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Yamaha R1 engine in a Caterham


Violet Elizabeth

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R1 engine is a little taller than some, would be difficult to get it in to a Cat without either dropping it low (sump issues) or cutting the bonnet (ruining the classic Seven line). It's tilt angle is quite crucial (carbs/oil) meaning there is not a lot of leaway on this. If it would go in, it would be a seriously light Caterham though.

 

Rich Miles' site there is pretty much the bible for new R1 builders these days, can't start surfing at a better place *thumbup*

 

________________________________________________________

graeme finlayson / tyre warmer / fluke motorsport

graeme@fluke-motorsport.co.uk / www.fluke-motorsport.co.uk

 

Edited by - gee_fin on 5 Mar 2004 10:40:05

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Thanks *thumbup*

 

Yes, looking at the engine in the Striker it did seem the the only way the air filter was going was up through the bonnet. Going to have to get my measuring tape out I think.

 

Would be great if it did fit, with the change in regulations in the sidecars these engines are being used quite a lot, and seem to have quite a few parts available. Fairly cheap, no dry sump needed, decent power and not that much heavier than a 'blade engine.

 

Hmmm, wonder if Arch would be able to modify the chassis ?

 

 

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In car's it's been in to date (striker/westfield) the prop angles have been some of the best out there, nigh on straight-through. The sidecar guys have had a change in regs meaning that a lot of their sooped-up R1 engines are now up for sale for reasonable money (as they now have to go to standard ones).

 

Although not likely to be appearing in breakers for some time (and probably not likely to be cheap) the specs on the new 2004 R1 are pretty serious, a possible Busa challenger...

 

________________________________________________________

graeme finlayson / tyre warmer / fluke motorsport

graeme@fluke-motorsport.co.uk / www.fluke-motorsport.co.uk

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Engine doesn't need dry sumping. Been proven in sidecar racing for many years, those guys generate 2g+ which is more than you're ever going to get in a seven. All it needs is a cheap little baffle plate and then a few 100ml over-filling with oil. Rich has some oil pressure logs running on ACB10s to double check this.

 

£80 for a baffle plate kinda beats £1,800 for a dry sump :)

 

________________________________________________________

graeme finlayson / tyre warmer / fluke motorsport

graeme@fluke-motorsport.co.uk / www.fluke-motorsport.co.uk

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There was an interesting question on the BEC list a while back, "how can you tell if a particular bike engine needs dry sumping". The answer appeared to be "wait until a few start to go bang, then you need one".

 

Also appears to be some small modification done to the oil pressure relief valve to help with getting the oil back to the sump. Nice "tulip" thing @ £10.

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Don't know about R1 engines in a Caterham but, I'm looking to buy a Hayabusa engine in a Caterham. Some pieces had to be custom built but in the end no trimming to the car was needed.

 

The hayabusa engine/tranny being much lighter than a regular car, this particular SV body caterham weighs only 1070lbs. With the 185hp of the Busa engine it gives the car the same hp/ton ratio as a R400!!! I haven't driven it yet but it is very quick! The builder tested it on a track and did the 0-60mph in 3.25sec!

 

Can't wait to test drive it! 😬

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  • 5 months later...

Do you guys think the Ital axle could handle something like the 150-160 BHP (or even as much as 172 BHP in Richard Miles' Striker) produced by the R1 + sticky tyres? Obviously, the overall weight of the car is down significantly, so we can't compare the stresses on the Ital in a BEC directly to the car-engined live-axled debates of old (XXX BHP will shag it).

 

But do you reckon it would cope well?

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I think we figured out recently that the extra "bits" required in the DD set up were about 40kg over the weight of the LA.

 

Which when you are trying to get down to the "magic" 400kg is is a fair chunk.

 

150-160 bhp would seem to be OK, given that is the usual standard Roger King Xflow upgrade territory ?

 

172 bhp on slicks or Avons though .... *confused* Would a bit of overfilling still do the job ?

 

 

 

 

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They are certainly fine with ACB10s/A048s and a slight overfill on a wet sump, I'd be cautious on slicks but only because nobody has really tried it AFAIK, so would be venturing into unknown territory. To be fair though, if you were considering running a car engine on slicks you'd be almost certainly thinking of dry sumping too.

 

Chris

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IMO live makes more sense if you're not going to tune a bike engine. Once you do anything to a Busa or even an R1, you're really pushing the standard live setup and will need to beef it up - this is not cheap from what I understand - we're talking 1000's aren't we? Although, I must admit I haven't read up it it too much as I have a DD so it's irrelevant to me.

 

Accumulating bits . . .

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After speaking to some people who have done the Ford axle conversion, it needn't cost too much (unless you're also going to buy an LSD, new disc brakes......). Also depends if you source and recondition the axle yourself, or just get it all sourced and prep'd for you. Another factor is the sale of the Ital axle - which are hard to find. Looks like Ford is the way to go for peace of mind on an R1 - less so for a Blade......
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