The Fraser Pit

1996 Sacre Bleu - Main profile

Purchased second hand in 2007.
Used for touring, club events and Fraser track days.

22
Dec
2015

Quantum double adjustable shocks fitted

The shocks arrived last week. Quantum two Zero from Quantum Racing Suspension, less than 8 kg for 4 shocks plus springs. The springs are 2.25" dia and much shorter so lower weight, no issues with fitting or clearance. They specialize in clubman's so they were able to give some great advice. I also up-graded the springs and after doing a lot of research I went for 250# on the front and 170# on the rear (live axial). Quantum ran some checks after I provided the motion ratio and they confirmed the spring selection. I dealt with the owner who was extremely knowledgeable and very prompt. He also recalled his visit the Fraser Factory and he asked me in a surprised voice if they were still making cars upstairs.
I have taken it out once and the car feels so different, balanced going into the corners, very planted and much better driver feel. Still dialing in the rebound and bump.

25
Oct
2015

New Shocks

After almost 10 years and 80,000km it is time to replace shocks. But what to change them to. After much google search and a few conversations with Scott I ruled out Spax, (been there done that), next was, Koni,( how much?) So I ended opting for Nitron shocks. After 2 months of stop start emails I gave up trying to purchase Nitrons. Apparently the engineers are too busy respond so I tried Quantum Two zero. Within a week they had provided drawings and checked the MR to determine the optimum spring rate. Apparently they (Laurence visited Frasers in 2000). Shocks now ordered. Going for 200Ib on the front and 170Ib springs on the rear. Springs are 2.25" but can be mounted upside down so clearance should not be an issue.

14
Nov
2014

Sump, oil pump and timing belt

A few months ago I brought a modified gen 2 off Trade me for a $1. The sump had wings brazed onto to the outside and then holes had been drilled through the sides to act as a baffle. This should take car of the oil surge issues that I have been plagued with. The oil capacity has increased to 6 litres. After wearing a hole through the gen 3 sump on the Gisborne/Napier trip I decided to replace the sump. I also had to change the oil pump to a gen 2 model to match the sump. I fitted the 3SGTE pump because it has more capacity (slightly deeper vanes). I then had to change the timing belt (Gates Racing) to the gen 2 model because the the gen 2 oil pump gear has more teeth. Finally it is all back together and ready for the trip to the MG Classic at Manfield tomorrow.

8
Feb
2014

Wide track driving impressions

Finished at last. The wheel alignment was completed on Friday. The alignment showed that the caster has changed on the RHS. Both sides were 6 deg but the RHS is now 4 degrees. The car was pulling slightly to the right on the drive home. Stripped it down again last night and could not see any reason. Tried to encourage more caster but there is almost no adjustment. The car seems to be driving straighter but that may be wishful thinking. On the way back back from the wheel alignment I pushed it through a series of corners. The car feels very balanced, the turn in under steer has been reduced and the power-on under steer is almost eliminated. I can't wait to try it on the track because this is where I should notice any difference the most.
The car certainly looks different. To me those graceful curves have been replaced with sleek menacing look.

4
Feb
2014

String, tape, levels and laser lights

No, these are not a few of my favourite things. After installing the wide track I decided to set up the suspension and corner weights so I can drive it for a 'proper' wheel alignment. Setting the camber was easy, setting the toe was difficult. Marking the tyres and rolling forward did not work that well. In the end I ran a string line around the car and measured the toe from this. Then I checked the bump steer and this was where laser light came into play.. The left hand side showed significant toe in on droop and compression and the RHS showed significant toe out on droop and compression, 9very nasty). This makes sense because the tie rod sloped down on the LHS and sloped down on the RHS. A few shims under the LHS helped but I had to trim the rubber mount on the RHS. Now looking pretty good but there is still a little bit of toe out on the RHS on droop. New tyres, a wheel alignment and a WOF are planned for Friday.

22
Jan
2014

Wide track install. The good and the bad.

Been really time poor lately but I have managed an hour or so after work for a few nights. Tried pressing in the ball joints using the old blacksmiths vice in the back shed. Placed the ball joints in the freezer for a few hours and then concocted a series of tubes and sockets to fit around the ball joint. Managed to arrange these in the vice and then wound the vice as tight as I could. Nope, not pressed in. Squeezed the vice tighter and farted with the extra effort. There was no way the splines on the ball joints would drive home and I wasn't risking another fart. Took the wishbones to work and pressed the ball joints in, it took 12 tonnes so there was no way me and my vice could match this. Guards arrived and sent to the painters. The bad news was that they were full up for two weeks but managed to get them pushed to the fount of the cue and got them in two days. Sent the uprights to the powder coater and picked them up on Friday, fresh from the oven and smoking hot. The good news is the guard brackets fitted without having to get the uprights machined. The bad news is the bracket upright fouls the brake line connection on the calliper. Had to break the ball joint taper to remove the bracket and the ball joint extractor chipped the powder coat, #@$$#@. Still not sure how to overcome the fouling issue but I'm thinking, all the time thinking. Nope, still no answer.
Looking at the rotor it appears that there is too much toe out even with the tie rods fully adjusted. Hmmmm. I've reached have reached my daily limit for problems so this will have to wait for another day.