Nigel:
Our vintage races usually last about 20-25 minutes and I don't
recall having a problem with either the clutch slave cylinder or the
clutch/brake reservoirs. I do have a Hewland gearbox. During the
Summer months, ambient air temperatures at our Northern California
racetracks can regularly reach 90 - 100 degrees (F) with track temps
highter that that.
My car has no ducting but I do have a sheet of aluminum that is
attached to the bottom frame tubes which runs from below the
radiator to the front bulkhead. This is primarily there to help
keep bits of tire rubber, pebbles, etc from getting into the cockpit.
Gary
--- In L23Registry@..., "silvenm" <Nigel@s...> wrote:
I wonder if others have the same problem I have. Twoards the end
of a
days track use I start to get gear selection problems. The clutch
slave is a standard girling unit mounted as normal for a Hewland
box.
It has a small heatshield but is only 5 inches from the exhaust
manifold. This gets very hot but also so are the resevoirs behind
the
radiator. I am assuming that it is this heat that then causes my
clutch to start draging.
Do people duct the hot air from the radiator away from the
reservoirs
(I also get some expansion in the brake system which I thionk is
down
to this) and do you also provide some ducting in the rear. All I
have
is the small opening behind the door to provide air into the rear.
As
it only happens late in the day I'm not so bothered and with a
Hewland it's not an issue either but I'm running a Formula Vee
syncro
box at the moment and this really does not like being forced when
the
clutch does fully dissengage. In the rear I am also running a
fairly
large silencer (Elise mk2 style)to meet noise restriction here and
that also creates a large ammount of stagnating hot air.
Is anyone running a slave cylinder integral to the release
bearing?
How does that perform?
Any thoughts would be appreciated?
Best Regards
Nigel
Eric Salomon