aerobod - near CYYC

It is an elegant and effective solution from an engineering perspective. The alloy cup would likely be the component to fail by having the spring clip effectively shear a cylinder of aluminium away from the inside of the bore. That cylinder of aluminium would have a cross-section of about 100 square mm, from looking at the video. That would require a force of about 20,000N, i.e. about 2 tonnes of axial load on the damper.

This is the copper RTV silicone I used to seal my exhaust, operating range to 371°C http://www.permatex.com/products-2/product-categories/gasketing/gasket-makers/permatex-ultra-copper-maximum-temperature-rtv-silicone-gasket-maker-detail Seems to be available in the UK on eBay: http://www.ebay.co.uk/itm/RTV-Silicone-Permatex-Ultra-Copper-Gasket-Maker-Sensor-safe-Permatex-81878-/321085655159

PTFE insulated cable is commonly available in many standard stranded gauge sizes and is rated to 200C.

Both my altitude and the wide temperature variation here (any day at this time of year can see the temperature swing from -5C to +25C) cause a need for a modified idle position to allow the car to idle when cold without using the throttle, unfortunately the Caterham default map doesn't consider my climate to be in normal range. The top end of the throttle opening may be a tolerance issue, but the throttle blade does fully open and hit the fixed stop (cable travel is adjustable by winding the pedal stop in). I believe the Caterham map is designed to be at throttle site zero at 1.0V and throttle site 15.0 at 5.0V, but this is impossible to verify without seeing the maps unencrypted. The 1-5V range doesn't seem mechanically possible with the throttle body and TPS used, my throttle blade sweeps through the full range. This may be due to manufacturing tolerances. In my case the only real solution is to specify throttle site 0.0 is 1.30V and throttle site 15.0 is 4.68V, as the throttle body and TPS seem to be mechanically and electrically as they should. This is trivial to do with the 9A4 ECU and Easimap, but only possible by Caterham on the locked 992 ECU.

I believe there are a couple of issues with the standard R400D map relating to the throttle site when the throttle is closed. One is sensitivity to throttle position and cable tension. To get the car to idle evenly, the default throttle stop position takes the TPS voltage over 1.30V, which takes it into throttle site 1.0, as opposed to 0.0 to 0.9, this causes the map to see the throttle as being open, increase the revs, then drop back again. This is not helped by the normal lambda probe oscillation in closed loop at about 0.3Hz. Throttle cable tension also has to be set carefully, as there needs to be a couple of mm of slack when cold, so that it doesn't crack the throttle open when hot. With a bit of fiddling to minimize the throttle voltage by winding the stop back as far as possible and adding a bit of slack in the cable, I managed to get my car to a 1.20V TPS voltage and to idle evenly at 950 RPM instead of hunting between 950 and 1250 RPM when hot or requiring throttle input when cold. Another interesting issue with the standard map is that it only gets to throttle site 14.0 on my car at full throttle, as the TPS can only rotate to give 4.68V before it hits the non-adjustable stop at full throttle, so the car never gets to site 15.0. Due to the issues with the standard map on the 992 (especially as it totally ignores any barometric sensor input, which I need at my 1250 metre altitude), I bought an MBE 9A4 from SBD. Unfortunately this week I had to ship the 9A4 back to SBD for a re-flash, as Windows hung while running Easimap when I was writing a new chip file with enhanced wideband lambda control to the 9A4, bricking it. One other interesting thing about the standard map on the 992 is that it is very aggressive in advancing ignition, to over 50 degrees in some high load conditions in the 5000 to 6000 RPM range and in the mid 40s at redline, I'm not convinced there isn't some pinking, but will need to have some analysis done with a knock sensor to be sure.

I agree with Martyn, MBE 992 ECU factory fitted to my 2012 R400D runs open loop under the following conditions: First 30 to 90 seconds from start (until oxygen sensor heats enough to drop sensor output voltage below 1.3V). Coolant temperature equal to or below 60°C. Engine speed below approximately 4100 RPM (inferred by data logging, as map is encrypted). Throttle site below approximately 10.0 (inferred by data logging, as map is encrypted). May also be put into open loop by other parameters, such as MAP pressure, but difficult to tell from data logging.

I tried Easimap 6 on Windows 8.1 (64-bit), it worked without a problem. Should work with Windows 7 64-bit, but if there are any issues with the MBE USB driver in 64-bit mode, then it should work if run in 32-bit compatibility mode.

I see they are out of stock at the moment, but I just bought one a few weeks ago. Fairly simple construction if you can get hold of a male and female 4-pin Econoseal connector for the existing loom, then cable in a connector compatible with your high mounted stop light.

I have the Aces Sureshift unit branded by Caterham and installed on my R400D as a factory fit (although assembled by Super7 Cars in Canada, the Canadian importer, as opposed to Caterham). It has the control box that allows full configuration, although I didn't realize that at first until I poked around well under the dash to see it fixed on the firewall.

If you have the version with the control unit that has configuration capability, the recommended method is to setup for a 2 cylinder engine. Here is the link to the manuals for the current Sureshift units: http://www.aceserve.co.uk/new04/techsupport.html

While I was loading a new chip file to my MBE 9A4 the Easimap 6 software and/or Windows froze, causing an incomplete load of the file to the ECU. Easimap is now unable to communicate with the ECU. does anyone know if there is anything that can be done to force the ECU into a mode that would allow it to accept any chip file, to re-enable communications, without having to ship the ECU to SBD Motorsports? I have confirmed that my old 992 ECU still functions fine with Easimap to confirm it is the 9A4 ECU that has a problem, it is currenty swapped in place of the 9A4 so that the car is operational.

The standard BMW part number for the 26x31x2mm aluminium "Gasket ring" is 07119963418 (or in BMW format 07-11-9-963-418). You can take this part number to a BMW dealer or Google it to find other suppliers, should only cost tens of pennies.

If you can undo the pan and move it forward about 5 or 6mm, use a couple of pieces of steel sheet about 1mm thick and put a 90 degree bend in each, place them either side of the gap and hold them in place with a block of wood and a jack, away from where the bolt is. Then use a 2mm or thinner cutting disc carefully inserted between the two bent pieces of steel that will be used as a guide and to protect the aluminium casting faces. It should then be easy to carefully cut through the sheared bolt. With the pan removed, you can then take it to a specialist for removal with a screw extractor, if you are not able to do it. The more space you can make by moving the pan forward, the more bolt shank you can leave to potentially just use mole grips or equivalent to remove the remains, as opposed to a screw extractor. in terms of the bolt characteristics, it is likely either a 10.9 or 12.9 bolt, as hex cap screws have to be fairly hard to resist rounding the hex socket. This means that a conventional high speed steel tool such as a twist drill or hacksaw blade will not cut it, as they will not be hard enough. Abrasive, tungsten or other none HSS blades or tools will be needed. If the bolt is M10 x 55mm, any fastener supply shop should be able to supply replacement bolts, I would personally use a pair of 12.9 replacements, which shouldn't cost more than a pound or so.

For the R400D, the MBE 992 ECU has the same pin-out as the 9A4 ECU.

MBE-MAP-KIT-3-CAN is also the correct cable and adapter for Duratecs (as well as Sigmas) using the MBE 992 or any other MBE ECU with CANbus.

Although my car is an R400, I can tell you that the Throttle 2 (as opposed to Throttle 1 which is used on a plenum system) and Baro Pressure errors are normal on my car (neither sensors present, so inputs are discounted). In terms of Oxygen Sensor 1, the standard Caterham map on the 992 ECU should use it, but the errors may only be produced before the timer has expired during warm up. I've also noticed a few other benign errors such as "bad missing tooth count" that seem to be logged when the engine is cranking. In my case, my car normally operates at an altitude between 1100 and 1900 metres, so the standard ECU map ignoring barometric pressure was very problematic, leading to a spark plug life of about 2500km (1500 miles), as lambdas ranged from 0.6 to 1.0 after warmup, instead of 0.85 to 1.0. This is due to the fact that baro pressure is defaulted to 1.04 bar in the standard map, whereas it is only 0.80 bar at 1900 metres, so the car will run 30% rich without barometric correction in open loop. To be able to alter the ECU parameters I have invested in an MBE 9A4 ECU, IAT sensor, baro sensor and Innovate LC-2 wideband sensor so that I can fine tune the engine in my environment.

The N987 MFG number plate seems to have been originally assigned in Brighton, which is only 50 miles from Farnham where the "previous keeper" shown on the V5 is from. Perhaps the car used a new chassis after an accident that merged the Belfast cars' parts into a new vehicle that DVLC issued a new registration for? The DVLC rule is that a car can't use a number plate that is newer than the age the car is deemed to be, so they must have deemed it to effectively be a 1995/96 or newer car for an "N" reg.

The mirror came from Mirrors for Sevens (http://www.mirrorsforsevens.com/), not cheap at US$120 plus shipping, but it is wider angle than the conventional centre mirror together with the door mirrors.

I use a small £5 lapel microphone I fitted with a foam cover and Velcro attaching to the tunnel side in the passenger footwell, here is a sample video of my R400 with standard exhaust:

What I use here in Canada is a company that specializes in difficult low profile tyre fitment using back mounting to avoid any wheel scuffing. Their typical clientele are car enthusiasts and all the employees are car enthusiasts themselves. Dismount of the old tyre, new valve and tyre mount with road-force balance cost $20 per wheel (about £12), they are happy to mount tyres from the Internet (in fact they will often suggest getting tyres from online suppliers if they aren't competitive themselves). I will never let a national tyre fitting place near any wheels that I don't want scratched.

I found the brighter Sylvania bulbs took the car from candlelight to oil light, but the reflectors are 1950s era and don't have the depth to match a modern projector headlight with a conventional bulb. Harley Davidson riders also have the same problem. I'm strongly contemplating the JW Speaker LED units, unfortunately about $1000 for a pair, but could be worth it, 5 3/4" units: http://www.jwspeaker.com/products/headlights/#product=500027 7" units: http://www.jwspeaker.com/products/headlights/#product=500492

This should apply to all Duratec engined 7s and I believe Sigma, too. The key is to having either an MBE 99x or 9Ax ECU that is CAN bus compatible, Caterhams typically will use the 992 most commonly or may have been upgraded to the fully pluggable 9A4. If in doubt, take a photo of the ECU and connector and contact SBD Motorsports for them to identify it (I found them to be quite responsive over email). 992 and 9A4 ECUs will use this connector, which has the OBD2 connector for the CAN bus connected on pins 8 and 9: http://www.sbdev.co.uk/Info_sheets/Wiring_Harness/LM9A4-OBD-COMMS%20Connection%20information.pdf This is the pin-out list http://www.sbdev.co.uk/Info_sheets/MBE/9A4-PinoutIssue%20F.pdf If for some reason the OBD2 port is not fitted, either Caterham or MBE have the adapter: http://www.caterhamparts.co.uk/product.php?id_product=2788 It is in the SBD MBE parts list as LM9A4-OBD-COMMS: http://www.sbdev.co.uk/Price_List/Duratec%20Price%20list.pdf

You basically need the MBE-MAP-KIT-3-CAN cable listed here: http://www.sbdev.co.uk/Engine_Management_Systems/ECU/Programming.htm I'm running the Easimap 6 software on an old Windows Vista Netbook at the moment for data acquisition and real time sensor info viewing, but have run it on a Windows XP laptop, too. From a data analysis perspective I normally transfer the data capture files to a Windows 8.1 virtual machine that runs in my Linux Fedora 21 desktop system, allowing faster analysis and viewing on a 23" screen. Any Windows machine able to run 32-bit mode with a standard USB port should work, but it may be better from a USB driver perspective to run XP, Vista or Windows 7. I followed the MBE instructions exactly and it worked first time: http://www.sbdev.co.uk/Engine_Management_Systems/ECU/Easimap6_Download.htm Check the location of the 16-pin CAN bus connector, on my 2012 R400D it was covered by a large round rubber cap below and under the edge of the dash against the top of the kick panel. As my car is left hand drive, this is on the left side of the car, I expect it will be on the right for UK cars. This connector is a standard OBD II compliant connector, but from a software perspective it only implements the CAN protocol, so any standard OBD software / app is unlikely to work (I tried a standard OBD II code reader, it saw the CAN protocol, but couldn't communicate). The data acquisition worked perfectly with the standard R400D MBE 992 ECU once I worked out that about 20 sensor inputs was about the maximum the laptop and USB link speed could handle without starting to miss data points (at one point I had about 120 parameters configured for data acquisition, even though some of them weren't reported by the 992, anyway). Basically you can set up multiple nice dashboards with about 20 dial or digital displays on your laptop and strap it in to the passenger seat, or take a "diagnostictitian" with you to look at the outputs in real time. One thing to bear in mind is that you need to save the diagnostic info to a file before switching display screen (if you configure multiple dashboards), otherwise all collected data is lost, as it does a collection reset (I've had several flat-out data acquisition runs that were perfect, that I lost the data capture from by forgetting this). After I worked out that the car didn't have altitude correction using the standard Caterham/MBE 992 ECU, I tried every combination of unlock code using a script that ran for 2 days, the ECU wouldn't unlock, so I think that it requires custom software beyond Easimap that only Caterham has to re-map it. Consequently I bought a new MBE 9A4 ECU and barometric sensor to allow the car to run much more optimally at my 1250 metre (4000 feet) or so altitude, the Caterham map default barometric pressure is 1040mBar, it is normally about 870mBar where I live, so the almost 20% over fuelling was destroying spark plugs every 3,000 kilometres or so!

A "H" rated or better winter tyre will stand up to use in higher temperatures without a problem, they are designed for sustained high speed use, so have to be able to withstand a very wide range of temperatures. You would have to go to a 15" wheel to get a "H" rated winter tyre, 175/55-15 or 195/50-15 would be suitable sizes that are available.

Assuming the wheel stud and wheel nut are matched in strength (i.e. 8.8 to 8.8 or 10.9 to 10.9), a standard nut will shear the stud before the thread fails. In the case of an M12x1.5 thread, a standard M12 nut is 10mm thick, leading to 10/1.5 threads of engagement, i.e. 6.5 turns to the nearest 1/2 turn. Assuming the thread isn't damaged, 6.5 turns of engagement should be enough to shear the stud under excessive tightening force as easily as any more threads of engagement could do. I know on our BMW 135i that the hub thickness is 10mm for the five M12x1.5 10.9 strength wheel bolts that are tightened to 120Nm (compared with 75Nm for the four Caterham wheel nuts), giving the same 6.5 turns of engagement.