NoLimits

Wot Richard said

- I sent Dr Hickey to see them.

And be careful with the shiny blue Ali one if dropping half of the car back down off axle stands or lifting half the car up. The front roller is to small a diameter and gets stuck on any small bit of grit etc on the floor so doesn't roll. Particularly when dropping the car do not just twist the handle with out checking underneath as you may find the axle stands are at an angle that would make you Drop and lift slowly!

Agreed

They are tried and tested in the Superbike and Motor GP race series - used just about everywhere. Also used by all the Super GT Nissan's etc. Sumo Power etc

I have sold a number of both the RBC400 and RBC600. Depends on the engine specification as to which is required. I have exchanged a couple of RBC400's for 600's

I'll have you know I now prefer Stella Cidre 😶‍🌫️ More so I was led this way by a Mr Evans

Rob M is correct.

I'll have you know I've never made a bottle of bubbly last that long

Martin It is a full engine flush. Evans do a Prep Fluid also in order to do this correctly. It can be re used a number of times (probably 3 or 4) so could be shared with others. As for touring - no you can not (well you can in an emergency clearly but it would negate its properties). You could always carry some along with your oil 😳. Anyway there will be loads of room in that big 🙆🏻 car of yours 😬

I don't but I am sure the guys at Evans will have the info. I will contact them in the new year. I have seen in the lab ball bearings that have simply spent time sitting in dishes of water through the various mixes of antifreeze etc and Evans coolants and you would be amazed at the levels of corrosion. I have been running the coolant all year and at one point where a co-driver (first time in the car) forgot to turn my fan on (its on a manual switch only) the system got up to 125 deg and the coolant expanded enough to drip out of my overflow pipe. On return to the paddock we opened the rad cap once temp was down to 95deg. Absolutely no pressurization at all. Topped up a dribble and all was fine.

Yes water is the best conductor BUT only under certain conditions. Evans Coolants is not a "new" product. Its now been around for nearly 20 years but only in the US of A.. They had been fighting a court action for 15 years against GM who had so I'm told "acquired" some of their ideas. They won that action nearly 3 years ago and have now sold the European, Far East and African rights to one of the largest industrial coolant manufacturers/specialists in the world who happen to be based in Swansea - Hydratech. Here is some more info on the concept. Chemical limitations of water based coolants Although water is cheap and readily available, it is also the root cause of corrosion within engine cooling systems. Water when heated drives off a significant proportion of dissolved oxygen, but as it cools reabsorbs fresh oxygen. This cycle leads to a perpetual cycle of corrosion, which is accentuated in classic vehicles with no expansion chamber. Water also acts as an electrolyte if dissolved solids, such as hardness salts (lime scale) etc., are present. This promotes galvanic corrosion where metals of high nobility sacrifice themselves metal of low nobility – often manifested by pitting. Corrosion inhibitor formulations have changed many times over the years, but not always for the better. Nitrite, silicate, borate and azole based products have been around for many years, with Organic Acid Technology (OAT) inhibitors appearing more recently. OAT formulations are often branded as ‘Long-Life’ based on their five year life-span, compared with 1-2 years for standard antifreeze formulations. Although OAT-EG-Water mixtures are now used in most new car engines, they have proven less successful in older vehicles and heavy duty diesel engines (HDDE). After several years of trying OAT based products many HDDE OEMs and fleet operators reverted to nitrite and/or Hybrid OAT (HOAT) formulations. One reason for this u-turn was that OAT formulations offer little protection against liner pitting. To maintain effective inhibitor levels it is often necessary to retro-dose with Supplemental Coolant Additives or SCAs. It is common for SCA’s to be under or over dosed leading to accelerated corrosion rates, cylinder liner pitting or blocking up of radiator channels with congealed inhibitor. Evans Waterless Coolants contain little oxygen and are comparatively poor conductors in comparison to water based coolants. Subsequently metal corrosion and coolant degradation is eliminated. For these reasons Evans Waterless Engine Coolants can be considered 4LIFE! Physical Limitations of Water Within an engine cooling system the hottest surfaces are those adjacent to the combustion chamber, specifically the cylinder liners and cylinder head. Evans have proven that in these areas EG-Water mixtures regularly cross the thermal boundary that separates efficient Nucleate Boiling (B in Fig.1) from inefficient Critical Heat Flux (CHF). CHF is synonymous with the condition Departure from Nucleate Boiling (DNB). When DNB occurs in an engine cooling system a film of steam bubbles form adjacent to the engine hot-spots (A in Fig.1). Because steam dissipates less than 1/30th of the heat that water does, local metal temperatures over-heat rapidly. This leads to a viscous cycle of over-heating. This over-heating and excessive thermal stress leads to several problems including; Distortion of the cylinder head and liners Pre-ignition (engine knock) in carburetted engines Reduced combustion efficiency in fuel injected engines Erosion through pitting around the liner, cylinder head and coolant pump. Boil-over when running and after-boil when the engine is stopped. Caterpiller state that “Over-heating is the most common cause of engine down-time and responsible for >50% of catastrophic engine failures”. Evans are now working with a number of multi national automotive manufacturers with a view to producing engines with sealed coolant systems. No requirement for expansion tanks and top up or coolant replacement. I will be happy to answer any further questions or if I do not know the answer contact the guys at Evans in Swansea to find the answer for you. There is a FAQ page here

😔

Check with Carbon Mods but I don't think they make any Caterham parts any more.

Gill - didn't you know there were at least some perks with the job!

He's come early. Somebody must have kicked him up the arse after last year 😳

It won't fit! I gues with some tunnel mods you could get it in but as it stands its to fat. Short but fat. I guess that's why we have only heard of the ILS200 in Caterham's. As it happens I will have the 300 on display on the SBD'S stand at Autosport in Jan with the M-shift pneumatics working it so bring your calipers and tape measure.

Hi Volker It does work. Use it all the time and its correct in my BC profile. Look at the website www.meteormotorsport.com for all my contact details

To much bloody advice cos your to quick now Your right about the springs though. I would go 200 on the front but twin spring progressive on the rear - much better traction

yes

In simple terms. Stiffening the front = understeer Stiffening the rear = oversteer So working between both of these you can balance the car.

Alan I have the lights you linked to. They have been on the car now for 7 years. Not the best in the dark but then again I don;t sprint in the dark

Yes that's correct Graham. It was a result of me feeding back in my more mechanical way that when I installed for 2005 their system it could not actually carry out a change on the car gearbox when it was under load (up or down the box) as the cut in the spark was actioned at the same time as the pneumatics. The dogs were still engaged under load and could not disengage. I asked for some electronics to delay things as I could feel this happening. I was then told by Neil of Geartronics that radical then employed him to write the appropriate software. - He then went on to develop his own kit. I simply drove around the issue by using the clutch slightly during the changes - it worked perfectly for 6 years until I moved to the busa and sold it all.

Hi Guys OK to start with both systems are very very good. Both are tried and tested. The main difference between the two is that the Geartronics is a piggy back system which sits on top of your existing ECU and the Meteor system is fully integrated - it is the ECU and GCU combined. There are 27 Sadev boxes in use in Europe and around the world sold by MOG - some of these have Geartronics also. (Sorry do not have these figures). I am not a tech gut but i try to understand the systems and their differences. My original system on my Rover K and Elite box was not closed loop and so I am told my original feedback to Powertec/Radical is what helped them realise they needed to develop the system. Geartronics It has a Gear Position Sensor (GPS) - which senses the position of the main shaft to minute accuracy. This is the key to higher end systems. It allows the electronics to measure very accurately where the gear change is currently positioned. So assume 0% = still in current gear 100% = completely engaged in new gear (up or down for this explanation). As the paddle is pulled and the actuator begins the movement on the lever the GPS senses this and starts to do its thing (many things), This can be cutting spark, retarding or bliping on the down shift. (The exact detail here is beyond me and more to do with the programming than the installation and use). These high end systems can then begin to re introduce spark or return to the correct advanced position as they sense the main shaft position change. Some will do it as soon as it reaches say 51% the MBE tries to leave this as late as possible say around 80% so as to ensure the gear is fully changed before returning to full power. This is the point it can all go wrong. Return to full power to soon when the change is not complete and it can get messy and expensive but the faster /sooner you return the faster the change. Both systems can be adapted to do this at various speeds, I'm told there is no "right" way to do all of this cutting and retarding just different ways. SBD and the MBE system prefer to limit the retardation and stick to cutting spark where possible. This limits any unburnt fuel in the system and any pre ignition when returning to the correct timing. To describe the difference in the systems better think of the Geartronics knowing when the ECU is sparking and fueling but not knowing when the next one is coming. (The speed this all happens at is mesmerizing ) The MBE system knows exactly where it is and what is about to happen next and so can take the appropriate action - I guess you could see it as preparing itself for the change with obvious advantages. The Geartronics simply tells the ECU it wants to cut a spark or whatever - this could be half way through a charge of a coil which again the MBE one wont - it simply wont begin the process until the coil is empty. The throttle blip recommended by Geartronics is the SBD one. Its the size of your little finger - very clever and works direct from the pneumatic valve block when down changing. Its all timed to work as the gear is disengaging and before it has re engaged. On the system I have installed on the Busa it is very sweet. Again the exact change is controlled by the system. The Geartronics system sometimes has to really be tuned by them to allow the throttle bodies to react in such a short time frame rather than flood the system. The MBE system prevents buzzing the engine by blocking early down changes if the revs are to high. It can run in various modes including fully automatic where it changes gear at pre set revs - took some getting used to but now very good fun. The Geartronics can do this also but here is the main difference as I see it. If off the line you spin the wheels the Geartronics would see x revs and change - you may still be standing still Our system for a small additional cost can run with 4 wheel speed sensors and thus allows the system to prevent a change as the speed recorded does not equal the revs and gear position. It then applies its traction control methods until speed equates to the correct revs and the change can proceed. If someone wants more detail please feel free to contact me.

Hi I can answer for all the systems above due to my representing MOG in UK (SADEV and Geartronics stockists) and our own SBD/MBE/Radical package. However I can only do this on the understanding it is for technical info only and not seen as advertising. Up to you guys if you would like me to contribute. If not please ring me to do so off line and someone else can post back instead