Englishmaninwales

The pump may have failed. Possibly the one way valves, diaphragm or lever arm The lever arm can break off and fall into the sump. The downside of a failed diaphragm (apart from the engine not running!) is that petrol will drain from the pump into the sump. Dip the oil and see if it smells of petrol. Malcolm

Oli You'll need that trailer by the middle of next year as you'll be fed up by then with those nappies Malcolm

The simplest starting point is to remove the cam cover and measure the cam follower clearances. The engine can be turned with a socket on the crank pulley bolt, with the spark plugs out. Using a set of feeler gauges measure the gap between each cam heel to follower, ensuring the cam lobe is at 180 degrees to the follower. This will tell you whether you have a significant problem or not. A very small excess of clearance over target, causing the slight noise, need not necessarily be attended to at present. Too small a clearance is much more risky, as can result in valve damage. VHPD follower clearances, cold, are 8 thou (0.20mm) inlet and 10 thou (0.25 mm) exhaust. Malcolm

There are 2 Caterham K bell housings on eBay at present, albeit selling with the gearbox.

Phil, I owe a set of spark plugs for the spares box, which I sort for the start of the new season. Malcolm

Tom I'm pretty sure I have one for the RHS, I had 2 new ones when the chassis got a new 'long front' repair. I'll check tomorrow. Malcolm

Phillip I was trying to point out,the RR test is too variable, from RR to RR, day to day or even tyre to tyre. Plus the cost, location, fuel, time off work etc., etc. 7 classes = 7 RR fees. Add that cost to your entry fees. And why only test the winner? As you are aware, there are individual battles all the way down the classes (remember you lost overall in class to me by only a tiny margin ). You might want to contest my engine. Although it's not perfect, he formula has worked for a number of years, giving close competition. Malcolm

I know much of this has been already said Whilst I would generally tend to look to simplify regulations, the current rather complicated engine regulation has produced competitive times for different engines, albeit with some engines suited more to either sprints or hillclimbs. As said, having a 'bhp' limit only for a class, regardless of engine type/induction/ECU specification, would require some form of screening to ensure compliance. The first rule of screening is the requirement of a test with low false positive and false negative rates. The wide variability of bhp testing would cause us serious grief and argument. Also, for fairness, all cars would need to be tested. Year on year. This would entail significant cost to all. I would conclude, much as I would love to fit my Jenvys and Emerald and enjoy getting more bhp and torque from my engine, my view is that we should leave the regulations, in this respect, as they are. Now then, where is my high fat low carb snake diet sheet Malcolm

There was no MAP sensor. Thus I think it was mapped on TPS, lambda and air temperature alone, with a distributor non wasted spark ignition. I guess the Emerald takes an assumed average value when there is no MAP sensor? Malcolm

Almost certainly the TPS has failed. I had this exact problem, and when I disassembled the TPS the rotating electrical contacts had worn away. As you say they are no-longer available. I was lucky to get a TPS on eBay (with the whole TB). However, I have succesfully used the 1400ss loom on an uprated engine, running Jenvys, an Emerald and a later TPS (EU 2 or 3 type). But for your suggestion I think you will need to replace the old 1400 system with a later complete TB/IACV/plenum/engine loom/ECU; BUT I recall there are some connectivity problems between the later engine loom and the earlier Caterham loom......Im sure there are old threads in BC from around 10 years ago on this. Malcolm

Donald, thanks.

K series engine. I seem to remember a few years back there was a discussion on BC about fitting a flow restrictor in the vertical oil gallery in the front of the block, supplying the cylinder head, in uprated engines. Can anyone fill in the background and reasoning for this? (Tried the search facility.) Thanks. Malcolm

Thanks Dave.

Ah! Yes, I'm sorry Nick, I should have been a bit clearer in my post - I'm after cam - cam follower clearances! (Piston to valve calculations are out of my league!) Malcolm

Searched my notes and I am unable to find VHPD inlet and exhaust cam clearances. Thanks Malcolm

Alcohol resistant rubber/braided fuel lines that will fit between the mechanical pump and the twin carbs are available from Paul Matty.

Ed you have blatmail

gall i gael peint o gwrw os gwelwch yn dda Not bad for an Englishman.......(Any errors, blame Google) (Just for you Jeremy)

Yes they are from the Sierra. Caterham used to supply the hub complete but you can get the bearings and seals as a kit from a motor factor.

Mark I ll take them off you as spares. Mine are starting to come apart. I ll be at Harewood ( at least they ll be cheaper than the last visit there!) Malcolm

Yes please,Chris. Malcolm

Or have the De dion ear(s) been incorrectly shimmed for rear toe?

Shaun and Simon I only just managed to collect your two firsts, as Richard was so determined to leap up and collect as many as possible, he ended up with the bulk of them. I'll bring them to Curbs. Malcolm

Chris Can I have one guest pass please? Malcolm

Although we are running last and there is a church service break at 0930, I'm sure everyone has spotted the start and brief time is earlier than usual.... "There will be a briefing for first time competitors at Loton Park at 08:15 on the start line. Practice will commence at 08:30."