Rob Walker

Alex I just disconnected the radius arms this allowed the de dion tube to move clear then the diff can be removed. I also removed the boot floor to aid access. The bit I hate is getting all the shimming washers in place. Rob.

I am running with race wingstay and Yoko 32`s 185 60 13 up front. Its a bit tight to fit the wheels but if the studs are horizontal its just goes.

AFAIK THE KN MINATOR is only available in 6X13 6X14 sorry. I believe the offset to be 19mm.

I have to say that R500 look alike was not what came to mind when I saw this car. Edited by - Rob walker on 1 Sep 2001 17:36:12

I hate to say that the gearbox input shaft mod hasn`t stopped my car eating release bearings. I have had two fall to bits so far in less tah 10K miles.

The build manual asks for these to be locktited for safety so they can be difficult to remove. Use the correct sized allen socket and t bar and some carefully applied muscle Rob.

It should also be noted that the apollo system has a small bleed off restrictor valve in the aeroquip hose line which allows the air bubbles and some of the oil pressure back into the cam cover. This bleed off reduces the overall oil pressure by about .25 Bar.

With the Apollo fitted oil level should be checked with the engine running at idle for at least 30 secs, the oil should be at normal operating temp around 80C.

Tony I ran last year with identical spec including the six inch box and measured around 94dba at Castle Combe 4500rpm which is not too far away from your results.

Webcon Alpha sequencial shift lights, cost £50 and simply connect/piggyback off the connections to the rear of the rev counter. This unit is fully adjustable and you can run the cable between the scuttle trim and the dash so no need for any drilling. I am very pleased with my unit.

Noise levels are not part of the test so you should have no problems. If you are purchasing a new system you should consider 4:2;1 as this has proved to be better all round than the 4:1 giving far better torque throuhout the revs. There is to be a feature in CCC on this subject shortly.

Peter the Rover power steering belt is slightly bigger at 785mm thats 18mm longer than the Caterham one " If size matters ". On the reliablity issue I have been advised that its not unknown for the scavenge pump pulley to work loose as its only held on by a 5mm cap allen screw, I have been advised to put a little locktite on this screw.

Peter its sounds like you have zi wrong belt fitted or departed. Just checked my belt and its a 3PK 0768 which means 3 grooves and 768 mm in length. AFAIK its a Rover power steering belt you should be able to get one from Halfords or any Factors. The Gold scavenge pump has a 3 grooved pulley and I am running with the R500 reduced diameter crank pulley. The dry sump drive grooves on this pulley are identical in both shape and diameter to the original ultrasonic crank damper pulley. Hope this helps. If you have been running with a 4 grooved belt it could explain why your dry sump belt went AWOL. Rob. Edited by - Rob walker on 4 Aug 2001 14:10:10 Edited by - Rob walker on 4 Aug 2001 16:41:18

Paul your system is operating different to my own. If you release the oil filler cap on the cam cover whilst the engine is at idle you can hear the air rushing into the top of the engine and the clucking stops imediately. I had not considered oil retention in the head as Roger suggested but was more concerned about what is happening to all the oil seals around the engine as these are not designed to be run under vacuum and possibily have air being drawn through them from outside the engine. It has been suggested that the benifits of running this system is no windage in the sump which can sap power but shurely the amount of energy required to run the scavenge pump and created this vacuum within the engine must negate this advantage ? Rob.

I have just fitted the Caterham dry sump system on my K it has the gold pump and I am using the bell tank with the swirl tower. My question is, running this set up which Caterham recomend with all the engine breathers blanked off except for the top of the swirl tower produces an awfull clucking noise whilst at idle. I have also heard this noise from Mike Bees`s car. Is running the engine at a partial vacuum desirable and why? I get funny looks from fellow motorists. Edited by - Rob walker on 2 Aug 2001 12:31:45

Nig, I have just fitted the 74C stat, its not a straight fit as you have found out I had to fettle the plastic housing in the area around the one way valve to gain clearance. You can`t have it easy all the time !

I can confirm that what Peter and Chris have said is correct however I would like to add that it is very important to centralise the bearing on its carrier before installation or the bearing will scuff away at the clutch fingures get hot and the the bearing separates from its carrier and waers a groove in the steel sleeve on the input shaft extension. It has happened to twice, Len Unwin said that this noise that was present before failure was caused by the lightweight flywheel I now know different.

If you have not plumbed in the return line your head will be full of air and you will run the risk of head gasket failure and head warping. Remove the TB`s and fit the return ASAP or it will all end in tears.

I have split the engine from the box in the car left the gear box in situ and removed the engine to fit the clutch. I have seen Caterham using this method to change a clutch. Unforunately you can`t just drop out the gear box due to the bridge in the transmission tunnel.

Luke, I have just tried my timing pulley on my steel R500 crank and can confirm that there is about 1 degree of movement. This shows the importance of setting the timing up using a DTI, timing the valves at TDC on overlap. I only use the timing marks on the belt cover and pulleys as a reference when assembling then complete the set up using a DTI from true DTC

Peter are you sure its a 71C ??????? Caterham supplied me with a 74C which is a la R500. If its the same and has the small one way valve incorperated you will have to fettle the thermostat housing in order for it to fit and the valve to operate without sticking. Nothings straightforward is it.

I have had this problem, my car is a 97 K series, the fault was a high resistance joint on the end of the tiny wire that feeds the temperature sensor. I soldered the spade connector on and haven`t had a problem since except genuine high temperatures whilst on track days, see my thread.

If your car is a Lotus 7 and to be insured as a classic car you will need to get Club Lotus to give you a valuation I think they charge £15. I supposed Caterham would do the same if its a Caterham. Be warned the Club Lotus valuation may not be to your liking and they won`t listen to your reasons why you feel your car is worth much more.

Tor, I have the 74C stat in front of me and can confirm its a Unipart " Rover " GTS 1102

I have removed the mounting bracket from the front of my K. It serves no usefull purpose.