21jigsaw

Engine earth?

Hi,

Remove the philips screw and cover adjuster knob pulls off, exposes two more screws and a nut release those and the mirror comes off. Metro original fitting also Lotus Elise mk1 got my spare from wingmirror man.

Dave

The original k series had a metal pickup (LSP10015 later superceded by the plastic pipe LSP10027) this  was shortened for the caterham appliction due to the sump design. For production, Caterham contacted the MGR supplier who supplied a shortened version of the original pick up pipe direct to Caterham. Cant remember the supplier at present.

Dave

Hi Pendennis, Ian,

Yes that looks like the original caliper that my type , which is no longer on the website was supposed to replace.

The major issues :- the return spring / cable, when cornering  would pull or push on the cable  putting the pad in contact  the disc . The standard spring return was not sufficient to return the calipers to there stops despite buying the Hi spec cables. Pulling on the hand brake would not even stop the car rolling off the trailer hence altering the hand brake lever ratio to apply more pad load. The pads are circular and held in place by central 4 or 5 mm hexagonal screw which worked loose after no more than 1000 miles scoring the disc.

I mounted the caliper on a plate that  comes off 2 of the hub mounting  bolts

Dave

Would not recommend ,had to double up on the return spring alter the hand brake lever ratio still a crap design possibly why Hispec don't market now. I have not evaluated other designs / manufactures .( other Hi Spec design or Willwood ) Just looking at pad material coefficient of friction to increase brake effisiency . If you go Hi Spec watch out for the pad retaining screw working loose.

The VHPD heads were manufactured by MG Rover in east works by utilizing the VVC bottom and standard top dies in the casting process before being machines in house. They were then passed onto PTP who handled all third party engine sales (Caterham, Lotus etc.) for MG Rover. PTP not having the necessary expertise / facilitys sub contracted development work to Janspeed.

Hi Andrew,

Hindsight , should have put it in place before the strip it might have highlighted where the oil was going, 

Dave

Catch tank between cam cover breather and inlet manifold?

Hi,

Surface of the piston rings any vertical scoring / scuffing.Did you check the cam timing on stripping?

Dave

Is this the one?

Sigma Steel Flywheel manufactured by Titan, visible surface corrosion approximately 3,5kgs £140 +p&p/sites/default/files/images/users/1664/sigma%20flywheel%20002.JPG/sites/default/files/images/users/1664/sigma%20flywheel%20001.JPG

Have you looked at the pump jets - for deposits / blockage, springs and plungers for cleanliness / damage ?

Hi Andrew,

Did you note any difference in blow by / crankcase compression on the two engines.

Had a chance for a run down the road and a visual on overrun smoke?

As before, it seems to be across the engine not just 1 or 2 cylinders - Bore finish, ring scuffing, valve seals, cam timing?

I agree I think you have reached the point of a strip,inspection and measurement. Maybe a head swap to identify the issue

Dave

bump

Hi Andrew,

Interesting results but difficult to draw conclusions quite a few variables :- engine heat, clearances,oil viscosity, bore surface finish, piston clearance, engine static the dynamics of which tend to change when the engine is running.

Dave

Hi Andrew,

Yes does make sense a lot of work. 

If it were a piston / bore issue it would tend to show up on one or two cylinders. It looks towards effecting all cylinders.

I would be tempted to run down the road and get a visual of the exhaust on over run. Exhaust gases against paper might help. Reusing the head bolts is fine.(several times)

From memory the tune was modified to damp  the throttle closing / not allowing it to shut completely at higher revs. noting from your graph that depression is greater at higher revs!

Dave

Hi,

I would have thought your figures on overrun were quite high, K series limited man depression due to light oil haze on overrun - oil being sucked down the valve guides.

The addition of an oil catch tank will change the input parameters, increase manifold depression whereas raising the the throttle stop would decrease it but upset idle strategy

Dave.

I would look for scuffing or polishing on the thrust faces and compare to the non thrust areas, have you put oil down the bores to isolate the piston / rings determine any effect on the compressions.

There are no visible differences between the cylinders with regards to colour, compression, plugs, which would tend to rule out an issue with individual cylinders.

Increase in manifold compression can increase oil past both pistons / bores and valve / guides.

On the VVC inlet manifold depression is measured on the t map sensor have you the facility to measure the depression and compare to a standard vvc cam timing that would rule out that possibility.( through the full rev range)

Dave

Hi, Just a few thoughts :-

I tend to use the compression test gauge as a comparison between cylinders rather than a outright figure they tend to be rather inaccurate with regards.

Have you looked down the bores to see if there is any polish or pickup ?

With changing the cam timing has this created more inlet manifold depression?

Has the spark plug gaps increased? indication of detonation.

Cam timing ? difference between 1&2 and 3&4.

Any colour difference between the 1&2 and 3&4 plugs

Dave

Wanted Tran X Amb 260 Dp Transponder

Dave

A pair of uprated ears for the 2 pot rear calipers.

Dave

Your pads appear to be Mintex 1202 from an earlier version of ap 4 pot calipers I have a spare set as well - removed to fit Pagid pads . I think it was a Caterham standard race pad at one time.

Also have a set of  4 pot calipers of this era but with a stripped bleed screw thread. I f you know of anyone with a spare caliper AP please let me know.

Hi, I have taken 2 pieces of foam, placed 1 in OAT and 1 ethylene glycol coolant brought to the boil and simmered for 20 minutes now on the shelf in the garage soaking. 
Been soaking for 22 days now 

No swelling , shrinking or deterioration . Coolant does not appear to have an adverse effect.

Back in the oven thermocouple embedded in the center of the foam

120 deg c OK

in steps of 10 deg c

felt slightly course in texture at 160 deg c

Continued to 255 deg c. although softer. no delamination

The elastomer on the head gasket fails  250 deg c .Degradation start around the 200 deg c.

No closer to  the cause of failure!!!!!

Dave

Marcus, No swelling / shrinking will leave to soak for a few more days.

John, Good point updated list.

Suggested  survey.

Only cars with foam fitted or suffered foam failure
engine size 
approx bhp
have you suffered overheating issues / airlock etc. Y/N
appollo / laminova fitted Y/N
wet sump only Y/N
Type of running :-
gerenal road
trackday
racing
The following questions are for Foam failure only
approx age  of foam in months
year of foam failure
approx milage before failure
oil grade type and brand used.
coolant type and brand used.
did coolant require top up during this period that the foam was fitted.
cooling related  failures / issues during this period . Y/N
any major engine issues / work carried out prior to foam failure. Y/N

I have I missed anything?

Be grateful on any suggestions / help on how to gather this information

The foam failures  have not been consistent, hence there must be a  trend that will lead to the cause of failure providing enough accurate information is available.

 lets look at the variables prior to failure

age of foam -when purchased, when fitted,

Failure of foam -

age year , mileage.
time period in engine.
oil grade type and brand used.
coolant type and brand used.
did coolant require top up during this period that the foam was fitted.
cooling related  failures / issues during this period .
any major engine issues work carried out prior to foam failure.
Type of running race / track days , general road.

Have I missed anything out?