Cool pic - Cooper being pushed hard
Discussion
It's got about 115 bhp on twin 1.5 H$ SU's with a 286 cam and 11.1:1 comp ratio. Karl Schmidt pistons at +0.040" (that's 1310 cc). Transmission is by s/c c/r box with s/c transfer gears and a cross pin diff at 3.9:1 ratio.
Brakes are 7.5" with carbon-metallic pads and the weight with 50% fuel is about 715 kg. A 1.75" bore exhaust from the big-bore lcb leads to a twin box RC40 centre-exit exhaust system giving 95 db at 5000 rpm at 0.5 m/45 deg from exhaust outlet (very important figure as 98 db is the max permitted under MSA regs).
For a full and very complete spec you can go to Miniman's web site as he posted it somke time ago and did an article about the car.
Thank's for your interest.
Brakes are 7.5" with carbon-metallic pads and the weight with 50% fuel is about 715 kg. A 1.75" bore exhaust from the big-bore lcb leads to a twin box RC40 centre-exit exhaust system giving 95 db at 5000 rpm at 0.5 m/45 deg from exhaust outlet (very important figure as 98 db is the max permitted under MSA regs).
For a full and very complete spec you can go to Miniman's web site as he posted it somke time ago and did an article about the car.
Thank's for your interest.
cooperman said:Miniman's?! is that right. That is impressive - I wish I had the time to do and engine out on other half. Have the twin 1.75's running ok now but Vmax still dicking about with some old Bristol he has taken on - rollers next week I hope. That is quiet. Would luv a CR box on other halfs 3.44 is great but intermediates too far about on std box.
It's got about 115 bhp on twin 1.5 H$ SU's with a 286 cam and 11.1:1 comp ratio. Karl Schmidt pistons at +0.040" (that's 1310 cc). Transmission is by s/c c/r box with s/c transfer gears and a cross pin diff at 3.9:1 ratio.
Brakes are 7.5" with carbon-metallic pads and the weight with 50% fuel is about 715 kg. A 1.75" bore exhaust from the big-bore lcb leads to a twin box RC40 centre-exit exhaust system giving 95 db at 5000 rpm at 0.5 m/45 deg from exhaust outlet (very important figure as 98 db is the max permitted under MSA regs).
For a full and very complete spec you can go to Miniman's web site as he posted it some time ago and did an article about the car.
Thank's for your interest.
Just to be clear - the spec is on my website but the car is (very sadly) not mine!
Spec is here: www.minispecial.com/features/cnx13
Spec is here: www.minispecial.com/features/cnx13
Well speaking as the lucky passenger in the above pics, I can only reiterate the comments of others: that is one cracking little car! It goes well, sounds well, stops incredibly well and has a near perfect handling setup for rallying; that is to say a neutral balance with crisp turn in and readily accessible oversteer.
It was also both a pleasure and a privilege to sit next to someone with over 40 years experience in the sport, who makes running at event-winning pace look deceptively easy. I think we could have quite a talent on our hands when he grows up...
It was also both a pleasure and a privilege to sit next to someone with over 40 years experience in the sport, who makes running at event-winning pace look deceptively easy. I think we could have quite a talent on our hands when he grows up...
Well thank you John. It should be mentioned that you are a real help with the handbrake when I run out of hands to steer, change gear and pull the little lever between the seats.
I do keep wondering what to do when I grow up, maybe I'll build Mini engines for a living, if there is enough demand.
I do keep wondering what to do when I grow up, maybe I'll build Mini engines for a living, if there is enough demand.
A couple of pics taken from rather too many years ago. The first is from the days of serious road rallying and the second from a stage event.
Shame about the front wing - it had an argument with a dry stone wall in the Cotswolds and lost! (My excuse is that I'd got a flat on the front tyre but hadn't realised it until I arrived at the corner.) The car was a 1293cc Cooper S fitted with a sceamer of a Downton engine which revved to 8,000 but, unfortunately, had seen better days. It ran a compression ratio of 12.6:1 and needed 5 star petrol to avoid pinking. And to think I used it to commute to the station every day, as well as rallying it!
Shame about the front wing - it had an argument with a dry stone wall in the Cotswolds and lost! (My excuse is that I'd got a flat on the front tyre but hadn't realised it until I arrived at the corner.) The car was a 1293cc Cooper S fitted with a sceamer of a Downton engine which revved to 8,000 but, unfortunately, had seen better days. It ran a compression ratio of 12.6:1 and needed 5 star petrol to avoid pinking. And to think I used it to commute to the station every day, as well as rallying it!
http://image61.webshots.com/161/3/86/
get a blank - nothing here link.
I push ours to far last nite - smacked a curb - tracking time today!
get a blank - nothing here link.
I push ours to far last nite - smacked a curb - tracking time today!
jellison said:
Rats - I've just tried it on wife's laptop and they're not visible on that either. I'm using Webshots to host the pics but it seems that only I can access them. Any advice on how I make them open to all or suggestions for another host?
OK, I'm trying Photobucket instead:
Edited by gdaybruce on Wednesday 7th June 00:07
Hope you like theses... Couple of shots of the Se7en in action - 3 wheels gives less rolling resistance 
[pic] http://i66.photobucket.com/albums/h24 [/pic]
[pic] http://i66.photobucket.com/albums/h24 [/pic]
[pic] http://i66.photobucket.com/albums/h24 [/pic]
[pic] http://i66.photobucket.com/albums/h24 [/pic]
[pic] http://i66.photobucket.com/albums/h24 [/pic]
[pic] http://i66.photobucket.com/albums/h24 [/pic]
Edited by fwdracer on Wednesday 7th June 12:35
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