brianmurray325hotmail.com

ford formula e 5/30 is the correct oil according to cc latest info

yeh, i'm reasonably satisfied with that, just needs improved mapping to get the icing on the cake

had my sv150 on the dyno at the weekend and with the current programme "MAP sensor driven" i'm getting about 115bhp at the wheels. i look forward to the new programme, "TPS driven should result in a more accurate "derived airflow measurement" Presumably the MAP will then read/monitor absolute air pressure i.e. open to atmosphere. I really didn't want to be dragged down this road of continualsprofessional development

if its diff your after i've got 3 give me a call 07768 573045

Won the battle but not the war....................... 😬Dear Mr Murray I am in receipt of your E-mail dated the 13 May 2009 which you sent to our enquiry unit regarding your dissatisfaction with the above garage. Having instigated a review of your case I can confirm that your opinion was correct in that NT R R Millar did apply the wrong reason for rejection criteria when assessing your number plates. The decision was incorrect for two reasons. The registration date of September 2000 for your vehicle put it out with the reason for rejection criteria and the postcode / BSAU 145d requirement had been removed as a reason for rejection. The failure recorded for "Nearside Headlamp aim too high" meets the fail criteria as outlined in the Testers Manual. This VTS has since been visited and the matter discussed with both the Site Manager and the Nominated Tester. Please be assured that all relevant and remedial action has been taken to prevent any future recurrence. In regard to your query about all of the issued MOT documentation having deferent test numbers this is the norm as new numbers are system generated each time a vehicle is logged for test. I must stress at this point that although we can take disciplinary action against the garage we have no powers to make them refund any unnecessary costs incurred by you as a result of their actions. If you intend seeking compensation from the garage then you may wish to take legal advice. Regards John. Senior Vehicle Examiner

yes, the number on the ali tab is what you want i just got a new MC for my old x-flow quoting this

thanks guys, i think we petrolheads suffer enough, i don't like unwarrented grief, i'll challenge him

had my SEPT 2000 beamer 330d touring MOT'd yesterday....it failed.......the number plates did not have the post code of the number plate supplier on and it was not made to BSAU 145d quote on VT 30 (REFUSAL OF AN AN MOT TEST CERTIFICATE) "001 FRONT (NO POST CODE OR BSAU 145D) REGISTRATION PLATE LETTER MISSING (6.3.1C) 002 REAR (NO POST CODE OR BSAU 145D) LETTER OR FIGURE MISSING (6.1.3C)" Can't find anything to say that this is required...anybody have any info. I have the original number plates as fitted by the main dealer at day one

yes Brian, give me a call on 07768 573045 regds bm

yes , i got a sniff that possible my MAP was not correct range and change it for another "with out a white label on "..................no improvement..........now suspecting a Lambda sensor...new one arrives thursday will fit Sat I hope. consumption is still 21.9mpg........................ah well philosophically..learning all i need to know about ECU controlled engines,,,,,,,,,,,,,,,glad i've still got two 45DCOEs attached to a crossflow in the garage

http://www.sbdev.co.uk/Info_sheets/MBE/967e_General.xls i'm told by the MBE man that this is the sigma 150 pin out for your interest

has anyone got the "pin out of the of the ECU cable plug / recepticle, no doubt there won't be too many used with such a simple system. This may help in chasing down high resistance earths etc.

Well thats my next week job, a wiring check and look at suspect earthing since i think i've changed all relevant sensors, tps, temp at water jacket, temp at inlet filter, haven't changed Manifold Absolute Pressure (MAP) yet but will try that also. By the way i thing all of these sensors are avialble at your local ford dealer, water jacket temp sensor was anyway..............and i think the rest have "Ford" stamped on them. just make sure you refer your ford man to the ZETEC SE engine they don't seem to know what a SIGMA engine is. *thumbdown*

I changed my temoerature switch on saturday (Sigma 150), wrong part supplied by CC so got correct part from Ford dealer, no improvement!!!! still backfires, misfires and orange flames from exhaust under both acceleration and deceleration and poor running below about 2000rpm. Changed throttle position sensor (got this from CC) but no real improvement (voltage output from position sensor seemd to rise & fall ok in response to throttle operation) still poor low rev running and after ticking over for 2 mins lots of black smoke and flames at first blip off the throttle. Thats temp sensor (at rear of cyl head changed, throttle position sensor changed, airflow at each choke set to 4.5kg/hour at atmospheric pressure and temp of about 12C, still getting poor MPG. Clearly mixture is toooo rich.........fuel pouring staight through into exhaust and exploding therein..........if it was human its like a real bad attack of the Arabian Nights.................Anybody else got any further news

changed out the temperature sensor today , its at the back of the cyl head you need a 20mm box spanner. CC sent me the wrong bit, dashed over to my local ford dealer and got the right bit £22, its going better and less black smoke but it still won't tootle smoothly at 1500rpm in 5th or 4th...it misses a beat.......may be its the ECU map, i'll give it arun tomorrow ....too much rugby to watch to fully check it out

forgot to add ,pre fault exposing itself mpg was 36 and a bit (now 25.2). and finally for this weekend .........i changed the temp sensor on the inlet tract (back of the air filter) and its still a bag of hammers at low revs...............meanwhile back to the crossflow for a week in royal deeside................roads just aint as good as royal teesside................don't forget mothers day next week, not many sensors getting changed next weekend

well the bad news is, did 136.7 miles in 24.54 litres about 25.2.gal and still running like a bag of hammers, lots of black smoke on tickover, basically in the old days we'd have said it was running on choke all the time. Begining to suspect a temperature sensor, there supposed to be 2 and i have 2 new ones but can only find one (on the inlet tract fixed to the rear of the air filter assy) but i'm not convinced thats the one thats shot, anyway we'll change it and see. I'm guessing whats happening is that the the "faulty" temperature transmitter is telling the ECU that the engine is cold and so the ECU is giving instructions to whack more juice in. If thats not the problem i'm starting to struggle, i can't belive that my ECU that was mapped on Monday last is at fault. Hope i can get it right by the switzerland trip wasn't looking forward to taking the '81 crossflow but at least i've got confidence in it..............................!

Well, had a play yesterday, set all all choke airflows to 4.5kg/hr, only adjustable by the pair (unless severe dismantling is done and each butterfly is rotated on the "common pair" spindle), then set the TPS output volts to 1.03VDC, tickover was 900rpm. I took it out for a blast and initially lots of pops bangs and flames from the exhaust then things seemed to settle down.Ihave a fullset of new sensors 'cos i'm not convinced i've cracked it but its running a bit better.I'm out today for a decent run and i'm going to check the mpg. My main problem is at low throttle openings it was a bag of hammers and to me running extremly rich...........well see what today brings

My SV 150's the same going to have a go this weekend, check all the engine earths ok set up the air flow to each cylinder (4.5kg/hr at 900 rpm i believe) using caterham approved airflow meter! then see how we go, change out each sensor, one at a time, TPS, MAP and Temp..........we'll get there

very simplistic ....one realy would need to know the vena contracta dp produced by each of the methods of what is effectivly a dp producer (at the various throttle openings) and this of course would be dependant on the velocity of the fluid together with its initial upstrem presssure, temperature and density because the recovery factor is dependant on the method of dp production or more to the point the amount of depression at the vena contracta. I realy must have another black sheep before i revisit bernoulli's theorem

Don't use double sided tape on the back number plate if you intend to fit a Caterham luggage rack. When you put a case on the rack that slightly overlaps the rack it rests on the rear number plate, or rather move up nad down on the rear number plate and pushes it off the sticky surface. Mine is languishing somewhere on the "Pass of the Cattle" between Applecross and Kyle of Lochalsh where we did a quick 650 mile weekend blat last autumn in the old crossflow..............use plastic bolts and do the job properly...........these adhesives will never catch on........my new factroy built SV Roadsport deployed the drivers side wing into oblivion just this summer............stuck on with adhesive of course

On the old Triumph TR4A,5 and 6 the hardy spicers (universal joint) on outboard side of the drive shaft could not be accessed in order to grease. They were required to be replaced when the knocking on take up became unbearable. i have stripped and replaced these many times and upon stripping them have found the small roller spline completely missing or disintegrated. I don't think i've ever heard of the hardy spicer flying apart and causing any serious damage even when in this stage of deterioration. So with the amount of oil flying about under the average 7 i think the UJs should remain in reasonable nick for quite a while. But it is satisfying to see everything nicely lubricated, one evry couple of years i'd say was enough but if your under there do it!

Has anybody had the problem i had when removing the engine oil filter? (in order to remove the Modine oil cooler which has developed a weep on the coolant side of the heat exchanger) Whilst removing the filter via the access available the oil dipstick tube which is thinly insulated with a plastic sheath touched the live terminal on the starter solenoid which of couse isn't fused, the thin insulation was penetrated by the sharp edge of the live cable lug resulting in quite a spark. I'm going to improve the insulation on the dipstick tube and also improve the insulation of the starter terminal. I would say that it should have had an insulated cover fitted during assembly. In the event of a serious shunt a fire could easily result.

I had the same problem, 20 miles from Caterham Midlands!...with 20 miles on the clock of my new SV150 Roadsport. Some fuel pump nozzles fit, others don't! which is great if you are on your last gasp of the stuff and you need to drive around to find one that fits. Caterham solution is to remove the check valve (flapper to the non engineer types) Basically get a hold of the flapper (after removing the filler from the body/rubber hose) with pliers and rive it out together with any bits / debris that comes away with it. c7 bmu

you got csr wheels to fit your SV without fouling anything? c7 bmu