deanteam

The point is we bought the kit from the same dealer with the car, but not fitted, at the time he was not interested in fitting it himself, so we did it.

Lawrence, thanks for the time and interest, I am going a bit around the topic because of past problems with this type of situation on this site.. The car was second ( or third) hand and had ca 20k on the clock, 1.6K series, recently purchased. We decided to fit an Apollo due to the oil frothing issue when using the car for long periods at high load. The tank was fitted and as expected we lost some oil pressure. The car was bought with some garantee and it was back at the dealer for this work. His opinion is that the car has run a bearing due to the low oil pressure due to fitting the apollo tank where the feed pipe to the engine has been replaced by an 'ordinary clutch pipe'. We did not replace the pipe, we used what was there. I am trying to establish if the restrictor can 'fall out' during fitting and exactly where it is in the pipe/tank.

Thanks for your comments. Is the restrictor a separate item that can fall out if the kit is disassembled? What I am trying to work out is how could the restrictor be missing?

Lawrence_Z Which of the two fittings is the one with the smaller hole? I am right in thinking that the pipe can shortened without causing any change in the cross-section of the 'restriction'.

I have a background reason for asking the questions in this way, because we were supplied the kit complete from a main Caterham dealer. He is now critising the installation and claiming that the small hose has been changed for an 'ordinary clutch pipe'. I wanted responses to help resolve the issue.

I have trawled through past postings and could not find the answer to my questions, Where is the restriction that controls the amount of air/oil bled to the top of the engine? What is the best way to shorten the pipe from the tank to the top of the engine? Thanks for any replies.

Nope, but this is getting far too serious.smile.gif

I was told that just silicone is best for the diff-axle seal, now that is tight!

well, not me personally, but due to old age (could be me after all!) the petrol tank on the 1969 Series 3 has started to leak. Has anyone any ideas on repair or, failing that, where I could find a replacement? Thanks.

Does anybody know where I could find a replacement tank for a 1969 series 3? Thanks Geoff

not me personally you understand, but due to old age (could be me after all!) the petrol tank on the 1969 Lotus Series 3 has developed a leak this week. Does anybody have any ideas on repair or failing that where I could find a replacement? Thanks.

If brakes and bearings are in order do you have same caster both sides?

Yes its coming on Le Sept. The car is a 1996 model with the standard 1600 K-Series engine, hooked to a six speed gearbox but without a LSD. The Chassis and suspension is the basic set up De Dion at the moment. Looking forward to seeing you on Le Sept Regards Matthew

Some of you might be wondering why the deanteam is writing about a C******m, but my sisters got herself one, and we’ve just fitted according to the Fitting guide a Apollo tank on a K-Series engine 1.6 and I’m wondering what kind of oil pressure should be achieved with the car running. At the moment its reading 4bar @ 4000 rpm, what I think is not very high. The oil used is Castrol RS 10W-60. Any answers or recommendations would be very appreciated. But I must say working on the car is superb, after working on it I could not find any trace of grease or dirty oil on my hands, this must be the engineering achievement of thirty years. Regards Matthew

I have some cast iron Ford PCD hubs, as I have gone to aluminium. Problem is that I am in Switzerland but if you know someone going to 24hrs at Nurburgring, we could transfer cheaply. Let me know if you are interested.

Might be interested in just the axle. From which Ford car, what brakes are fitted, what diff ratio, is it strengthened, how much? Sorry cannot swap.

As understand it from the Burton 2001 catalogue that the ATB LSD unit for an English axle is 385ukp ex. vat, and for the Sierra 475 without VAT. Whilst 425 would represent a saving for didion drivers apparently not for live axles.

We could be interested if the deal included units to fit a Ford English live axle.

We have a Ford lump with dry sump, but the oil pick-up is from the sump in the centre and is mounted horzontally in the drain channel. The whole istallation gives much greater ground clearance than standard as the dry sump is much shallower, no need to retain oil! Just a thought, even if the fitting does hang down is the overall depth more than the wet sump? I have just looked at the Burton catalogue and they list sumps with front or back drain channels, could it be that the pan should have been a rear drain type, where the fitting would be protected by the bell-housing?

Pierre, You'll find it here (maybe)here If not it's http://www.merlinmotorsport.co.uk Regards Naomi

I am interested in the drums but we run Ford axles. Could you let us have the contact information of the company to find out if they already do Ford type? Are these anything to do with what was known as Alufin?

Click here to go home = Click here to go home!

Only just caught up with this one. We have these calipers and have reported our experiences in previous threads. We have standard discs and from that point of view no problems have developed. We had problem as the calipers were first fitted to uprights via a separate plate as on early Lotus 7s. The brakes bent this plate. Since fitting the later uprights this problem has dissappeared. However for track days we found that there was enormous wear on the leading edge of the green stuff pads. We questioned the sizing of the pistons but no one else has reported a similar experience. We will probably go to red stuff next year. We have worn pads pretty thin and they didn't drop out, if that helps. Perhaps a bit more maintainence is necessary because of the lack of dust seals. http://www.blatchat.com/Topic.asp?topic_id=7743&forum_id=8&Topic_Title=Brake+pads+wear+%3F&forum_title=TechTalk Edited by - deanteam on 23 Nov 2001 10:37:59

Inlet side, and side opposite to the casting numbers.

Another thing to remember is that, if you have not changed the master cylinder you will have more pedal travel than before as you have changed the piston area ( fluid volume ) in the caliper.