Scott_

Thanks. It's been fun tuning it over the last few weekends. I'll post another update on the process soon. Scott

Seems to me that before replacing anything, the shop should put a scope on the sensor and check the air gap. I’d also have them pull the sensor and see if there are any identifying markings on it. I’m fairly confident that 36-1 was Ford’s standard trigger arrangement for the Zetec, and the sensor and external trigger wheel in your photo certainly don’t look like the original Ford. If you can establish whether it’s a Hall-effect or VR sensor, finding a replacement should be straightforward. But I’m curious what the shop means when they say the sensor is “weak.” Is the signal amplitude low, is it dropping out, or is the ECU having trouble recognizing it? Ultimately, what matters is whether the ECU is receiving a clean, reliable signal of sufficient amplitude. What kind of ECU do you have? If it’s a programmable aftermarket unit, I’d suggest having the shop find and download the appropriate software and connect a laptop. Depending on the ECU, they should be able to monitor engine speed, crank synchronization and other sensor inputs in real time. That might tell them (and you) quite a bit before they start replacing parts. Also, have them check the trigger wheel for runout. if it was damaged that could affect the signal. Just a thought. Scott

I ask because I had an issue with what I thought was a misfire recently and it turned out to be a few loose bolts on the intake manifold allowing some air to bypass. Scott

Did you sort this out? Scott

Finally finished the installation of the Caterham 485 throttle bodies and MBE 9M4 on the Superlight. I switched over to 440cc injectors which, after testing, appear to closely match the initial setup of the SBD basemap that came on the 9M4. I went ahead and replaced the coils and sparkplugs so I knew I was starting from a good known baseline on the ignition. I'm using an Innovate LC2 wideband o2 and had to adjust the voltage curve in Easimap. The SBD/MBE lambda target table appears very conservative and am just leaving it this way for now. I still need to balance the airflow in the throttle bodies and have ordered an air flow meter. Initial road testing and logging indicated the short term fuel trim was adding about 10% so i updated the main TPS fuel map accordingly and the trims are, in most places, now hovering around +- 2% of the target Lambda map. I did update the throttle site curve and still think I need to give that more attention. I did some fourth and fifth gear pulls on the road while logging and everything appears good. Throttle response is good. Cold and hot starts are fine and the coolant fuel enrichment trims seem to work well as is. Curiously the SBD basemap came set up for a Ford coolant sensor and when I switched it to work with my Bosch unit the map disabled the aux pinouts to the fan relay and fuel pump relay. It took me a while to figure out what was going on but I knew there was an issue with the fuel pump not priming. Initial thoughts were blown fuses but I traced it to the ECU and that was an easy fix.

Sounds like you know what you are doing in terms of testing and unplugged the sensors to test and tested at the +5v pin. Have you considered just supplying an external +5v to the needed sensors? I did a search and found this very non-Tec-II related topic. https://www.wranglerforum.com/threads/external-5v-for-pcm.2423260/?utm_source=google&utm_medium=organic Of course the most elegant solution is to repair your TEC-II. Scott

I purchased a set of RBTB's originally made for a 485 with the idea of using them when I installed the Haltech R3 which supports drive by wire. Now that I have the R400, I decided to see if I could convert them to cable actuation since I have a MBE 9M4 on order. It helped that I have a spare head, throttle cable and some other bits to work with off the car. The 485 uses a remote DBW actuator mounted on the side of the engine that uses a short throw to achieve the 90 degree rotation of the barrels. I had originally considered a bell crank arrangement to get the cable pull ratio right but the extra complexity of adding that below the manifold did not seem worth it after studying the throttle bodies and taking measurements. I have a tig welder and came up with a solution so I could use the stock throttle cable without alteration and avoid the need for a separate bell crank arrangement. Initial testing is fine but I need to make sure the return spring is strong enough.

One of the things I really like about this car is the paint. The order sheet says Lotus Anniversary Paint Scheme. It matches the Caterham F1 cars of the time. The number on the car is an homage to Group 44/Bob Tullius. I had originally planned to take the numbers off but for now plan to leave them on... I like them.

On September 5, 2026, I went to Cars & Coffee in Morrisville with no intention of buying another Caterham. I was a approached by a fellow after he saw me next to my '99 Caterham. He and I started talking about Sevens, and he mentioned that he had a Caterham R400 that he was selling. He had my attention. I had plans for my '99 but I came to learn that the car he had for sale checked all the boxes for me. He showed me photographs of the car and told me the history. It was a genuine Superlight R400 SV with the 210-horsepower 2.0-liter Duratec, Caterham six-speed gearbox, limited-slip differential, wide-track suspension, uprated brakes, carbon dashboard and front wings, cage, race seats, etc. He was the first owner and had built it at the end of 2012. He said he had all the maintenance and purchase records from new. The cage was built off the original track day roll bar by a race shop. After talking more and talking numbers we worked out a deal on the spot. Later that day I sent him a deposit subject to inspection on pickup. After that I listed my '99 for sale. Over the next few weeks I was able to sell my '99 while the seller of the 2012 sent me copies of some of the paperwork and answered my questions as we worked to arrange a pick up date at VIR. The car had led an unusual life. Although completed in December 2012, it had seen very little ordinary road use and was road legal for only about a year. Most of its life was spent in garages/storage at Virginia International Raceway. It came out for track days and an autocross or two. My father shares my interest in cars so he and I left early for VIR from Raleigh on 9/25 to inspect the car and (hopefully) complete the purchase. It was special to have him with me because when I was young he and I went on long trips to collect hot rods and other cars. The car was what I expected and wanted so we closed on the deal and my father and I were back in Raleigh by noon. With the car unloaded I was then off to the DMV for title work and temporary tag followed by an afternoon drive.

Great looking Westfield, I love the color. Scott

Awesome, can't wait to follow the updated on the project. Scott

Thanks. I'll start a new owner's thread but it's a completely different animal. The 1.8VVC in the 99 is a great engine in a very light car, Ford Type 9 five speed, was RHD, and was running on 13" wheels. The R400 has a Titan LSD, wide track, 6 speed, and probably 50-60 more HP with the 2.0l Duratec and Kent cams. The SV has 15" wheels I have to say right now I prefer the 13" staggered setup on the '99. The clutch on the '99 was progressive and had long throw, the R400 clutch in my car is more like an on/off switch and took some getting used to. The SV is noticeably bigger than the S3. The '99 had a lowered driver's floor. I had never sat in a SV. This one has lowered floors. I don't have the seat all the way back in this car. Seems like much more room for legs and feet and I can probably get away with not wearing driving shoes in the SV. The '99 had a four point harnesses and the R400 has five point harnesses. I bought a regular rollbar from a member here but will likely keep the cage on for now. (I may be doing a track day in October up at VIR.) The cage is not factory Caterham and was built off a track day rollbar by a race shop. I loved the look of my '99. I also really love the look of the livery on the Superlight R400. This has what they called the Lotus anniversary paint scheme on it and it matches the Caterham F1 livery from the 2012-2014 period. It also matches the R600 promotional photos. Scott

Car pickup day for the Superlight R400 SV. Left from Raleigh for Virginia at 6:30am, back in Raleigh by noon. Dropped off trailer and then to DMV to stand in line for thirty minutes for title work and a 10 day tag. Back to the house with the tag and then drove an hour in the countryside. Scott

I'd ask Caterham or the reseller you are dealing with. Your question is of interest to me because I am buying a 2012 Superlight SV that has a cage. My research is that the factory weather options are limited and maybe there are some limited options from softbitsforsevens but I doubt you are going to get full protection or regular attachment of doors to windshield. https://www.softbitsshop.co.uk/slr-cage-weather-set-708-p.asp I'm not sure if this is a current 420 Cup order form but there is a note on it about weather equipment non-compatibility with teh race rollcage. Scott

I think @westfield is right. Your indicator bulb is creating a back-feed path between the two circuits so the diodes should stop that. Scott.