never-ending list of to-do's (12.02.07)

Ordering hub shaft set from Rexmar, Joe will then include his quick release adaptor:

I guess the steering wheel shaft diameter is crucial?

One i have the part # I can then send to Joe who will package up with the quik release adaptor. I'm going for the longest adaptor to bring the wheel a lot closer and get some decent kink into my arm position (I'm far too Moss-like in my wheel preference) whilst maintaining a good distance to the pedals.

http://shopping.rexmar.com/Merchant2/merch...teeradapt2taper

These Billet Steering Hub Adapters will fit any standard 3 bolt type steering hub, (Impy, Lecarra, Formuling, Momo, Grant, etc) to most popular steering systems. You can also bolt the old traditional 3-bolt type Covico steering wheels right to them without an additional hub. They are manufactured out of 6061-T6 aluminum and are available in ten colors plus plain polished. tandard tapered shaft adapters fit Morse, Teleflex, Hardin, Steermaster, Detroit, and others. All our late model adapters are now drilled with (12) thread holes to allow better indexing of the steering wheel to a straight position when installed. Only (3) of the (12) holes are utilized.[/i]

The Hub is a 2-piece assembly consisting of a cap and a hub back and mounting bolts. Typically these hubs fit specific types of wheels and have an internal 6-bolt pattern which mounts to the popular 3-bolt steering wheel pattern. 3 bolts are used, the other 3 are not, this allows for proper indexing of the wheel more easily. The next component is the adapter. This piece accepts the Hub above and typically fits on the shaft of a given type or brand of steering system. Adapters are available in several lengths to enable you to adjust the wheel distance from the dash. Our billet adapters as shown in the photo below have 12 threaded holes for the hub. You will utilize only 3 of the 12 holes. Again this done for ease of indexing the steering wheel properly. The back side of the adapter has a keyed tapered hole that slides over the steering shaft and is secured with the large nut visible in front of the adapter in the photo. The final piece is optional and is applicable to some systems only...the aluminum dash bezel. It is strictly a dress-up piece that replace some stock plastic bezels (or helm covers).

The second type of steering wheel mounting is done with what we call the 1-piece hub below. This part is a fixed length [i]and mounts directly on the steering shaft of the helm. It is essentially the above Hub and Adapter assembly melded into one part. The 1-piece hubs are not available for all wheel styles and come in only one length. The white line in the photo below is used to illustrate the internal cavity in the hub where it attaches to the helm. These hubs have 3/4 taper shaft holes common to most steering systems.

I'm checking that the quick release hub then converts form the 3 bolt to the 6 bolt pattern for the Sparco wheel.

Other:

Ok - wheels being ordered today (finally).. Rimstock Team Dynamics Pro Race 1.2s in gloss black with 60mm bore front and rear, 18"x9J (+15et) and 17"x7.5J (+15et) @ 108 PCD 5-stud.

Also spoke to Beverley at Leda - need to strip dampers and springs and send down to be revalved an springs supplied: Need to check

weight for the old 2.2l alloy engine:
approx weight of the new 358ci steel small block engine:
http://i22.photobucket.com/albums/b308/MBlur/IMG_1300.jpg

http://www.lbmracing.com/uploaded_images/TPE.10.02.07028b-746660.JPG
We're assuming G50 Porsche trans similar weight to the enault UN1 box - both are hung out to the rear: http://www.lbmracing.com/uploaded_images/TPE.10.02.07029b-781813.JPG

Weight distribution would be on a par with a Small block Mosler, Saleen, Pantera, GT40 etc.. no opportunity to take corner weights as we're behind schedule due to a delay in the trans arriving.
From prev runs: generally rates felt soft against the car whcih is pretty rigid tho some of this was coming from the tyres.

Sending the existing springs with the dampers so Leda can get a baseline for the new rates. I'll try and get the workshop to strip the coil overs down over next week to 10 days tho they've got loads on.

q - is there any identification marks/numbers I can look for to ensure they are Ledas? Need to have a look at them when they come off.

Update - 10/02/07 (workshop pics)

Got down to the workshop and took some pics of last week's progress. Unsuprisigly the car looks a mess but at leats work is now underway. Blimming fuel cell wont fit - will check summit racing (www.summitracing.com) for 2 smaller upright fuel cells... pah!

Team Dynamics rims>?

Once I've worked out the offset and bores - Rimstock will supply a set of 4 Team Dynamic Pro-Race 1.2s as per pic above for approx £450 or $800 (that's delivered in the UK) + shipping outside of UK if neccessary. They are heat treated race rims, lightweight available in silver, black, white and possibly gold.

Sent Artie a PM - almost there - jst want to check offsets/bores once last time based on the Rimstock templates. I want to avoid having to use the 20mm hubcentric spacers to clear the Alcon callipers. Maybe that's unavoidable>?

I had planned to go for 7.5J fronts to keep a +ve rake and larger rear to front rolling diameter. I wonder how a 17" 8J rim sit in the front arch. Car is lowered on r-jointed and likely 1000-1500lb+ coil-overs>? Stock 91 SE arches.

Just got to be sure of the offsets and bores.. should take 3 wks to deliver.

options being:7.5 x 17 e15 / 20 / 25 / 30 4 7.5 x 17 e15 / 25 / 30 / 37 / 45 / 53 4, 5, 8 & 10 8.0 x 17 e20 / 25 / 33 / 38 / 40 / 48 / 53 4, 5, 8 & 10 9.0 x 18 e15 / 20 / 30 4 or 5

Progress at last... wk1 Jan07

Finally we have the trans and the Phoenix guys aren't wasting any time.

All dormant wiring in both the engine bay and interior has been removed. Woo Hoo.. no more hazzardous Lotus wiring!

Complete interior strip also done including dash and ancillaries. Dash, seats, harnesses all ready to go back in.. maybe a coat of paint first tho.

Engine has been temporarily in the vehicle for measurement without the gearbox, removal of both exhaust pipes done and shortened. They require to be turned around so the pipes are at the top of the engine instead ofthe bottom. This is required due to the rear sub frame fouling the exhausts and due to the fact that the driveshaft's will not fit in their current position either.

G50-50 end casing has been removed from the gearbox for strip.

I sent John a pdf manual/assembly diagram for the circa 1989 Porsche G50-50 gearbox so they can strip further. The spray bar will require modification if the box needs to be fitted alternatively but the issue is, John does not want to damage any material without knowing what the inside of the box looks like. If anything falls out or becomes dislodged as they strip, it could be particularly difficult to find out where it belongs! Will then need to check for a cooler, pump etc.

Firewall has also been removed today to create space for the engine and gearbox as expected.

Lots of challenges ahead but it's good to see some sort of light at the end of tunnel and I've every confidence in John, Alan and big Stevie.

I best get down fast to take some pics as John has got this project firmly on the move!!!

Update - Jan - slow progress

Good news - trans has finally arrived (£400+ duty!!), aero well under way in Wales bust final cost unkown. Immediate to do's - need to organise the following

Tyre supplier (Proving tricker than I expected..$%^&*)
Gear linkage, cooler, pump, 5-speed shifter (this will be one of the toughest parts of the project)
Wheels - Rimstock - 3 wk build time - need offsets
Drivershafts - ???
Brake pads - Barry can suppyl Hawk pads if I can get him a template
New springs - Leda

First event on the 7th April and we're 3 months behind.. S'stone looks the more likely inuagral event for Team Phoenix.. still to build car, dyno and shakedown..

Hilly on the Lotus Esprit Forum has offered to help to work out the CAD for new gear linkages etc.. also talking to Bobby Hart Racing re their conversion.

Update - 31/01/07

Great news is that the trans is finally safe in Phoenix, Grangemouth - the challenge begins Friday.

Also the Time Attack schedule has changed - the last event will now be at Brands Hatch Indy on 2nd Sept instead of 30th Sept at Donnington park. Always fancied racing at Hatch. www.timeattack.co.uk

Spoke to Martyn and the aero is coming along.. should all be ready for March..

ttfn
Jon

Aerodynamic notes.. aero principles

Converting the car for ground effects is one of the not so big challenges currently facing us and sth MVS Racing are used to working on. I got some great notes from Phil on Lotus Esprit Forum and had a chat with Martyn this morning..

If the racing regs allow you to extend aero mods beyond the body, you should. The idea is that you have a high pressure zone on top of the spoiler pushing down, and a low pressure zone below it pulling down. If the spoiler is inside the line of the body, the low pressure zone is pulling the boot-lip up by an equal amount to the downward pull on the spoiler, so they effectively cancel each other out, wasting half of the aerofoil's potential.By extending the spoiler rearwards, the low pressure zone now acts directly between the spoiler and the road. It's a double win too, because the leverage due to the downforce is increased. The leverage idea also holds true at the front.

The second principle is that you need to allow as little air as possible under the car. This means that the front splitter needs to be as low as possible, so you'll need much stiffer suspension to prevent bottoming out and to keep body roll from "breaking the seal" just when you need it most. Side skirts help stop air sneeking in from the sides.

Third principle (which your pic suggests you're aware of) is that the aerofoil works best with end plates to prevent spillage of the air around its sides. Extend them upwards as well as down. Group C cars usually extend them forwards too to prevent leakage into (and turbulence within) the low pressure zone via the notch between the flying butress and the end plate.

Fourth principle (which also reduces drag) is to avoid any sudden changes in shape because they will cause turbulence. This is why NACA ducts are shaped the way they are. For example, your diffuser will be most effective if it curves upwards rather than being a straight line. This reduction in turbulence will also make the low pressure zone behind the car more effective at pulling the spoiler down.

Fifth, the rear of the (smooth) undertray should ideally be higher than the front to reduce the pressure along the length of the car. Without sideskirts, this isn't too effective, but every little helps.You'll notice that some of the points also make another point more effective, so it pays to keep the whole car in mind. This will also ensure yo keep the car balanced - you don't want to make the rear so effective that you take off like Mercedes did at Le Mans!

Phil

Great news.. at last (23/1/07)

3 things that have made my Monday..

Trans touching down in Glasgow on Thursday according to Panalpina - good

Accepted for Demon Tweeks Sponsorship Scheme - great ! A superb opportunity for any racer (see below) especialy given Eleanor's potential thirst for fuel.

Proposed body/aero modifications have been provisionally accepted by the chief scrutineer - BLOODY EXCELLENT!!!

http://www.demon-tweeks.com/content/default.asp?category_id=204&cc=gbp

"The Demon Tweeks Sponsorship Scheme is limited to 2000 members each year, and registrations are on a first come first served basis. Scheme members benefit from all the above Pole Position benefits plus FREE decals in association with Sparco, an the chance to win multiple GBP150.00 credit vouchers. Previously, individual members have won over GBP2,500 in a season."

FREE membership. FREE Phone (0800) number direct to Demon Tweeks sales - exclusive to club members. Exclusive offers for club members. Help and advice from our knowledgeable staff. Club magazine, keeping you in touch with the motorsport scene. Technical tips and advice. Championship reviews and news from other members. Updates on the latest products and innovations

Update 21/01/07 - It's all GO-GO-GO !!!!

G50 trans flew out Saturday & should be touching down in Prestwick Mon/Tues - hoping Phoenix can collect Wed/Thurs. Also included in the box of goodies being race clutch, slave, flywheel, adaptor plate, OBX harnesses, Summit Racing fuel cell + sender and an Optima hi-po battery. Then it's all over to Phoenix.

I'm NOW signed up for the Pro Series - Naturally Aspirated class - no more 4wd/rwd/fwd.. it's now blown or n/a, which moves a lot in our favour. Ouch - entry cost due is approx £1200 to be paid by 28/2. We then get dedicated pit area at Donnington and S'stone and more practice time from first glances. With the removal of open wheelers it'll be interesting what I'll come up against.

Time Attack dates are out (no pressure) there are 4 rounds being:7/8 April - Donnington (9 weeks away!!)3 June - S'stone28 July - Knockhill30 Sept - S'stone. Have asked John to secure the flatbed for the above dates and also see if any of the guys can trip down to give support on the day to help set the engine etc.

Still selling and buying bits.. it's a full turnover of the garage with boxes everywhere...

Undergound Graphics in Perth are now quoting for the livery - will send John the designs asap.

I think the next big step it to get Phoenix group's Mktg on-side discuss where we go from here in terms of how we promote Phoenix through the car and how Phoenix can support the project for 07-08?

Have asked one of the guys to drop out the brake pads and do an initial assessment. I want to fax Barry templates so we can get Hawk pads ordered up and sent over in good time. Prb one set + spare set.

I'll try and speak to Dastek again re dyno use. Won't book anything until we know we're on course. I'm hoping Gerry has worked on carb'd V8s before. A wide band lambda and constant checking of plugs will be essential. May need different jets to get the car running sweet. Still need to sort out an exhaust - may try a local company as well as Willie over at Meercat. Again I'm looking to leverage the promo opportunities against cost. Barry reckons pipes will run at the 105db limit without baffles.

According to Marytn at MVS - aero is cracking on at a pace. I sent the engine cover down last week. I've sent the CoC the basic outline for approval (see pic - fingers crossed).

Canvassing different coys for a tire supplier deal. Tires will be a big cost factor after fuel. Still no news on Demon Tweek PP Club application.

As always looking for more ways to cut the costs from this shoe-string venture.

Wish me luck!!!

some progress at last..

jst got a call - carbon work well under way in Wales, trans finally en route from Texas and talking to graphics coys on the livery.

The downside is the window before Donny (6th-7th April) is getting ever closer.

Jon

2007 Time Attack layout

First event at Donny - 45,000+ spectators expected. Details of 07 rules courtesy of www.timeattackco.uk

The goal for each competitor is simple. To achieve the quickest lap on circuit whilst aiming for the lap record under Time Attack conditions.

There are 3 classes of vehicles in the Time Attack Series which are :4wd, Fwd, Rwd , Club Challenge will run alongside the Pro category.

For 2007 the Time Attack Series is now open for entries so if you are interested, and think you and your vehicle are capable of competing against the best road tuned cars, please send an email to info@timeattack.co.uk with brief information on you/your vehicle.

These vehicles will be split according to their driveline into classes as above, the total number of entrants into both Pro & Club categories are limited.

At the event the Time Attack Series will operate as follows. Each driver will have two long period open pit lane style sessions. These sessions are un-timed and are used for setup and driver familiarisation of the circuit. The Time Attack will start as a separate session later on and will consist of direct entry into the final event by all competitors. There will be no qualifying or semi finals. One by one each driver will be given time on circuit to lay down their quickest lap. They will be sent out on their own without traffic or slower cars on circuit and make one warm-up lap. They will then immediately proceed onto their flying lap and register the quickest time possible. As they pass the start/finish line they will trigger and de-trigger the independent timing gear and the time recorded and displayed. Once they have competed their lap they will carry on to perform a cool-down lap prior to returning to the pit or holding area. Each driver/vehicle will be allowed only one chance to record the Time Attack lap, everything rests on their performance of that lap. There are no second chances or repeat runs.

Once all cars have run the times will be reviewed and trophies awarded to each class ( 4wd.Fwd,Rwd. ) for the top 2 drivers/vehicles in each class (winner and runner up). A trophy presentation will happen and the times will be officially recorded and recognised by the circuit as a lap record held under Time Attack conditions.

Update - Jan07

No progress as such on the project, which is a worry with the first event in early April.

Spoke to Barry - trans has arrived from Rod's race team in California. He's jst waiting on the fly and clutch. Barry is also supplyng a starter motor, clutch slave cylinder and moroso baffles.

Have also ordered my fuel cell and an optima race battery from summit racing in the US (www.summitracing.com) and a trickle charger; tho now I'm really unsure whether it'll work coming from the US (eek!). Fuel cell, new harnesses and battery being delivered over to Barry to crate up & fly over.

Looking to order up new bolt-on spacers from PUK racing and wheels/tires asap. Will check with Rob re' any tire deals. Money.. blimming money!!

Dropped engine hatch down to unique styling (weighs a ton!!) - Stevie's courier can transport it to MVS - Martyn will then take a mould, make up a carbon hatch, power bulge and scop vent for the K&N pan filter.

Recently I've been in discussions with Marc, TA's cheif scrutineer - most regs look okay and jst need to finalise up the fnal aero package to ensure car's resemblence isn't compromised; whilst also getting the ground effects we're after.

Hopefully trans will arrive within next 10-14 days so that Phoenix can get firing into the conversion. Nonews yet when I can get the linkage from John Hazzard.

Team has been entered into the pro-class. The new 2007 timeattack site is up and running. www.timeattack.co.uk

Stay tuned..

Team Phoenix - Racing 24 - New livery idea

The ex-Hazzard Phoenix Esprit has raced under #24 for many years.

Another more famous Team 24 exists in the form of Jeffo Gordon's Dupont team.

The NASCAR and number connection is too hard to resist. Expect an imminent redirection for the new site and car livery.

http://www.jeffgordon.com/team/default.sps?itype=12219&iCustomPageId=16622

First Time Attack dates released

Happy New Year folks!

Application sent in for 2007 Time Attack c'ship.
First dates already announced:

Donnington - 7th/8th April

Silverstone - 3rd June

More dates to be announced

Update - 12th December

Teaser page for the new team site is now available at: www.phoenixesprit.com

Barry finally found my bank transfer - he'd been looking in the wrong account - he's had the money since 27th November £%&&^$&^$"£ - hopefully he'll now get things moving asap with an aim to have the trans with Phoenix before Xmas.

Mike Sekinger has decided to keep the gearbox so change of plan #5972.. however he has asked John Hazzard to send me up the linkage to borrow if I pay p&p. Will have to see how this shakes out.

No updates on carbon

New seats ordered and new s/wheel arrived. Rimstock can also supply wheels for £450 delivered, which is a massive saving over the Compos. Will order in the New Year.

Need to find a supplier of roll cage foam.

Got an ad from Gottfried - he's selling a full on sequential Hollinger trans and a 750bhp all-alu motor but both well out of budget.. spec is awesome tho.

I need to remind Barry to get those Morroso mufflers and clutch cylinder.

Sent Willie at Meercat Exhausts (www.meercat-exhausts.com) pics of the engine and engine bay with an aim to sorting out the pipe work once engine is in place.

Little done ~ lots to do

OMG - LOTRDC dates already out..!

If I'm lucky I'll make Donny - no way I'll be ready for Spa - a long-term dream for now..

24/3 & 25/3 - Brands Hatch Indy
7/4 – Silverstone
12/5 & 13/5 Snetterton
2/6 - Oulton Park
14/7 - Castle Coombe
1/9 & 2/9 - Donington Park
12/10,13/10 & 14/10 - Spa
10/11 & 11/11 - Brands Hatch Indy

Bobby Hart racing - G50: shifter, linkage, pump and cooler..

Spoke to Bobby Hart in California re the G50 trans and side shifter kit he supplies -iirc I used to watch Bobby race in Champ/IRl years ago..

"Jon, 600 hp is a lot for G50 You should be looking at a 50/50 or 50/52 they have better Gear ratios and stronger Ring and pinion I assume you have about 550 lbs of torque, yes we can do a oil system, pump,cooler, oil filter, A 50/52 rebuilt With side shifter 80% or 40% LSD is $11000.00 us Hope this helps Bobby Hart"

This is the thing with Barry's engine - most V8s create huge low ened torque which is a massive problem for traction, hard to drive out of turns and threatens trans longevity - this is also usually coupled with a lazy hammer of a delivery: Barry's engine doesn't have so much torque - maybe about 470.lbft at the full 650bhp (4-bore); and 410.lbft currently with 575bhp (2-bore). But it's a seasoned wincaton/sportsman spec Dart block and heads (348 crank with slight bore to 358) and the torque curve has deliberately been moved up the rev band for traction; but revs outs nicely and spools up quickly with minimal inertia.

It also have a wide power band and redline at 9000rpm engine; but we're limiting to 7400-8300rpm for road circuit use. Only runs off a custom 700CFM Da Vinci 2-bore and doesn't have much porting over the standard Dart.. but all internals are very strong and light. We could run more torque but on road circuits the advantages may be outweighed by the disadvantages; not to mention the extra stresses etc. Aim is to gradually port the engine to give +50bhp each time and see how the set-up feels. Roller cams also pegged for next rebuild.

Some good news - Mike Sekinger is going to sell me the shifter and linkage from John Hazzard's G50 and Hazzard is also going to sell me a pump and cooler kit he had made up for one of his UN1s.

Cheers
Jon

Update - 23rd Nov 06

I'll start with the good news first - jst passed my ards test - woo hoo. I'm now 'legal'. Blimming easy tho took it all in and appreciate this is jst the start of my learning curve & not the end. Completed my track work in a Ibiza Cupra - it was wet but still fifty times easier than the Esprit in the dry..! What's better is that I can block-book time with one of the instructors to adapt to 'Eleanor's' new set-up and refine my craft.

re trans - Barry's blimming credit card wont accept money from my credit card.. how mad is that - it means I can't order the trns etc until the end of the month when my bonus come sin. Aaaaarggghhhh!

Small world - looks like I may be able to get the shifter arrangment from Mike Sekinger who bought the engine and box out of Eleanor's sister car. That would def work a treat.

team shirt arrived with new logo but I only managed to go and speel Phoenix wrong.. doh! Duly corrected before I order shirts etc for the rest of the guys.

Trying to source a wheel boss so I can order a new one. Hope to get a new carbon bucket from Martyn, new dash, new harness, new shifter, paint inside and new cage covers and hopefully make th ecar look a lot less tired looking and match Gary's eventual exterior transformation.

Parcelforce almost sent the nascar gauge back to the US - still checking whether they caught it in time.

Hoping Phoenix will service the brakes, hubs, bearings soon & I can order up new parts inc. spacers and those lovely Compomotive MOs..

Meanwhile Martyn down at MVS is cracking on with the aero package - rear diffuser is done - he's now starting on front end, wing, roof scoop and engine cover..

Lots to do.. long way to go.
Cheers
Jon

In-progress shots

Got to say Barry's 358ci looks awesome.. what surprised John and the Phoenix guys was just how light the engine was and how compact. Only possible problem may be the Stahl headers: if of course the tranny + adaptor etc isn't too long.

Lots of work to do - re-loom to start shortly and $7K trans should take 2 wks to come across. Still trying to track down the Chip Gnassi dash.

The challenge is on - the size of task daunts!

Finally ordered the $6000 G50 trans, adapter plate, fly, clutch etc last night - should take a cpl of weeks all in to send from CA to Texas then to Glasgow through Panalpina.

John L had mentioned the carb looked suspect and not a 'Da Vinci'? I spoke to Barry re the carb - it's a handbuilt carb using a holley casing and Da Vinci parts - i.e. a on-eoff: much of which are modified from a 4 barrel - so bigger jets etc but Barry can supply different parts to help set the car up. I believe the parts/time etc run into the $$$$.

Going down to the workshop tomorrow morning for a pow wow. Main thing is to discuss the install - this will of course become clearer once the trans arrives. As mentioned it may be necessary to move the firewall but critical measurements look ok; albeit with no major room left over. Width wise the Esprit is pretty wide to accomodate the block. However the rear roll cage tubes may need to be cut and modified. To run the headers it may be neccessary to re-house the fuel tank in the front and I can get a fuel cell from the US if needs be.

Have asked John if he can arrange to have one of the valve-covers removed then we can have a look at what all the fuss is about. I was suprised to hear the engine had chromed covers - my preference would be the whole thing to be in matt black but will take what we get, and I guess a small bit of chrome will look quite 'bling'. There is approx £35K of internals in that engine I'm told. MSD has a 7200rpm chip in currently but there's chips there up to 8300rpm! The valves are not hydraulic and need to be set-up jst before the engine is fired (and before every event). Race springs are tight and so weaken if let to stand, even titanium ones. They also get replaced every year or 2 because of this.

Before the trans gets here I suggested removing the back-end bodywork for easier access and engine crane the block over the car to see how the block may sit and work out what needs chopping. I reckon the length of the trans, adapter plate etc wont cause any problems. The tubes can be cut as the chassis is backboned and the tubes are part of the cage. However once put together we need to make it look as close to blue book as poss but we can perhaps bolt the rear sections.

Once the tranny arrives I see the project has 5 main stages:

- The initial install: making the hardware, mounts and any chassis mods to accomodate. Clearly a massive amount of work to be done but then this is no normal project. I'm hoping Phoenix enjoy the challenge?

- Re-loom and wiring: hooking up new wiring/fuses to fit the new engine, dash etc. Should hopefully be a lot less than what's in there currently. At this stage we'd probably best put in one very large red top battery or 2 batteries given the lack of an alternator. This will make a massive difference to the car's reliability.

- Engine set-up: Clearly this is the most risky stage for the engine and Barry made a point that the fine tolerances in the engine could be easily damaged from poor set-up. Although I know he's left notes and is a phonecall away - I appreciate this is the first Phoenix will have set up an engine like this; so may look to fly Barry over after Xmas to help set yup the car for the first time and show Alan around the valves etc which all need to be set being race springs. This will then be completed on the rollers for final tuning. Unless Phoenix a pref I thought of calling Gerry @ Dastek for use of their dyno and let Barry tune it up.

- Chassis: Hopefully a fun stage as it means getting the car on track and working out damper settings etc. It's probably worth talking to John at Leda and maybe send down the current springs to measure poundage unless they're marked or you have spring testers? From that John (if we give him the increase in weight etc) will be able to have an idea of what springs to try. I suspect as I'll be running ground effects that the springs will be 1000lb+ (certainly on the rear). At that stage we can work out if the dampers need removed, serviced and revalved accordingly. Brakes should hopefully involve new lines, pads, salve cylinders and that pedal box assembly. I'll likely be going for 17 or 18" (x10J) wheels with new rubber so we can get the power down and sort the corner weights.

- Bodywork/livery: again a fund stage & all down to Mr Codling Jr. We decide on a livery scheme and decide how Phoenix want to use the car for promo work etc. I've promised Rob Barnes a showstopper!

Housekeeping: I'm getting some heat from buyers - I'll pick up the lights and motors tomorrow (Brian is coming over in the avo). I'll also stick the delivery address on the box with the block and chargecooler for Magnus, and have UPS pick that up in the week. Also the main engine needs to be drained and tied to the block - Garry K will then send courier to pick up. The speedo needs to be removed for Darren and I'll pick that up in the week if okay.

All this by mid-March before the first timeattack event, which the team is already registered and really hope Phoenix still want to be involved with. I'm sure they must have some concerns re' the install but I have no doubt they can work round these and make work what is already £20K+ project. What I need reassurance on, now that I've vested this money, is that they're still enthusiastic and confident to get the job done. Will chat it all over with John L tomorrow.

Hopefully I'll feel more confident in my next update..