lbs and a van torsion bar. Lower it also.
Looks like I have come 7th in the Longton and District Motor Club Northern Speed Championship (I was one event down from a full set of counting events) and 4th in the Liverpool Motor Club Speed Championship (although only 8 completed a full set of counting events) Im down as the class 1B winner.
Keith won the LMCSC Sprint series where just 6 events count. The last 2 events at Angelsey were dropped scores as he had already done his 6 events.
My brake bias valve with various connectors has arrived so the winter preparation for Speed Season 2018 starts now.
Keith gave me a USB with the data from his dash cam and this is what I've come up with
https://www.youtube.com/watch?v=UYT4cWX_lnQ
https://www.youtube.com/watch?v=J3pgq0WpIFk
Tomorrow Im back at EFI Runcorn to check out the rebuilt engine. I will let you know how that goes as the start of Speed Season 2018
Sorry didn’t get there. Overfueling on cold start below 8 deg
Thats a shame!
I finaly made it to EFI Parts. Chris verdict on the new head is that he found it flowed well but the car needed a lot more advance to make the same power. He felt it wasn’t as high a compression ratio as the old one. Chris favours high compression and less ignition advance. The new engine did have a usefully quiicker spool up and better mid range, also he had to put a lot more fuel in at the top end and as he says fuel in means your flowing more air. That’s good and would suggest the new turbo elbow from Fusion has been a worthwhile addition but having said that why was the top power figure almost exactly the same?. Ill scan the plots and post them.
Next on the shopping list are a set of 1b tyres. Tony Hart pointed me in the direction of a wee wise man of tyres who has a unit just into Blackpool. An old speed eventer himself he knows some of the old hands around when I started.
2018 engine in black 2017 engine in red
More fuel.... same power I can't help feeling that I am missing something
Did you look further into the power level Russel?
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