Rob Walker

2000 grade wet& dry used with WD40 then polish with wire wool and Autosol. try just the wire and Autosol first. you can get a mirror finish with these, the Wet and dry is only if its really oxidised

Steve Butts has a secondhand Emerald M3dk for sale.

Chris , I am not with you. What locks in place, my dissy back plate requires the protrusion filing off for it to sit flat on the blanking plate and the dissy cap would not lock on to anything other than this backplate ?????????????? puzzled.

Chris did Piper supply you with a template for drilling the blanking plate and any suggestions how to time the rotor, come on spill the beans!

Comma Eurolite 10W 40 for the first 500 miles then use Comma Syner-G 5W 40 fully synthetic.

 

Edited by - Rob walker on 8 Apr 2001 08:00:54

 

Edited by - Rob walker on 8 Apr 2001 17:52:41

They also allow you the option of adjusting the cam timing for optimum power at the rolling road. This has veilded hidden power from cams timed up as per the manufactures figures.

Nope its made from Fibre Glass Mat and Polystrene Resin or CF/Kevlar if its one of the expensive one. Have you mounted the seat correctly if so it may be possible to shim up the front and tilt the seat back.

Yes you can utilise the standard Dissy, it is necessary to file the protruding ridge off the dissy back plate and drill and tap the VVC blanking plate to mount the dissy and backplate in a position to miss the blanking plate fixings. As the position of the backplate has to be rotated through about 20 degrees to do this you will have to retime the rotor arm/cam plug to suit the new location. I am planning to do just that on my head. I can`t see any big advantage in going dissyless, it will cost to have my M3d modded, new coil pack and leads and at the end of all that your spark plugs will burn away twice as fast.

Gas flowing is reshaping of the inlet,exhaust ports and combustion chamber to produce better gas flow. Impossible to know exactly how much power would be produced without more details. Why not call Roger King and ask him what was the extent of the work he carried out, he is a very affable fellow and does good quality work.

Ammo,

 

You were right the thread is indeed an 18mm, I don`t know why I thought it was 14mm, I will go and sit in the corner with my pointed hat on!

Its a 14mm Dave, don`t buy one I have some in the garage. LRP you tight arse!

My 1.6K SS measured 94dba @ 4500rpm at Castle Combe this week. I am running with the Caterham 4:1 comp primaries into a six inch vauxhall race box.

Andy,

 

I have lost Bernards telephone number but you can contact him by e-mail EliseDrive@aol.com he can then e-mail you pictures of his neat Airbox System which has the advantage of being able to retain the standard fuel rail and regulator.

Bernard Scouse has designed and manufactured a complete airbox, ducting and filter to fit the K seried Sevens. Total cost is 320 UKP. You can have it in CF if you want.

Tony,

I still dont see a problem emission testing is at idle, the engine can be mapped to comply with these limits knowing that it will never be run under load at idle revs. As you progress up the rev range and load sites you optimise fueling for power and slightly richer for safety.

I don`t see any reason why an SVA`d Caterham cannot be modified. You would just need to run with a Cat and loose about 2bhp no big deal, there are plenty of Elises and Sevens doing just that. Would be nice if pre SVA models attracted higher resale values.

Anyone want to swop their 260mm Momo Steering Wheel for a 290mm or sell their 260mm please e-mail or telephone Rob on 0117 9239941.

Weber Alpha do a super little sequencial shift light for under 50 quid. It is simplicity to install as there are only three connections which can be taken off the back of the revcounter having run the cable under the edge of the scuttle. The unit has a half revs set facility which allows you to set your lights at half revs, then flick a switch and what you have set will be doubled. I am delighted with mine.

Check you have suppression leads fitted, I would have thought on such a modern engine as a zetec they would be. Next check you have the correct spark plugs as many modern engines use a plug that has current iimiting resistors in each plug in addition to the HT supression leads. These are usually fitted to engines that run distributorless and wasted spark system in an attempt to make the plugs last longer by limiting the current drawn through the plug as on wasted spark the plug will spark twice as often and hence half the plug life if not current limited.

I wouldnt, obviously the springs have to come off or have a spring compressor applied to release to lower platform it will be easier and less chance of damaging the body if you remove the dampers. You will have seen many Caterham racers using the adjustable spring platforms with the dampers upside down this allows them to release spring pressure by screwing the lower platform away from the spring and thus have the ability to change springs without removing the dampers from the car. It also reduces the unspung weight.

38 mm ID at the manifold face on mine Chris

Oil surge is caused by the oil in a wet sump being pulled away from the oil pump pickup during hard cornering and breaking causing a fluctuating oil pressure. Yes it is a problem and will almost certainly lead to premiture wear and possible failure if not addressed.

 

Unfortunately the VVC is particularly sensitve to oil surge, as it needs a good flow of oil to the head in order to work the VVC mechanism. The other problem with the VVC is that it uses as standard a larger heavier flywheel which will not fit into the Caterham dry sump bell tank.

 

Fitment of an Accusump may help to maintain pressure. Fitment of the Apollo tank system is another option this will help to keep the oil free from bubbles but cannot help much with surge as the engine still picks its oil up out of the sump and then pressurises the Apollo tank

 

Edited by - Rob walker on 14 Mar 2001 09:31:58

I think you would be Ok with the six inch box. The seven wont fit and gives too little ground clearance unless you are running a very stiff suspension est up.

 

Why not have a go at making your 5 inch repackable? If the end plates were to be cut like opening up a tin of beans but leaving 10 mm of end plate, the outer sleeve can be slide off. Repack the silencer, slide back the outer sleeve and secure by making two round plates to cover the cut which could be fixed with self tappers or pop rivets. In fact if you know a sheet metal worker he could roll you up a 6 inch sleeve which could be attached in the same way.

 

By the way I didn`t bin the VHPD set up but sold it to a friend pay for my latest monster a 230bhp 1.8k.

Its always like phoning the moon Arnie to get these people, if you don`t catch them before they start mapping say 9-30am you won`t get any joy until after 5pm. Try an e-mail KARLPATON'aol.com you may get lucky.

Yes I am running the Caterham 4:1 competition primaries and the Caterham six inch box which is also the vauxhall race box. I must state that it was only necessary for me to replace my 5 inch box when I converted my 1.6 to VHPD spec last year. Now my car is back to 1.6ss spec the 6inch box has reduced noise down to 94dba @ 4500 rpm and gives a nice deep note . 102dba sounds very high for a 1.6ss even with a five inch box, either the packing is burnt away or the measuring equipment may need calibration. I would expect around 97dba @ 4500, bear in mind that 3dba is the half power point as the scale is exponential so at 97dba is twice as noisy as 94dba.

 

 

Edited by - Rob walker on 13 Mar 2001 19:26:28