shotgunslade

The time has come to sell my trailer. Ultralite sold a couple of years ago, but now looks like I will not replace so time to part with the trailer. All aluminum 14' Mission Trailer with aluminum deck and beavertail. Twin axle. Electric brakes. 5000 lbs. GVWR. Trailer weight about 800 lbs. 72" bed width, 92" overall width. Less than 1000 miles. Cost over $5000 new in 2008. Two gas jug rack added. Asking $2500. Negotiate with me I'm in Princeton, NJ. Probably doesn't make sense to ship this, so probably local pick-up only. Email: dannall@mindspring.com

Sorry, just sold mine. It was on the for sale section of this site about 2 weeks ago. Just put it on the truck to go back to Texas yesterday. I think it was number 6.

Sold. It's going back to Texas.

Probably could be refllashed, but DEP told me explicitly that the new car must have all of the emissions equipment and must conform to all of the specifications of the car in which the engine was originally installed. For special vehicles in NJ there is a special inspection with multiple inspectors personally inspecting the vehicle. I suspect that if there were a discrepancy between what is physicaly installed and what the ECU reports, they would pick up on it.

Without windshield nd from the other side http://i203.photobucket.com/albums/aa83/shotgunslade/Dans%20XR7/orgxr7aplfsmall.jpg

I have decided to sell my WCM Ultralite XR7, which I received last November. The car was built by Brian, and has only 4 track days (this summer was very rainy in NJ, and it is not that pleasant in the rain). It has not been driven on the road, which is the main reason I am selling it. I have determined that it is not registerable in New Jersey because the Department of Environmental Protection requires emissions checks for OBDII engines using the ECU socket. Unfortunately, the Honda S2000 ECU in the XR7 throws some codes, because it has been relocated to a different car. Specifically, it throws a code for the EEC system for the fuel tank, for the wheel speed sensors (not needed on the XR7 because it doesn't have antilock brakes) and for the cat, because it isn't stock and the O2 sensor readings differ slightly from spec). So, even though it would pass a sniffer test, as demonstrated by multiple registered Ultralights in other states, it can't be registered in NJ. The car has a 2005 S2000 engine (2.2 liter) from a car which had approximately 35,000 miles, according to Brian. It has a few upgrades over the standard XR7, including headlights, turns signals, horn, windshield, and windshield wipers (pretty ineffective), fire extinguisher and tonneau. It also has an exhaust heatshield (shown in pictures), because NJ has a rule prohibiting exposed exhausts which could injure humans or animals. It has the usual XR7 features, including inboard front coil springs, inboard rear brakes, Wilwood brakes with slotted rotors all around, electrically adjustable pedal platform, LSD, manually adjustable brake bias, totally adjustable suspension. Tires are Azenis 235/40R17 fr and 255/40R17 because of its intended use as a track car (wet or dry). With R compound slicks, it is probably the ultimate Autocross car. Original cost was $42,000. I want to get at least $30,000. Here is a picture http://i203.photobucket.com/albums/aa83/shotgunslade/Dans%20XR7/DSC01635.jpg Here are many more pictures: http://s203.photobucket.com/albums/aa83/shotgunslade/Dans%20XR7/

Chris: Sent you an pm about my car. Here are some pictures. Let me know if you are interested http://s203.photobucket.com/albums/aa83/shotgunslade/Dans%20XR7/ Dan Nall

Kevin: Sorry to hear about your experience with NJMVC. Pretty much the same story I got, although after I heard about the required OBDII scan, I didn't bother to take it down to the inspection office. I think many of the minor issues you mentioned could be fixed, but the OBDII scan requirement which applies to all engines born after 1995, and verifiable by serial number, is a deal killer. Dan

Thanks. I'll check it out. Also, has anyone been having trouble with the electrical plug coming out of the socket, while the car is being towed. This happened to me and the plug dragged along the ground, pretty much destroying the plug. I had to order a new plug and cable, and fish it through the frame rail to the junction box. Now I use a hose clamp to keep it from falling out of the socket.

Please pardon this repost from the Ultralite Yahoo Group, but I haven't had any response over there. Was wondering if anyone here had any similar experiences with Honda (or other) engines. At this point, I'm going to get a compression test for the engine. Trick is to find someone who will work on it. I did my first track day with the new XR7 and ran into a very very serious problem that ended my day after 2 laps. Yesterday at Lime Rock was a crappy day. About 40 DegF and misting rain. Not an auspicous beginning for the track career of my XR7. I was finishing the warm up lap, taking it easy. Only took it up to about 6000-6500 rpm on the main straight. At the end of the straight is a decreasing radius turn called the Big Bend. Another car came out of pit lane about 25 yds in front of me and to my right, throwing up a little spray. My windshield turned opaque white. So here I am at about 90 mph approaching a decreasing radius turn with no visibility whatsoever. Locked in deep in the seat with 5 pt belts, I couldn't even squirm around to look over or around the windshield. The only way I could tell if I was still on the track was to look directly to the side to see the sidelines on the paving. I had to drive the entire lap back to pit in this way. Even going slowly, it was extremely difficult to know where to go, and I'm sure the people behind me were cursing. Needless to say, it isn't an experience I want to redo any time soon. Back in the pits, the problem was revealed. The hood back of the dipstick opening and the windshield were covered with a thin film of oil. I can only assume that the dipstick tube is blowing a fine mist of oil that is being deposited on these surfaces. It doesn't happen much at idle but must be pretty intense at higher rpms. It coated the entire windshield in a single lap. It is not something you can see when it is happening, but the results are pretty apparent, especially when the windshield gets wet. I have installed a breather with catch tank, supplied by Brian when I first noticed that there was some oil on the hood, but it is attached to a port on the valve cover, because that is the only obvious connection point, Obviously, this didn't fix a problem, which is that the crankcase must be at positive pressure dependent on rpm, and is blowing the oil mist from the crankcse up and out the dipstick tube. Backyard mechanic wisdom says that if your dipstick is popping up, you probably need a ring job. Hopefully this isn't the case for this 2005-2006 S2000 engine. Anyone else seem anything like this or have any insights as to what is going on or how to fix it. Obviously, I'm not taking it on the track until I'm confident it's fixed. Given my problems with OBDII emission compliance in NJ, the car is parked until I can diagnose and fix this problem.

First track day tomorrow. What cold tire pressures are you setting up with? I have Falken Azenis. They are 245/40-17 front and rear.

I think my problem is that MVC says I must start with a complete Honda S2000 emissions systems. I owe then that, because, from an emissions standpoint, the car is a Honda S2000. Removing parts of the emissions system is proactive, and thus, if the parts have been removed, I wouldn't get dollar credit for putting them back. I would get dollar credit for replacing them if they were inoperative, or if the engine were burning oil, or if some other part were defective and had to be repaired or replaced.

Searching the forum turns up the direction that the required information for paying our membership dues is in the first post of the forum migration thread. It doesn't seem to be there. Could someone repost the email address for Paypalling dues and the amount. right now, it seems maybe maza is the receipient and the amount is $20.00 Please confirm. Please take my money.

There are simple evaporative emissions systems that are not connected to the ECU. I was looking at a system implemented in late 90's Toyota Corollas. It has a vapor canister and a check valve on the gas tank to allow air in, but not to leave. All outgassing goes through the canister. There is also a thermostatic and ignition activated purge valve. When the engine is running and the coolant is hot, the purge valve opens to draw air through the canister into the intake manifold. This removes the absorbed gas vapors from the carbon filter in the canister. The intake manifold port has to be located in the active area of the throttle plate, so that when the throttle is closed, the port is not actually inside the manifold. When the throttle is opened, the port is exposed to manifold vacuum. That way, the canister purge does not function as a vacuum leak when the engine is idling. But, not in NJ.

Searching the forum turns up the direction that the required informatino for paying our membership dues is in the first post of this thread. It doesn't seem to be there. Could someone repost the email address for Paypalling dues and the amount. right now, it seems maybe maza is the receipient and the amount is $20.00 Please confirm.

My quest to put my XR7 on the road this year has run aground. I ironed out some issues , a new heat shield for the exhaust which met MVC requirements along with a windshield that has DOT markings, and windshield wipers that actually move out of line of vision when they are off. However, New Jersey requires emissions compliance using the OBDII port. Currently my engine is throwing 9 codes. Several of them are related to the missing Evap Emissions system. One is related to the missing vehicle speed sensor. One is related to the fact that the after-market cat, while it might be sufficient to meet a sniffer test, doesn't comply with the Honda specs built into the ECU. There were a couple of other codes which I have yet to figure out. One thing I have learned from this is that kit cars with OBDII engines are an expensive proposition in any state that fully enforces emissions regulations. I will just drive it to the track this year, and over next winter will take it to a Honda tuner, along with a complete used S2000 fuel tank with evap emissions equipment and ask him to clear up the code issues. First track outing will be Lime Rock Park April 4th, then Lime Rock again on April 18th, Summit Point, May 16 and 17th, and then Pocono May 30 and 31st.

Mike: I have jsut heard from MVC that they expect to find a stock Honda S2000 evap emissions system and that they want to check it through the OBDII plug. They would consider the use of a non-ECU connected evap emissions system an unallowable modification to the emissions systems. I am considering commissioning a custom fuel cell with all of the Honda S2000 emissions components and a wiring harness. That is the only way I can think of getting around it. Dan

mike: I actually haven't taken the car in for inspection yet, but have had detailed email conversations with Todd Haney at MVC. According to him, NJ Dept of Envir. Prot. requires evaporative emissions systems on all road-going cars built or manufactured after a certain date. This includes venting the fuel tank to a carbon filter canister, and periodically purging the cansiter with fresh air that goes into the engine so that the vapors can be burned. I have had some conversations with Mondo, who pointed out that the MVC likely will hook up my engine to the OBDII machine and pick up all error codes. These would include all those from the non-reporting, non-existent parts of the Honda S2000 evap emissions control system, which is pretty elaborate. I think I'm going to see if I can replicate, with used parts, the stock Honda S2000 system. dan

Croc: I don't think I can restore the original plumbing. I don't have room for the S2000 fuel tank. What I'm going to try to do is to use an EEC system from a mid 90's Toyota. This system is attractive because it requires no ECU connections. The vent from the tank goes to a Y connection with one leg going to atmosphere through a one-way inlet only valve. This vent prevents the fuel tank from going into negative pressure as the fuel is used. The other leg goes into the canister with the carbon filter. There is a thermostatically operated purge valve that, when the coolant is over a certain temperature, opens to draw fresh air through the canister to purge the gasoline from the carbon. This valve is in a line that goes from the canister to a port on the intake and manifold vacuum pulls the air through the canister. The only thing I'm worried about is that on the Toyota, the purge inlet port is located so that the throttle has to open a bit before the port is uncovered. This prevents the port from being a vacuum leak that screws up the idle when the throttle is closed. I may have to create some kind of linkage so that opening the throttle also opens a mechanical valve in this line. Shotgunslade (Dan)

Mike: Yes my 2005 S2000 engine is stock. From what I can ascertain, there are two parts to the Evaporative Emissions Control (EEC) system. One part is on the engine and is connected to the purge system. This part has a canister and all sorts of connectors and valves and it is all intricately and complexly involved with the fuel supply and return system. There is also a part that is on the fuel tank. This part involves an ORVR valve (onboard refueling vapor recovery) that sends vapor to the engine purge system, and a one-way valve that allows air to enter the gas tank but not leave it. I think the ORVR valve would be connected to the ECU. I have ordered a shop manual, so I will have a better idea in a few days. I am really hoping that the purge system is still fully in place on the engine. Dan

Mike; Do you know if the gas tank vapor vent on your car terminates to the outside, or does it go into a Evaporative Emissions Control system that routes the vapor into the engine to be burned, as all mainstream cars are required to have? thanks Dan

Looks like the final issue on getting my WCM XR7 registered in NJ is connecting the fuel cell vent to the EEC system on the engine. Unfortunately, the EEC system has been completely removed. I talked to the local Honda dealership and, not only do they not want to help me, they don't want to talk to me. Some questions: 1. Does anyone know what is entailed by replacing this system. From webresearch, looks like I need a vapor canister, a filter, a solenoid valve and a pressure sensor. The whole thing needs to be reconnected to the ECU. Looks like about $400 worth of parts. Does this seem right? 2. This is way beyond me, especially reconnecting to the ECU. Does anyone know of a shop in NJ or eastern PA that might be willing to take this one. Thanks.

Hank: I would really be interested in that Heat shield. How long is it and what is the width across the open end? Jack: I am taking the car down to my friend's shop at the shore to have some street legalizing improvements. The windshield wipers don't work at all and need to be reconfigured. I can't find a DOT image on the windshield glass, so I have to replace that, and I need to do something about the heat shield. I don't think it works (the MVC inspector to whom I showed pictures mentioned that it didn't look convincing). When I get it back, I will start the process of getting it registered. I have the forms and rules. Dan

Its not bubble wrap. It is chromed welded wire mesh which was an attempt to meet the NJ MVC requirement to protect people and animals from exposed exhaust pipes. The MVC has seen the pictures and questioned its efficacy. I'm going to have it replaced with a heat shield made of perforated aluminum sheet rolled into a half circle around the header/exhaust pipe/cat/muffler. Also need to redo the windshield wipers with dogleg arms so that the blades can rest parallel with the bottom of the windshield, given that the pivot point is an inch or two below the bottom gasket of the windshield.

I drive mostly with NASA. I have also driven with Connecticut Autocross and Rally Team, but they had no events at LRP this year. NASA-NE (formerly PDA Driving School) has good events at Pocono, Watkins Glen, LRP, and now NJ Motorsports Park. I have driven with NASA-MA at Summit Point, and with Triregion SCCA (NJ, Del, PA) at Pocono. NASA takes really good care of drivers who are new to DE events. The instructors are good, and they keep you from getting over your head. CART doesn't offer instructors and I couldn't recommend them for anyone who didn't have a couple of events under their belt for any given track. Did my first off course excursion (major spin on the Big Bend and then across the lawn) at LRP the first time I drove there. It was a CART event with no instructors, maybe my 7th or 8th DE event overall and first at LRP.