JonP

Ford diff in the chassis on display at Caterham, didn't ask about the gear ratios. JonP

Hi Marty, The bolts are obtainable from Ford (Sierra propshaft flange to differential ) or Caterham and i believe are a blue painted self locking bolt. In view of the fact that the bolts have become loose I would recommend replacing all four. Check the correct torque figure either in the build manual (if you have one, I don't!) or by ringing Caterham. Cheers JonP

Been here....new wishbone I'm afraid. Lots of copperslip on reassembly! Good Luck! JonP No longer Sevenless....!

Hi Folks, Agree with Nigel on the A frame, worth doing. Seems the tyre sidewall height and stiffness has a lot of influence, I had a live axle car with 185/60 14 on it and the thing was dangerous...slightest ripple in the road and the back end would go very rapidly! 185/65 14 made it much better, 185/70 13 (ie the original fitment for live axles, better still. JonP No longer Sevenless....!

Just replaced the foam on my VX, the crank position toothed wheel chews little bits off which clog the oil pressure sender! Feel the foam is a bodge to get round shallow sumps on engines designed for transverse operation and would recommend 'proper' dry sump at first opportunity. Also object to paying £16+ for piece of foam although you do get a free hand scrubber thrown in (with the VX at any rate!) JonP No longer Sevenless....!

Micheldever Tyres in Hampshire (just off A303) used to be able to do this, 01962 774437 JonP No longer Sevenless....!

Hi David, No as I recall, but it was a popular addition, as was the dry sump. The car also has a remote oil filter which helps with ground clearance a little. Cheers JonP No longer Sevenless....!

Kay Tee YHM JonP No longer Sevenless....!

Dear All, Just to advise (and put this back to the top!) both David and myself now have digital photographs of this car which we will happily email on request. JonP No longer Sevenless....!

To clarify, The car was originally registered as G330CPK, and is as far as I recall 1989. The car was totally rebuilt by Caterham cars onto (again as I recall) 1992 chassis which has the 'snake tongue' later style bracing to the footboxes. The footboxes would have been the same length, but obviously the siting of the dry sump tank results in the passenger side box being shortened, much in line with the older chassis design. JonP No longer Sevenless....!

Hi All, David, I'm going to add my 2 pennyworth and push this back up to the top. Hope thats OK. I was the second owner of this car, and knew the first owner well as I worked with him. I can vouch for the history and also the circumstances behind the present sale. The engine has the head ported by Roger King to the true 1700BDR spec, ie not as sold by Caterham! and also now has unleaded conversion. Engine was running the standard cams and still made 190BHP and rising, around 150BHP at back wheels. With the Roger King drivability mods the engine was very quick at the top end but also entirely tractable on the road, pulling happily from around 1500rpm. Although the car was 1989 factory build it was rebuilt on a new chassis in (from memory) 1992 having only completed circa 4500 miles following an off which again is completely documented, in fact featured in Low Flying. This accounts for the condition of the chassis, it was brand new with only dry miles. The gearbox is a Quaife with helical fifth by Brian Hill, specially done for me for quieter cruising, bell housing is alloy. Full dry sump and oil cooler, always run on Mobil One. So nothing to hide, completely genuine and cherised by the last owner to who I sold, now sadly passed away. Well worth the money, I would buy it myself if I didn't have a (slower!) VX powered 7. Please email me at jpippard@bigfoot.com if you would like to discuss offline. I also have some jpg pictures at the time of my sale to present owner. JonP No longer Sevenless....!

Re Flow meter position...that seems to have fixed it....famous last words... JonP No longer Sevenless....!

Hi Steve, Thanks fo the extra info. I think part of my problem maybe that the flow meter electronics were positioned very close to the coil pack at the back of the engine. I've now turned the flow meter so that there is 2-3inches between the coil and the sensitive flow meter electronics. Just need to find time to test it now! Cheers JonP No longer Sevenless....!

Hi Steve, Before I sound like I know what I'm talking about...went down to the new forest today and the problem is still there despite the ECU reporting all clear when I got home. So either its not the ECU, might try a new set of ignition leads I think OR the ECU is so corrupted it can't remember whats going on. Actually wonder if its the Vecta playing up....More fun! 'My' fault is that you can be driving along with full load or no load on the engine...and it momentarily cuts as if the ignition has gone off, the ECU light comes on, and then the power comes back and eventually the ECU light goes out. Then its all OK till the next time. A complete bar steward in other words. Thoughts anybody in internet land? Cheers JonP No longer Sevenless....!

Hi, Rallytune were in business around 1990-92 time, and I bought a few bits from them with no problems. They did have a good reputation, but then seemed to suffer from some bad press and went out of business. I am not familiar with the cam in your engine, Roger King would be your man, but the tappet clearances mentioned are not unreasonable for a mildish cam of that era...in fact I think the original Caterham Sprint engine settings were close to that. Hope that helps! JonP No longer Sevenless....!