Vovchandr

Since the area is typically covered by the stripes I would pay a body shop to carefully cut it from one side and then reapply it or weld it or otherwise secure it to the side that wasn't cut and then apply the stripes. I'm no body work expert and I know thin aluminum is hard to work with but I believe this is feasible.

Infrared gun was my only real clue to any misfiring. I saw that the cylinder was drastically colder than others and that my cat converter was glowing/smelling as well it sounding odd/like a missing cylinder. I replaced both wires and the pack. Over the last 12 months I probably put about 500 miles on the car. Mid summer last year I was having the over heating issues etc, that caused me to tear it down for head gasket. Then finally put it all back together for the track day and then maybe drove it once before winter. Since winter I only took it out once and posted the results seen in the beginning of the thread. I knew I still had an issue as it did the 2 NJMP track days fine except it would start to run hot again at idle while waiting to go out on the track and then run fine while moving. I'll look into the wiring this up coming weekend when I continue to troubleshoot. I'll also potentially disconnect the muffler to see if a backpressure/clogged cat could be a concern.

This is essentially what the 620R became right? It appears that it was based on SV chassis.

Were you happy with BaT process?

I have very brief data log of the backfire. It literally happened, I recorded it and made a post. I'll investigate into other cylinders next. In the video everything occurred at idle, but I can hear it while driving. I'll make better note of whether under load or not. I'm currently reluctant to keep driving it to avoid further damage until things get sorted out. I'd say the engine when cold is pretty smooth. Coolant has been muddy since I bought it and it sat for a long time prior. Only major change during my ownership is the headgasket fix, rebuilding of ITB's, fixing a misfire by swapping coil pack and reinstall of the engine after a clutch failure. Cylinder #3 used to have a bad misfire that's been fixed. I'll do that! I think I used a coolant flush kit last year, likely similar technique. Cat might be shot. When I did have a misfire issue it definitely got hot.. Luckily I have a secondary exhaust that I plan to de-cat. Or maybe I'll de-cat this one if its shot and leave the other one alone.

I believe your 6spd is 1:1 in 6th. His 5speed should have overdrive and actually be better off. With that said, I barely average in the teens even just cruising, but I have all sorts of issues going on.

Caterham mention @ 14:45 Honda S2000 Review // When Hero Becomes Legend

Yes that is fire behind cylinder #3 and #4 on occasion. It seems to get worse when it runs hot, but I can hear it happening occasionally while driving and on decel. I DEFINITELY have a few things going on compounding on each other. Some are simply symptoms rather than the source. I'd hate to waste time chasing symptoms. *Running hot/dirty coolant are definitely some of the primary core issues. However I don't think they are directly related to the backfire as it does happen during regular operation too. *Tuning in the timing after doing the headgasket change is also a crucial core issue I'll be addressing. *The mechanic (me) running out of skill is definitely a core issue in this puzzle I've never done a timing check so I'll look into that. I'll also escalate getting to a tuner.

Unfortunately there is a scheduling conflict this year with a pending hospital stay for an expanding family. These dates are cutting it just too close

Coolant temp is in the thermostat housing as I recall. Expansion tank is pretty low as I just checked but not empty. I'm at about 13.5 on the wideband at idle (bung is located after the cat converter so there is a delta of .5 to 1.0 at a guesstimate. Not sure in which direction) I'll double check but typically I'm at steady 40. AF wideband is mounted and I always keep an eye on it. I'll look into the hose option. I do have an auto stethoscope. Done compressions and leak downs last year but not going to hurt to do it again. Maybe? You're not kidding with a few problems! I don't believe head gasket was blown last year, I just ran out of things to replace so I replaced that too. I don't think I fixed any problems. Yes I was running water for a considerable amount of time as it got very expensive dumping coolant while troubleshooting. Water/coolant has been muddy since I bought the car about 5 years ago now. After replacing everything and flushing the block it's still starting to get muddy again. I have little junk floating around in the coolant system too. My see through coolant filter is catching the debris. Lose fuel pressure regular is resolved. I send the entire throttle body to get rebuild last year to the parent company. They told me old unit was "rough" and replaced almost everything on it. I have a lightly filled overflow for expansion yes. Pending getting a fuel rail from Redline but they are being a little difficult to work with. One big hint I should mention is that I've never had a tuner dial in the timing after changing the head gasket, so there is a good chance it can be off causing backfire. I'm still looking for somebody in the area to take the car to. In the meantime maybe I'll play with the cam gears (adjustable) myself and see if I can dial it to be smoother? Fairly certain Non SVT Zetec is non interference. Thank you all for the advice so far!

Making a thread to stay out of my build thread for this issue Started testing the car out this season. Trying to still narrow down the running/hot overheating issue and all the things related to it. I'm still pending dyno time to get maps all sorted out and timing set straight. In the meantime while driving I do hear a bunch of backfires and while driving around today in 5 o'clock traffic car started to get hot again, which seems to make the backfires worse. When I pulled into the driveway I let it idle to see whether it's just running hot or it's actually going to go into overheating. At some point in time it couldn't maintain idle, backfired a few times and stalled itself out. This follows by no start condition until it sits for a few minutes and cools down. This puzzled me as I'm not quite certain what could be causing all these backfires, is it my timing? Could there be something else? It has never quit on me while driving and I can force it to stay running through the backfires. If I leave it running long enough it will get hot, then backfire more often and then lose idle which is followed by no start. At the end of day I started to try to balance the throttle bodies and got the video of it happening As of right now I'm not running active IAC but rather just holding the butterflies open with an idle screw to maintain (somewhat high) idle.

Thanks Jim. The ZZR/ZZS set I got was from Kraus a year or two ago now and will be my next mounted set. I was sort of window shopping for options after the ZZR/ZZS set runs out. I thought about the ACB's from them but ZZR/S's seemed like a more streetable option. I'm honestly perfectly happy with the 888's except the lobsided sizing drives me insane. I recently scrolled through a bunch of BaT sales on cars with 13's that all looked good and was spying on what tires people were running. Once I saw they all ran same front as me but a 205 matching rear, I decided to make this thread.

Came across some old articles circa de 2007 Rotrex even has an official site link dedicated to it C30-94 https://www.rotrex.com/centrifugal-superchargers/caterham/caterham-x330/ British firm Caterham has unveiled a very special, one-off model in honor of the Lotus Seven's 50th anniversary. British firm Caterham has unveiled a very special, one-off model in honor of the Lotus Seven's 50th anniversary. Called the X330, this matte black show car is based on Caterham's top-of-the-line CSR Superlight but with a supercharger that raises the power of the 2.3-liter Ford Duratec 4-cylinder from 260 bhp to 330 bhp (hence the name). It also delivers over 221 lb.-ft. of torque from 5500–7500 rpm. Besides the incredible power increase, the X330's trellis-style chassis uses lighter-gauge steel while much of the bodywork is made of carbon fiber; new lightweight wheels round out the package. Although for now the X330 remains nothing more than a show car and a testbed, Caterham says we should expect to see some of these go-fast, go-lighter items on its future production models. ________________ Caterham has unveiled the X330 Concept that will celebrate its 50th anniversary. The concept is a one-off supercharged model boasting a mind-boggling power-to-weight ratio of 600bhp per tonne. The X330 is based on the range-topping CSR Superlight, but Caterham added a supercharger four-cylinder 2.3 litre Ford Duratec engine that will increases power massively from 260 to 330bhp – as the name suggests. That means the X330’s equivalent power-to-weight ratio puts it ahead of the Bugatti Veyron (521bhp per tonne) and the McLaren F1 (559bhp). The near 35% power hike is achieved by a Rotrex C30-94 supercharger, which provides a boost characteristic that rises linearly with engine speed. In other words, although the X330’s punch is greater at higher revs and speed, low-speed driveability isn’t compromised thanks to an exceptional torque curve with over 221 lb-ft from 5500 to 7500rpm – 20 lb-ft more than the CSR260. The X330 is now only on its testing stages, but there are a few chances that Caterham will put it into production. To begin with the X330 will spearhead the British firm’s R&D into bioethanol power in the coming months as it seeks to assess the viability of alternative fuel sources in road and race applications and cement a further 50 years of history for the legendary Seven. In keeping with the Seven ethos of ‘adding lightness’, the extremity of the X330 doesn’t stop at moving parts. Lighter gauge steel is used in the trellis-style chassis and the use of new lightweight wheels together with an abundant use of carbon fibre for the bodywork all adds to the stealth appearance of this perfect 50th birthday present. _________________

Indeed. It's tiny. I'm willing to try it. I will also need a new specific bracket as the existing one that works for my bike batteries won't work for this. There are two types of mounts I've seen for this that people make

I see your your battery and it resembles the motorcycle battery I have now I'm however looking at the XPS SC-1 that I saw a friend of mine trying to utilize in his Hellcat Durango

Bump. Considering the Antigravity battery. I saw @KnifeySpoony was trying to make them work with a new bracket

Caterham Cars HQ Open Day 2022 - Highlights Montage...

Une voiture de course sur un circuit juste pour nous

Avto Magazin Caterham results

Caterham 125 Roadsport - Snetterton Track Day

You're right, it's not posted yet, you beat me to it! Caterham 170R Cinematic

I have a staggered SLR wheel setup. The car came with 245's on the back stock. When I went to buy Toyos R888's, 245's were NA in 13's. I could either get 205s or 225's. I stayed away from 205's because I thought they might have issues fitting on the wheels so I got 225's. Problem is the only sidewall available for 225's was 45, but 205's I could get in 60 (same as front). As it sits now I'm not happy with how staggered the fronts (60 side wall) look compared to the back (45 side wall) and if I can fit 205's I think I'll do that next time. In the meantime my next set of tires is an ZZS and ZZR mismatch front to back as that's all that was available at the time but in matching sidewalls.

Any updates? @Rob J.