Never had vapor lock problems, but fuel pressure being too high was a common malady in our group. Everyone went to Carter low pressure / high volume pumps, and we all ran regulators ahead of the carbs. You may have lost some HP with avgas; the Wankels are low compression and like low octane.
It started life as a GSL, non-SE. 4-wheel disc brakes. The doors were replaced with non-GSL doors, though, as doors with manual cranks were lighter than the GSL doors.
At least back when I was racing, wheels were pretty easy to get. Diamond made lightweight racing wheels and that's what I was running so now Ted has them. Panasport alloy wheels were also available and were a little lighter, but very pricey and easily damaged. You're right about circle track wheels. There was some company that advertised to the dirt-track market but their wheels were pretty heavy. Stamped steel rim and they'd weld a heavy center into it that had any bolt pattern you wanted.
Yep, integral rotor and hub. Change the bearings whenever you change the rotors. Goes easily after you've done it a time or two. The trick was to cut away a small part of the backing plate that mounted the caliper so you could get a wrench in there (and Ted's has that mod).
I found that country of origin made a big difference in the rotors, even when they were the same brand. Rotors from Japan or the US worked fine; rotors from Italy would crack in a single track session, at least at Sebring which is very hard on brakes. We discovered that temp cycling the rotors in an oven's cleaning cycle seemed to help; probably did a little stress relief. Just put the rotors in, set the oven to clean overnight, take them out in the morning. Best to do it after the wife has gone to bed and then get up before her in the morning....
The brakes get REALLY hot on a brake-intensive track like Sebring, so I always used fresh fluid (Motul motorcycle stuff, as I recall) every weekend and bled the brakes regularly.
SCCA has a bit of a clique-ish atmosphere, and some officials are drunk on power. Might be better once Ted becomes a member and gets to know a few folks.
When I was building the car, before I turned the first wrench I called up our SCCA regional tech inspector and talked with him about the car and my plans. He gave me some recommendations, including a few shops for things like the roll cage, and I pretty much followed what he told me. Naturally it breezed through inspection, when competitors kept getting sent back to the garage.
