Andy A

I'm confused by wanting to have a return on the regulator. Is there such a thing? Normally you would have a return line that goes back to the tank (or swirl pot in the unlikely event you are using one). Why would you connect back to the regulator? The small inlet is indeed likely to be for connection to inlet manifold, but may be OK just left to atmosphere (particualrly when no turbo). If I were you I'd check first with the manufacturer before sticking it on e-bay.

I expect that all those sensitive bits are run nice and high and protected above chassis members to keep well away from diff, prop and any stray items that may be thrown up.

Do you mean the hydraulic line? On mine it runs thru the prop-shaft tunnel above the chassis but below the tunnel skin on the dirver's side. The chassis diverges into a trangle at the rear of the tunnel to meet a cross member at the rear bulkhead. At this point the pipe goes through the slot you mention (on dirvers side) along with rear loom (central) and fuel pipe (passenger side. Just after the bulkhead it turns 90 deg outboard and then 90 deg rearwards to join through the ali channel behind the bulkhead.

Take a look at the fuel gauge sender unit. I think you'll find a little hole in that.

SVC are good. 7" is the standard. You do want side lights. SVC is very helpful. When you order say they are for a Caterham.

It is rover and probably pretty standard. I'm sure I've seen the exact spec in a thread on here somewhere. The Tomcat thread is indeed tabout he bigger spec. If yuo can't find it, maybe give Unipart a call or take it to your nearest.

Right - I was actually thinking the other way - have the intake on the outside rather than feeding back down under the bonnet. Mind you - its now perfectly positioned for that supercharger upgrade

Alex, Also better late than never (well, so she says). I like the idea of being able to switch easily between sausage filter and airbox. That way you could just fit it on trackdays, and in that case, maybe looks arent so crucial. Is there a distinct noise advantage to shrouding the intake inside the bonnet rather than along the outside I wonder? Yes, please do post a noise meter comparison when you get it. It would be interesting to compare the power runs and the difference in maps. Are you getting a seperate ECU setup for both? Andy.

Hmmnnn.. Do I trust the cap that was replaced I wonder.... So what sort of pressure does the cap relieve at and how long to monitor for decay?

Is it possible to pressure test the cooling system in situ? How who where?

I have heard tapered are supposed to give better torque and throttle response. I guess you wouldnt find out until you do a rolling road comparison since there seem to be so many factors that affect each other. I have the Jenvey / QED paired bodies. Along with all the other bits that have an influence the overall effect is very much all or nothing.

If youve ruled out any problem of integrity/pressurizing I would suggest continue looking at getting air through the rad when stationary (ie the fan) rather than a bigger rad. I think that the efficiency of a bigger rad will just cause problems of being too cool when cruising, yet will still suffer when stationary.

I just re-visited this site. Not strictly Caterhams, but a huge amount of engine prep info published there...

Alex - just as a PS - I recently renewed my (presuambly original) rod ends becasue it seemed impossible to renew just the rubbers. Amsteer were doing a deal so I bought there. The casting is a tad bigger. The combination of that and the rubber brought my rod ends from "close" to "uncomfortably close" to the disk...

This may be comlpete tosh; but I always thought oil gave up its mechanical strength in a hydrodynamic bearing after a while, that being the main reason for change. Maybe I'm confusing that with fatty acids breaking down in hypoid oil.