Congrats always nice when a plan comes together.  well done to you both. 

Continuing to bang the drum for Remap, the charity is a candidate for funding from the LNER.  Yes the railway franchise. All the candidates are listed here, where you can vote for them as you wish - obviously, I'd like you to vote for Remap, please! https://remap.us4.list-manage.com/track/click?u=8cad620e2ac16c8db44f27b71&id=b090902ade&e=77d60ddb8d   Thank you! JOhn 

Doesn't sound unusual to me, that apparent hesitation around 2000rpm could just be the gauge rather than the engine. By ear it sounds normal.  If it makes you feel any better, my gearbox was rebuilt in 2021 with new synchros and NOS gearset, and it's already a pig to get into 2nd. Probably says more about my rebuild efforts than the design and hardware quality though...

The November 2024 edition is up online: Classic and Competition Car 106 Far flung this time it reports from Mount Panorama and the Bathurst 1000, as well as home  grown events, with an excess (I think that is the correct adjective!) of supercars! But as always over 100 pages of mostly pictures with interesting comment. Enjoy! John

Last night saw the opening round of the Woolbridge MC 24/25 12 car series. We (SM anyway) have been promoted to “Expert”. This is what happens when you win your class 3 years on the trot and overall twice. This was a big concern as there’s recognised to be a big step up in difficulty and we’ve negotiated 10mins plotting time to help. Last year we were on “novice” clues but with no plot time, which made things noticeably harder. Anyhow, conditions were unusually good; only dark & cold, not pissing with rain/blowing hooly, foggy, icey or snowy. The roads were even mostly dry.  The clues didn’t appear very much harder than previously. Suspiciously similar to the novice ones in fact.  So we made it round and found all the code boards. Even our timing was respectable (I have no idea how that happened!). Good enough for third. Almost second.  Probably the best place as we don’t want to loose our plotting time; think mostly the clues will be harder in the next rounds!

Every day's a school day!  Thanks for the tutorial guys! John

Goldmine

Duplicate post

They did. But that was so they could move the lower attachment of the damper inboard - while also moving the upper attachment outboard - to reduce the amount of falling rate on the spring due to compression. They did this on the narrow chassis 7 S3. But they didn't do it on any of the heavier and later backbone chassis cars which already had a more upright damper location. I also did something similarwith my Mk1 Spitfire (see my project page) but only at the top attachment. Makes a big difference. The lower wishbones are not there to take out rotation under braking. The moments are far to big for that and it would be impossible to design a lower wisbone capable of handling those loads. Even if you did the trunion wouldn't be able to cope. Those moments are taken out by the upper wishbones via the vertical link. Or on later cars the strut. This is made more obvious when the lower trunion and its bushing is replaced by a ball joint which completely isolates the lower wishbones from any twisting loads from braking forces through the upright. Just like the upper wishbones  The upright is essentially a pin jointed member held between the upper and lower wishbones. The only loads transferred through those joints are pure lateral, longitudinal and vertical loads. Which are then transferred similarly to the inboard wishbone mounts. There are no rotational loads. The rotational loads from braking are resolved into fore-aft loads through the vertical link. If you don't believe me do some simple calcs. Or make a cardboard aided design model to demonstrate the fact to yourself.  

Lotus revised that for the 7 s3 lower wishbone did they not? , there is a whopping great tube in there holding it together. There will be a rotational force on the lower wishbone under breaking is my understanding.