Northern Banana

Caterham Yellow FIA Petty Strut & Caterham Yellow Rear wheel intrusion bar £35 buyer to collect Based east lancs Edited by - paul aram on 17 Jan 2006 12:15:37

BTT

Pics of trailer can now be seen at: http://www.northernbanana.co.uk/NB_alternate_video_pages/trailerpics.html

Chris, Bought it new in summer of 2001 - will post up some pics although due to lack of daylight may need to be at weekend.

Sorry it is 14 ft long!

Excellent condition Woodford twin axle car transporter. Pics at link below http://www.northernbanana.co.uk/NB_alternate_video_pages/trailerpics.html Fantastic to tow and complete with: Lockable tow hitch Fully decked out Jerry Can/Tool box holderLockable tyre rack Slide out ramps Spare Wheel This trailer will not fit in a std garage it is much larger than a BJ Minno with a 6ft 6" wide deck, suitable for Caterham S3, Sv, Exige, Elise, Atom, etc. Cost new today £2,600 Looking for £1,500 Northern Banana.co.uk Edited by - paul aram on 23 Dec 2005 13:31:30

Diane 🤔

Still for sale after a few time wasting wannabies (and I quote 'its either a Caterham or an Elise or a Mr2 - but a new MGF is only £12,000') Only serious parties will be tollerated, if not don't be surprised by the abuse hurled at you 😬 Sugget previous Caterham/7esq/light rear wheel drive ownership..this isn't a car for novices. Northern Banana.co.uk

EvoDunc, Could be a couple of things: First: Are you running with a Rover Mems ECU? If so try resetting it by turning on ignition (but not starting engine) and pressing throttle to floor and releasing throttle five times. This will reset everything including the throttle pot sensor. If this doesn't work, underneath the KV6 throttle bodies on early versions there is a mini air filter. This feeds the air idle control valve. a) check it is still properly connected b) it isn't torn. It is a bit of a bugger to get at best removing the main air filter. Only other thing is to check the bolts connecting the throttle bodies to the engine block, make sure you haven't got an air leak. Good luck. Northern Banana.co.uk

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BTTT Northern Banana.co.uk

Thanks Jase - Yes will be sad to see it go.. a great car. It's either Dave or that Scottish chhap I gave a passenger ride to who dropped 2 pence in the footwell. Adamant he wanted it back ❗ Northern Banana.co.uk

Registered August 1998 R plate One previous owner 14,500 miles Caterham Yellow Areo screen (no heater/weather gear) Half Doors and Tonneau DVA Refreshed VHPD k series engine March this year (spec to 220bhp) Dry Sumped Brake Bias Valve Keyless ignition Plumbed in Fire Extingusher Removable 'cut down' Momo steering wheel Asta Tech Digital Dash & Shift Lights Superlight Orginal Split Rim Alloys with Yoko 32R's Complete with various spares. Fast and very good condition car for vintage. Very well maintained with history back to original order from Caterham £16,750 Based East Lancashire - Pics and more info see below Northern Banana.co.uk

Geoff & co, Thanks for a great day..typical beautiful northern weather too...!! Northern Banana.co.uk

Matt & Andrew, Will probably be one of the Grads formula's market a bit slow at the mo so all depending on the sale...once those CSR's get lapped on a trackday I'm sure the SL, SLR and R whatever prices will stabilise 😬 Northern Banana.co.uk

Thanks Jase..I know whoever owns the car after me will have got a good 'un. Mike might be grads....still deciding

Thinking of going racing next year so testing the water/market for my beloved SLR. This car is not a tourer it is an out and out fast road and track car the spec speaks for itself. 1998 Superlight R No heater, no windscreen 6 speed gearbox Limited Slip Differential 14,800 miles Caterham Yellow 1.8k Dry Sumped* Plumbed in fire extinguisher Brake bias valve Line lock hand brake Astratec digital dash with data logging ATL Fuel Tank Trip switch fuse system Complete with set of original SLR split rims and Black Superlite wheels (fronts 6” rears 8“), half doors and tonneau cover Engine has just been fully rebuilt by DVA Power including new bearings, 1227 cams and vernier pulleys. DVA advises that this specification can deliver between 210-220bhp For loads of pics, history, details of engine rebuild and videos see www.northernbanana.co.uk Car in very good condition – meticulously maintained all receipts retained – sold with 12 months mot and taxed until April 06. Looking for £17,950 Northern Banana.co.uk

Progress has been made, although I am not sure that my assumptions are 100% correct, they may or may not be inter-related. Having changed from the Mocal catch tank back to the caterham plastic version, the amount of oil being deposited in the catch tank reduced. This maybe down to breathing abilities of the Mocal tank. The more significant change however was that when the engine was rebuilt a straining gauze was fitted to the hose connector which is the pick up for the DS scavenge pump. Prior to the rebuild this was not in place - DVA adding it as extra precaution. The gauze however was quite restrictive to the oil flow, evident by the fact that when I took out the connector a surge of oil was released from the sump pan. Another possible impact is that the DS pump is not working at an optimum rate. In my humble (and very limited technical opinion) it is possible that the fitting of the strainer reduced the ability of the DS scavenge pump to circulate oil, with more volume being retained in the sump - this in turn may have been a variable issues dependant on engine and pump speed. All I know is that I managed 150 miles yesterday with no low oil pressure, good oil level in DS system and little oil in the catch tank. Oh and I let the engine have it's head - and at 5,500rpm it really rather fast! Roll on 7,500rpm 😬 Northern Banana.co.uk

PC - unfortunately never hand a suitable moment to do this, eithe rin traffic or condisitions didn't permit. When I got home and test thought down to 8.5-9inches. Although since have made progress

Following new cams (1227) and porting of the head - DVA advised that I would need to up the fuel pressure by adapting my existing regulator (by squeezing between some suitable socket heads in a vice). I have tried to call him today - no answer - must be shopping with HWMBO. Does anyone know how many mm's I need to tighten the vice jaws to effect the necessary increase in pressure? Thanks. Rushing to get ready for Cadwell - therefore it's bound to rain! Northern Banana.co.uk

Dave if you have fixed your can you turn your attention to my b4$t4rd of a car *mad*

Oily, Yes all pipework has just been removed and dry sump tank emptied, including removal of blue plate. Update on what I have done tonight - however I haven't solved the problem!! So I knew confidently re levels and pipe work, I emptied the oil removed the hoses, check and cleaned then and removed filter. Reconnected everything. I also replaced the the Mocal catch tank with the old plastic catch tank. I filled up the DS tank to a level which measured 12 inch from the bottom of the DS tank. Started the engine - 64 psi of oil pressure and nothing in the catch tank. Ran the engine for around 30 secs then switched off. Checked the level in the DS Tank and it had, as expected, reduced as the oil had being pulled around the system. Topped it up until it measured 12 inch from bottom. Started the engine again, pressure OK and nothing being blown into the catch tank. Repeated and added a touch more oil to 13.5 inch - when engine next started a small amout was blown into the catch tank but pressure was still fine. Went out on a small run, after 2 miles oil pressure drops, hovers for a while (20 secs) around 15 psi then back up to 64psi. Turned for home, as approaching oil pressure drops again hovers around 9 psi (maybe 30 secs this time) then back up to mid 60's psi. Gets home swaps sender and checks levels nothing extra in the catch tank, approx 12inc in the DS tank. Goes for a run exactly the same happened. So in summary: The change in catch tank may have addressed the expelling of too much oil (but more likely down to only very short runs). I am now getting intermitent drops in oil pressure. Some may think this is down to a sender, however I will disprove that one when I borrow one know to be working tomorrow. Is this now pointing to the oil pressure release valve coming into operation. If so what causes that? Final test tomorrow (apart from the 3rd sender) is to unplug the cam vents to see if they have an impact. If that doesn't work then, then I heading back to MK. ☹️ Northern Banana.co.uk

Gents, Thursday night will re do all measurements and provide pics. I am going to empty the oil sys, remove all hoses and try some alternatives (i.e old catch tank, opening up cam cover breathers). Does anyone know if Halfords/Machine Mart sell a suitable manual pressure gauge? I really want to try and prove or disprove whether the DS tank is filling up or if it is somehow the motion of the oil return pipe/aeriated oil which is causing the problem. This may have to be something as simple as a clear piece of polythene held onto the opening of the conning tower with elastic band or jubilee clip to see what happens at sustained revs.

Sorry V7 just need to clarify. Are you saying that post rebuild you are now not venting any oil (compared to when the engine need attention). Or have you needed to make any further modifications since your rebuild to stop the excessive venting? Another question: You have the Mocal catch tank - which I feel has a reduced ability to breath compared to the old plastic Caterham solution. Are both of your vents blocked up in the cam case? Only thing I can think of, is the Mocal tank acting as a syphon?? The only other consideration I have is that the oil pressure release valve is sticking open dumping oil into the sump and allowing the DS scavenge pump to get ahead of the engine oil pump and fill up the DS tank. Only flaw in this arguement is that I should see a dip in oil pressure when the valve opens- and I don't. Northern Banana.co.uk

Oily / others, If a baffle of some sorts in the DS tower is the way to go any suggestions as to what a potential design may consist of? Northern Banana.co.uk