CharlesElliott
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Everything posted by CharlesElliott
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The assembly guide is based on the reasonable approach to get the best angle for the straps under the seat. Unfortunately I have see crotch straps tear the floor in extreme conditions Charles PS My membership has just expired so will be my last post for a while / for ever
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I'm certain that would actally be safer. The weak point is the thin aluminium floor, which can tear. With the bracket higher up more load is on the steel chassis tab.
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Call or message Tony at TSK who would have painted it originally.
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Yes, that's normal in my experience.
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The wavy washer is there to take up tolerances and stop the harness bracket rattling. In theory the top hat is just taller than the harness bracket so the wavy washer sits on top the bracket to take up that slack. it doesn't add to the safety and in practice the tolerances of the brackets and fittings can vary a lot. I don't use them but in a race car the belt rattling or not is not a consideration.
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They drill the chassis rail and weld in additional bosses, just like the existing ones for the harness straps.
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Yes, normally the top of the screen frame should sit against the front of the foremost rollcage bar.
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OK Somebody Explain This Data Structure To Me ... ?
CharlesElliott replied to revilla's topic in TechTalk
From my recollection of the work I did on the MEMS a long time ago, there were fast areas of memory that had to be used for certain data lookups - although the address space overlaps, perhaps it was where 'fast' memory was accessed? -
You should only be using the 2" belts with a HANS. Without a HANS you need 3".
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My '310' race car weighs about 530Kg with fluids, but no carpet, no lights and only one seat. The imperial chassis were definitely lighter than the new metric ones by maybe 15Kg but you would struggle a lot to get to 500Kg.
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And I believe the air con control was what Caterham re-purposed for the shift light. EDIT: I see that you already had that thought. Cooling fan control is another thing I can see in the ECU, but it doesn't appear to be gear dependent.
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Air con control?
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I would suggest faulty earth. The dash instruments and wiper motor are earthed under the dashboard on the passenger side. Hard to get to without removing the scuttle to be honest. The other earths are in the front under the front brake union, battery to chassis and engine to chassis. Check them all and that the powder coat has been removed so that the connector can make good connection with the chassis.
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Sorry to see the accident, am glad you are OK. It's hard to know from the pics whether the wishbones and/or tie rods broke and the chassis is broadly OK, or if there is related chassis damage. Replacing wishbones, rack, radiator, nosecone etc. is all pretty simple and low cost. Pretty much everything at the front end is easy - including minor chassis tweaks like the steering rack bridge bending. If the chassis is significantly damaged then you will a long front which will add a few thousand to the bill to strip the front and engine out, have Arch replace and then put everything back again.
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Yes, it does look like that from the R400 diagram. Could well be a different tacho.
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CAN H/L are definitely in the multi connector on the back of the rev counter. UR and SR. Although that doesn't define what they are and aren't used for!
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Hi John yes, it's not PCM into the rev counter but the feed out to the gauges (eg the fuel gauge) is a PCM like signal rather than the pure analogue signal that comes into the rev counter. (The fuel gauge isn't on the CANbus but it seems similar for all outputs). Charles
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That's a great resource John. Whilst your comment about one CAN device is true for sending data, the rev counter is also on the CANbus and provides digital signals to most of the instruments. I think it uses some sort of PCM but I never looked into it.
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The CAN config is neither editable nor viewable on a locked ECU.
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It's a Race Technology DL1 data logger which is what I use to log data in my race car. Software is Race Technology Analysis. The most recent screen shot is it just logging raw CANbus. The screenshots above that configure how to translate the raw into displayed. I used Excel to work out the right encoding (byte order, bit order, scaling) to translate to the display.
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The amount of CAN data published by Caterham ECUs has varied over the years from a little (like mine) to nothing. I don't know what their latest view is. On the new race cars they will change the ECU to publish more data if you pay them and promise only to use a VBox!.
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I just noticed that none of my screen shots are showing up which probably explains why no-one is commenting on them!!! Let me try and fix that..... EDIT - can you see them? They are hosted on OneDrive so might not be visible from a work PC where OneDrive is blocked.
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Here's a screen shot of what I found when I sniffed the CANbus with the car running. It's decoded at a higher level than you see in Wireshark. 1 x 29 bit address and 3 x 11 bit. Only 0x288 and 0x280 had valid data with 0x280 being RPM and 0x288 being water termperature. Note that both byte ordering and bit ordering can vary so it is easy to end up with something that makes no sense I posted the correct decode options above. Charles
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If you see packets with 0x288, that should be water temp and the data packet is only one byte (byte 2, MSB on the left) - although it does then need a scale and offset to convert to deg c.
