susser

A series of statements that I think are relevant to the oil surge debate; One of the perceived problems with the K is foaming of the oil due to the crankshaft whirling round. Removing all the windage plates would make this worse I woild have thought. If your oil pressure is more stable with the plates removed, then this weakens the foaming hypothesis. I agree with you that 2 holes in the gasket can't significantly affect oil drainage, considering the flow rates. They would help drain all the oil during a change though. I recently removed my foam baffle and did a TD at Snett. Coram is allegedly a problem with Ks as it a long high speed right hander. I saw no oil pressure fluctuations, but I was looking out of the front most of the time. I'll be surprised if this is the end of the matter. With due respect.

Roger that WD40 trick; Be especially careful to get it on all mating faces. I only found one on my Beemer by getting it into an awkward place. Saved a lot of alternative investigations.

Yes, The studs should only be in tensile stress. But by not being wobbly; ie with spherical section nuts and bolt heads, they are being forced sideways to a degree dependant on their fitting accuracy. But with a car as light as a Caterham, they shouldn't be overstressed. Ought to back that last up with some calculations, I suppose.

Snake Oil Works every time.

Hubcentric wheels fit on the hub spigot to ensure concentricity. Tapered wheel bolts or nuts will only seat when the bolt holes are concentric with the bolt/stud centres. Unless the two are very accurately machined, then the wheel and the studs etc must deform within the modulus of elasticity, until they achieve contact So why would we need spigot rings with tapered bolts/nuts. I ask. 🤔

Some of the methods of bush changing are a little (lot) horrific. Warm it up with a hair dryer (it's rubber) and it will come out with a steady pull. Lube the new one's outer surface with silicone grease and push it in with your thumbs, Ensure the "pips" engage in their holes.

I had a problem with the disc contacting the caliper mount, due to the caliper mount brackets being inaccurately positioned on the DeDion ear. here It caused a squeak/rubbing noise once the brakes were warm.(hot). Couldn't repeat the noise once I'd stopped which was a problem. To cure it I had to remove a very small amount of metal from the carrier. I tried new discs as the ones I had were not truly concentric, (insert long story here) but the new ones were worse. You can see the witness marks here. this here shows the lack of clearance. There was slightly more clearance at the other side of the carrier as shown by the absence of witness marks. There is a horror story around this when I cocked up and didn't tighten the wheel properly after my initial concentric-ising of the disc. here Edited by - susser on 13 May 2008 11:24:52

What's the hose arrangement for a car that isn't fitted with a heater ? I assumed that the heater hoses acted as a bypass hose does in a normal system; allows circulation in order to maintain a closed loop control for the thermostat; When the heater control valve is "shut" it opens the bypass to allow circulation. The reason that I ask, is 'cos I've connected my heater outlet hose (the long one that leads to the 'stat) to the inlet stub just under the dizzy (EU2), in leu of replacing all my hoses.

Sorry but have to disaggree with Martin Erhard; Gulping air is Ventiation. As for Cavitation; If the oil pump caused Cavitation at the suction, due to the low pressure-vapour pressure bit, the cavities would collapse within the pump itself, as soon as the pressure rose above the Vapour Pressure. The result of Cavitation on a Progressive Cavity type of pump is A, Damage to the pump and B Reduction in pump delivery volume. I wouldn't think that the Cavititation that must occur in our pumps would have a noticeable effect, as it is likely to be so small. What we have with our K series is Ventilaion and Aeration, I believe.

Well I didn't think it would be this long.

Didn't get to make contact in the pits. I was impressed with the general driving, in spite of some of the Elise guys doing some pretty serious practice. Saw some dodgy overtakes into Surtees though. Even some Blue Flagged drivers failing to submit quietly. If I blue flagged someone like that and they attacked at the next corner, I think I'd shake the spiders out of the Black one. Needless to say, it wasn't a Lotus driver.

I wonder how long it will be before some smart 🙆🏻 cottons on the the words .

Wot at this toime o the noit ??

TJG I'm thinking like you. but, what could a cat do to correct high CO unless it's also got O2. Kinda comes down to the Lambda again. On Ploy that springs to mind is; Buy new probe for MOT, replace with the old one after and "wrap it in cotton wool". Put it in again for next year. Have sleepless nights about ruining the planet, sell the Caterham and buy a Pious.

Steve; It's not knackered. When we had a failed valve a few weeks ago, I got 150psi on all cyls (except for the 3 on the failed onehere ). One thing is the bores etc. I think the car's been used for tootling about for it's 74,000 miles. The bores have a brown tinge to them. We've given the car a number of 100 mile runs at dual carriageway kind of pace and the oil consumption has reduced. The trouble is, that it increases again due to the short (2x10 mile) trips that it gets daily. Maybe Les's idea of getting it diagnostic-ed is the way. Trouble is, I don't usually let garages anywhere near my cars. They haven't generally impressed and if you've got enough time, I'll tell you tales that will curl your spanners up. I've got an oscilloscope that ought to tell me what it's outputting. With the compressions up in the 150psi, I don't think the problem is blow by, more like lack of oil control. Looking at the full set of numbers, I've an idea that the Lambda probe is giving the wrong output and allowing overfuelling slightly. There's not much O2 left to complete combustion. If I gave it a good hard run and got the Lambda probe hot, then it ought to get clean. I can't see how a Cat can turn CO into CO2 unless it's got some oxygen to do it with. There isn't a lot at 0.15% is there.? The other way might be to drag the car into the road and set fire to it. It's come pretty close to that more than once. I'll go and have another drinkie now and see if that helps me eeeerrrrrrrrrrrrrrrrrrr,

Hmmmmmmmmmm Plug leads are all OK and it's running fine. I think part of the problem is the large amount of oil it burns; It does about 150 miles between the top and bottom marks on the dipstick I wonder if all the ash or carbon from that oil is doing the sensor

Steve I had wondered about the AF; It's pretty clean, but not spotless. I would have thought tht the Lambda probe would have compensated for that and remapped or done whatever it's supposed to. "Fitting an Emerald" may be a solution, I suppose, if it comes to the crunch.

My daughter's Fiesta 1.25 Zetec SE (2000), has failed MOT on hHigh CO. 1.09% HC is 118, CO2 is 14.23, O2 is 0.15, LAMBDA 0.97. Seems to me that it needs more O2, I guess the lambda probe should see the lack of O2 in the exhaust and weaken the mixture off. So is the probe 8u66ered (we had a new one last year), or can we get it mapped to run leaner ? Or am I barking up the wrong tree. Paul (1/2 🙆🏻ed industrial combustion technologist)

Nice to see a couple of Caterhams out there. R500 sounded a bit unwell. ☹️ I was just there to make the area look untidy.

Sussed by the power of BC New core on order.

The later type of heater than the older Live Axle type, I guess. The Matrix on mine has sprung a leak.

Green/Yellow nose/Yellow rollcage. Had a look at the car but didn't get a chance to speak to the owner, what with one thing and another. I was out in the Blue Westy/Orange nose.

Well yes it is. If you use a mass of 1 then you get an answer in Newtons. Divide that by 9.81 and you get a "gravity multiplication". In other words how many times heavier the object is; Because it's only the Omega squared that is exponential. As I see it.

"Centrifugal force can be quite extreme " Omega squared x radius (Omega being rotational velocity in Radians per second) Can be quite alarming when you work it out. Result is Newtons

Stirling Moss once said something about this, on the telly. He was referring to a dab on the brakes to get some weight transfer onto the front wheels as you turn in. What we now know as Trail Braking; Effectively, what h____ said. Instead of stepping off the brake pedal, slowly release the brake as you trade braking traction for turning traction, keeping within the friction circle and maintaining your traction budget. If you do all this, you'll be going slower anyway. PS Show us your GT3; Jonny-the-Boy has got one and it's a cracker. Gearbox 5hagged though. Edited by - susser on 11 Apr 2008 10:09:20