Jump to content
robhume

Building my Eleven

Recommended Posts

jonjh1964

Hope it goes well over the weekend - getting to drive the Lotus Circuit at Hethel must be quite a buzz.

Share this post


Link to post
Share on other sites
robhume

Thanks Jon,

The Lotus test track is very good,  been there before over the years and it's not too far.

  • Like 2

Share this post


Link to post
Share on other sites
robhume

Would anyone know the diam of an MG Midget brake calliper piston and also what size the rear brake cylinder is.

Thank you in advance.

Share this post


Link to post
Share on other sites
jonjh1964
7 hours ago, robhume said:

Would anyone know the diam of an MG Midget brake calliper piston and also what size the rear brake cylinder is.

Thank you in advance.

1.998” or 50.7mm

https://brakeparts.co.uk/shop/Morris/Midget/74-80/MG Midget 1500/Front - Brake Calipers and Wheel Cylinders/BCA0134

 

Share this post


Link to post
Share on other sites
robhume

Jon, Thanks for that.

There were some issues over the weekend, one of which is the braking, or lack of it.

Need to do a proper master cylinder sizing job along with some other considerations

to get the braking working.

A seal on the near side rear axle has gone again plus there is a leak from the diff casing.

I changed the rear springs to 150 pounds but that was a mistake. It made the turn in very heavy

and understeered badly. The only way I can describe it was like trying to turn in a lorry without

power steering, so old springs will go back on and a slight pressure reduction in the front tyres.

Oh and more worrying was the fact that the rear wheel nuts were undoing themselves, so not

sure what is causing that.

Two and a bit weeks to Etretat, need to pull my finger out.

Share this post


Link to post
Share on other sites
robhume

Hethel

Eleven at Hethel.PNG

  • Like 4

Share this post


Link to post
Share on other sites
robhume

Whilst working through the items to be repaired/changed after the visit to Hethel, I decided to do a front brake upgrade.

I finally settled on the KAD 4 pot callipers for the MG Midget with some Mintex 1144 pads.

These particular callipers are a straight bolt on replacement for the Midget ones and represent a 4kg weight saving.

The gold anodised finish is what was available, a bit too bling for me but they do the job well, so no matter.

 

DSC_0367.JPG

  • Like 5

Share this post


Link to post
Share on other sites
Mark S

I have used these on my build-they seem to be very effective, with a substantial weight saving.

  • Like 1

Share this post


Link to post
Share on other sites
robhume

The next stage of my Eleven build is to swap the engine for a crossflow which will fit under the bonnet and I can lose the bulge.

I have bought Mr T's 1700cc engine and will run it with the Weber carbs and a camshaft upgrade plus ignition management.

So my winter is taken care of and can't wait to hear the sound of those Webers at full chat.

 

 

crossflow.PNG

  • Like 8

Share this post


Link to post
Share on other sites
robhume

The Zetec engine has been removed and has left a space than needs to be filled with the Crossflow.

The clutch has been changed to suit the 23 spline gearbox output shaft and hydraulic clutch bearing, so should

be  a straightforward job to lower the engine, mate to the gearbox and position at a suitable height, to allow

the fabrication of new mountings and also to clear the front clip, well that's the theory. 

DSC_0381.JPG

DSC_0382.JPG

  • Like 1

Share this post


Link to post
Share on other sites
stephenh

I have used 300 lbs./in. front springs and 175 lbs./in. rear springs which seem to be reasonably balanced with a front anti-roll bar set fairly soft. Then again, I haven't used the car in competition, although I have done a couple of trackdays, and haven't noticed any heavy steering or excessive understeer problems at trackday speeds.

One thing I have noticed on track is that when you hit the brakes hard from speed, there is an initial disconcerting slight movement sideways of the rear of the body/chassis. I am convinced that this is because of the geometry of the panhard rod, which is nowhere near parallel with the back axle (which in an ideal world it ought to be) so that as the back of the chassis lifts, and front dips, on initial bite of the brakes, the panhard rod moves the body/chassis sideways. It feels as if you are about to loose the back end, although it only momentary, so you don't. It is just a bit disconcerting.

Share this post


Link to post
Share on other sites
Morris
On 13/09/2018 at 08:11, robhume said:

The next stage of my Eleven build is to swap the engine for a crossflow which will fit under the bonnet and I can lose the bulge.

I have bought Mr T's 1700cc engine and will run it with the Weber carbs and a camshaft upgrade plus ignition management.

So my winter is taken care of and can't wait to hear the sound of those Webers at full chat.

 

 

crossflow.PNG

Is your crossflow dry sumped though to enable it to fit under the unmodified bonnet without it scraping on the ground? 

Share this post


Link to post
Share on other sites
robhume

At present the engine has a modified steel shallow sump but I do have a dry sump pan also.

The plan is to mate the engine to the gearbox and see what height the engine sits at with the shallow sump

and if necessary change the sump to the dry sump pan to allow clearance for the bonnet and ground.

Once the final position is established, I can then make new engine mounts.

Hopefully the crossflow will be positioned this weekend.

Hope that helps

 

Share this post


Link to post
Share on other sites
Morris

Thank you. I'll be following with great interest. I'll be starting off with the A-series until the IVA but doing background research on alternatives for post IVA. 

Share this post


Link to post
Share on other sites
MK11

I did look around for alternatives to the A series but there are very few engines that will fit under the low bonnet and give at least some ground clearance.

I tried putting a supercharger on the engine for a while, it did increase the torque across the rev range but I had heat management issues and took it off again since the gains weren't significant enough to offset the pain.

In the end I found that my engine modified to around 100bhp (measured on NMS rolling road) was adequate for mainly road use and handling days on track.  The brakes were somewhat lacking and had I kept the car then I would have fitted the KAD callipers on the front.

I found the lack of power suited the lack of grip perfectly and the car balance suited me to the ground.  I could dive into a corner and steer the rear with the throttle, go in a bit faster and I could old school 4 wheel drift.  The most important thing was momentum conservation, scrub off the least speed possible as acceleration was limited.

Share this post


Link to post
Share on other sites

Join the conversation

You can post now and register later. If you have an account, sign in now to post with your account.

Guest
Reply to this topic...

×   Pasted as rich text.   Restore formatting

  Only 75 emoji are allowed.

×   Your link has been automatically embedded.   Display as a link instead

×   Your previous content has been restored.   Clear editor

×   You cannot paste images directly. Upload or insert images from URL.


×
×
  • Create New...

Important Information

Please review our Terms of Use, Guidelines and Privacy Policy. We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.