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UPDATE. The failure of a constant supply to the Regulator within the Alternator, was the cause of the intermittent charging and likewise the erratic light indication on the dash. (battery symbol) The pair of wires (ing feed to Regulator and dash indicator). Pass between the Supercharger and the block,although the readings appeared within tolerance. Once the harness had been removed there was evidence of a fatigue fracture close to a fixing point. (replaced wiring in harness) As to the oil light symbol going off before the engine was started a lose connection on the multi plug was problem. I placed a D.V.M. connected to the power socket and monitored the voltage during a 20 Mile trip. Battery volts engine off 12.7V Tick over 900 RPM 13.72V 3000 RPM 14.10V 3000 RPM Head Lights 13.21V Thank you for your help.

Thank you for your suggestions, The test of the supplies to Alt power in has been tested and the unit removed and mechanically driven with a proven winding voltage. This gave a output of13.66/14.02 volts output ( Alt is therefore serviceable) It is the lack of supply (12v) to the unit when fitted in the car that appears to be the problem. Its this source that i am attempting to pin down.

No its a sculptured dash.

Ignition light has always worked until this fault occurred. On with ignition ON and then OFF as soon as the engine starts. Raising engine to 3K dose not alter the output 12.6V steady. The symptom of the oil pressure symbol going out within 1 second without the engine running is the strangest point.

Good afternoon. My long serving CSR has decided to test me. with a intermittent fault. (Then permanent). No output from the Alternator Digital Volt Meter indicates 12.6V at battery terminals and at power output terminal of Alternator. When the key is turned to on position No battery symbol is displayed and the oil pressure symbol comes on momentarily then extinguishes at this point the car can be started on the button and runs without hesitation. Is there a drawing available so that i can trace there common point. Is there any connection with the ante theft fitted by Caterham. Your thoughts please. Robert.

Schroth Racing 6 point harness for Caterham. F.I.A Compliant until 2021 Pull up configuration. Buckle on left shoulder strap. Never put to the test (no accidents) In very good condition. £135.00 + postage.

Evening all. David.Ashley Poole has given you the text book explanation of the missing resistor. i can only add that i wish i had read Davids input before i filled the swear box with money. I presently have 4 of the resistors looking for a good home, Send a PM if the need arises. Regards Robert.

Reply Blue 7 Good evening no connection with Yorkshire, very much a Suffolk resident when at home. Yes the car is a CSR. I followed the usual distance check with the Hall effect unit on the rear drive shaft all in order. The earthing arrangements at both the censor end and the head end were within 0.23 Ohms of each other. and using a good quality D.V.M. with fast response i was able to see the signal pulses at the head connector. Tested the head unit on a temporary rig no fault found. After 4+ hrs of looking through the loom i was unable to find the resistor shown on the diagram. the one that i was able to find was not the correct one. So i inserted the new resistor in the signal line directly behind the head unit resulting in a rock steady unit well into the 3 figure zone (private test area). As to the source of the resistor i will pope one in the post if this proves to be the problem.

Following a rolling road set up the readout on the Speedo failed, I eventfully traced the failed item to the small resistor that pulls down the pulse from the hall effect censor. I can only conclude that the high vibration levels on the rolling road brought about its demise. The cost of the resistor was £0.14p, Finding the fault cost me quite a few gray hairs and an overflowing swear box.

i think it would be prudent to remove the prop and then you can inspect the joints correctly, If the UJ parts company with the yoke you stand a very high chance of being injured. Is your car fitted with a catch loop which is meant to limits the props trajectory if it lets go,

Speedo works. The problem turned out to be the lack of a 1K Pull up resistor. (£0.14 Pence) This is not to be confused with the ceramic resistor which is directly behind the tachometer. The other points that are of note on this voyage of discovery are. C/C new 5.5mm sensor is sent out with a nylon spacer if you are attempting to fit the unit to a CSR. It will need drilling out if you wont to use it to bush the existing 8.0 mm hole. However the use of this adaptor masked the led indicator which helps in the setting up process. So a new bracket was fabricated which allowed the sensor to be aligned to the center of the trigger wheel. I have not been able to find the original 1K resistor and can only surmise that it was contained in the old ECU or its program. The read out is rock steady and very accurate after calibrating it. Thank you to all those who offered information over this problem.

Hi Graham. You are welcome to borrow my set if you are in the Suffolk area. Robert.

Thank you Chris & Gulf 1 I was puzzled by the inputs to the head unit as it was as you state set up for a PNP. Your Info re new 5.5 units assisted me in trying to understand the cost of an apparent threaded adaptor only as opposed to the complete kit. Do you happen to know the position approximately where the 1K pull up resistor is mounted? Also a thank you to Gulf 1 Was the bracket you speak of on a Series 3 ? Regards Robert.

Can any member confirm that the Inductive sensor on the rear drive shaft is an NPN output. Manufactured by Schneider XS108B3NAL2 Also the size of the pull up resistor would be helpful. The new units from C/C appear to be 5.5 mm as opposed to the original unit which is 8. 0 mm thread. Any information would assist. Robert

Thank you both , It is the curved dash set up.

I have an annoying intermittent electrical fault on the starter switch background light. like wise the Speedo occasionally plays up. Is there a relevant electrical drawing out there for the year 2011 please. Thank you.

Thank you Jonathan for the directions to the appropriate archive. I wonder what the chances of Avon accepting the possibility of a quality control issue? I am fortunate in having a spare set of wheels also shod with CR 500 which are older and show no signs of defect,(as of this point in time).

I have noticed side wall cracking in my 15 inch Avon CR 500, only on the inside wall. is this a common occurrence? I thought that there had been previous correspondence over this matter but as of yet i am unable to find it. Your thoughts Please, Bob

I am looking for a Pace 7.5L dry sump tank of the easy clean type. To install in a "7" are there any out there? Regards Rob

Well done Jonathan. Your direction to Revilla comments on the unit were very help full. The pulse suppressor unit that is fitted to the 1350 unit is not in evidence. (1.5mm rubber cape internal to the pressure sensor) I must have dislodged it when cleaning the engine parts prior to reassemble. As for the Speedo, both gap and light output from the censor. work as expected. If i can find a fellow member with a spare unit(head) i could eliminate my present one. Thank you once again, Robert.

Hi Jonathan, Its the sculptured dash and rear wheel driven. I have followed all the recent techtalk threads and undertaken there suggestions to no avail. Multimeter is available. My primarily thought is that there is a common negative within the loom that is not Easley visible. The oil light was my biggest concern until i attached the calibrated gage at the same point on the engine oil filter block. It required the aide of an assistance to monitor the two gages while i drove to the required rev level and noted the light functioning. Sender unit is a Danfoss MBS 1350 (temp/pressure/switched point unit) Let me just add that i do not normally use this end of the rev rang, But curiosity got the better of me after the Mapping session. Robert. ​

CSR with supercharged engine. This has been almost faultless for 4 years. The engine was refreshed and new MBE ECU fitted and the obligatory R/R undertaken. First the speedometer failed (new sender and head unit returned to makers no fault found) Oil pressure light flickers at about 7100 rpm then fully illuminated at 7400+. Both the standard electronic oil pressure gage and the calibrated test gage show 4.5 Bar / 66 psi respectively. Is there a link? Robert.

You could consider the installation of a soft start unit on the compressor unit. This will limit the inrush of the start current which is approximately 4-6 times the running current, which occurs only momentarily on start up. There is a point when the expense of the additional equipment is greater than the purchase price of a petrol driven compressor! Robert.

.Thank you John. For the detailed stock numbers. I have placed the parts on order and expect that they will be there on my return to the UK. I will then update you of the readings that are indicated. At present the readings are up on those that you published, however i will test the calibration of the new unit before i place it in parallel with the existing gage. Best regards Robert.

Thank you Neil, I will fabricate one in the work shop on Monday. I take your point over the need to direct the censor at the center of the shaft, Robert.