Rob Walker

Peter, First step is replace the valves with REC 32.5 inlets and 28.5 exh more extensive head porting,1440 cams . Better liners and a decent exhaust system. Can`t see much wrong with the crank , rods and pistons. Rob

Good and valid point Wonky !

Steve, They are exactly what you need for your 1.8K and yes they are new /unused. Yours if you want them. Rob

Hi Keith, No big problem or expense to get the rods bushed if its giving you sleepless nights. There may be method in their madness the floating little ends are one thing that I have had trouble with. I have had gudeon pin retaining clips fret into the pistons and a gudeon pin pass the circlip. This would probably have never happened with interference fit. Take your point about the redundency this causes . Now about duratecs, I am not sure that I agree with you. There is no doubt that the R500 engine is a powerfull lightweight unit but it is very expensive to properly maintain one even if you do the work yourself. I spent nearly 2K on my engine at the begining of this season. If you were to fit a 2L duratec and not go mad on the tuning say around 225/230 bhp 170 lb ft this can be achieved with a virtually stock engine by adding cams and throttle bodies, maintaining this engine with its added reliability must cost significantly less. If you blow one up its not an arm and a leg to replace it. Now if were talking tuned 2.3`s then once again your into big money to rebuild following problem. Peter I know farndon does not quite have the name that Arrow has but I recon they make a nice product. Far better than some of the cheap American rubbish. Regin, Sorry the R500 has not got Omega pistons . They are Cosworth, the R400 has Omega pistons. Edited by - Rob Walker on 28 Oct 2006 20:38:24

Peter, If you are looking at ways in which to improve lubrication within your engine then the area which I suggest you look at is the main bearing configuration. To enlighten you your crank is manufactured by Farndon and the design was to provide a double oil feed from main to crank pin on each bearing face. However Minister build the R500 engine with the standard Rover main bearing configuration ie 5 plain lower shells on the thrust face and two plain shells on top on number 1&5 the other top shells are grooved on 23&4. Now consider that the crank is crossdrilled on both main and big end this configuration effectively blocks off the oil feed between main 1 and crank pin 1 and main 5 and crank pin 4 . This was never how the crank was intened to be installed. The solution is to fit grooved top shells on 1&5 main and fettle the block to take the tangs. There you go something to ponder on! ROB

Oz A programmable ECU , Air horns, Airfilter , throttle linkage and backplate would be required. You can re-use your stock fuel rail,injectors, regulator and throttle pot. Rob Edited by - Rob Walker on 28 Oct 2006 09:52:46

Peter, You may find it interesting that it is common practise to fit a flow reducing plug into the 6mm front oil feed which rises up the front of the block. I reduce this flow down from 6mm to 4mm on all my engines that run with solid followers after blocking off the 16 oil drillings to the tappet bores. The reason for this being the oilways/flow is designed around the use of hydraulic followers also in the caterham installation the engine is tilted over and as a result the head now hold up to 3/4L pooled over the exhaust valves when working hard. I have run for years with high lift cams and elevated engine revs for prolonged periods on track, my heads have never shown any adverse wear in the cam journals. On my latest engines following problems with an earler block cracking in the area of the cam feed I now sleeve this drilling from the oil pump to the top of the bock. This has prevented any further failures. I certainly would not advise you to increase oil flow to the head. Rob Edited by - Rob Walker on 28 Oct 2006 09:57:58

Selling secondhand Caterham dry sump equipment comprising of Gold scavenge pump and drive pulley, mounting cradle, belt tensioner, belt,complete sump pan ( this has been repaired) and scavenge pick up. In addition to this you would need hoses and either a stand alone oil tank or the caterham belltank to complete the system. Selling for £500 ono buyer collects or pays carriage.

A set of brand new 1227 piper cams for the K series , can produce 230 bhp in a well sorted 1.8k more in a 1.9. Selling £195.

A set of brand new Jenvey direct to head Throttle bodies 42mm suitable for the K series. These are new and have not been modified in any way . Selling for £450 these retail at £558.

Sorry to Paul Bowden I could not reply to your Blatmail, you will have to send me your e-mail address.

I have a friend selling an unused new 1.8k scholar block with forged pistons.

Hi Andrew, You have first shout. StewartG has second dibs. Rob

Yep new discs are £282.00 from CC. Pagid RS 14 are £166.00. I prefer to sell the pads that ran with the discs but will split. Rob

For sale due to upgrades I have a pair of Caterham supplied uprated vented discs selling with the pads that ran with the discs Pagid RS14 which fit the Caterham AP uprated front brake calipers 6.6mm friction material remains (11mm new) £120.00 Also a set of Mintex 1136 pads for the same in near new condition £15.00

good luck I recon you will need to order 10 sets to get any sizable reduction. Try Farndon you may have more luck, Dave Andrew has some cheap Eagle rods for sale.

wild Bill Raceco top quality, very light but expensive. BTW your system is a 4into 1 not a 4:2:1 and be aware that the OD of the pipe is different on each when ordering a replacement silencer. Rob

I use 225lbs front 200lbs rear with slicks

Thanks. Thumps up for Blatchat . I rang Caterham technical who haven`t even bothered to return my call

I think he will be extremely lucky to shift it at that price even with 4200 miles on the clock. The going rate is nearer 8K.

hi Anyone know what the minimum service limit for the uprated front discs is? They are the Caterham supplied vented discs made by Alcan. Thanks Rob Edited by - Rob walker on 17 Oct 2006 11:22:10

Rob I would fit the standard caterham ali rad on your car. There is no need to fit a race rad with your spec of engine. The standard rads seem to be more durable and are lighter and cheaper. Again the Radtec`s are over capacity for your engine spec. Edited by - Rob Walker on 17 Oct 2006 09:41:34

Bricol, Looks like the same stuff as a product called Lumiweld marketed by Frosts and also available at Machinemart. May not do the job though as the coolant tubes are crimp sealed to the side tanks and there may be a plastic seal. I had 3 caterham race rads fail in less than 1 year.

Peter I agree its a horrible design but I guess it was done as an after thought and had to fit ontop of the exsisting belltank which preceeded its design which stems from the VX days. I think the only real solution is to revert to the standard bellhousing and have a stand alone tank such as the pace. Edited by - Rob Walker on 16 Oct 2006 13:21:44

Brunel Ford or scrap yard its off a seirra diff circa 1988