15th - New Rev Counter
My rev-counter had developed a fault at the end of
last summer. Under acceleration the needle would bounce
around either side of the actual reading. Once you
were up to speed and used a constant throttle, the
needle would settle down and indicate the correct
revs, but it did make taking the engine into the higher
rpm areas, interesting.
I had hoped to sort something out but it was one of
those jobs that I couldn't get interested in. I looked
into the reasons and it appears the problem is an
internal spring. This can break and the needle is
no longer damped so darts about.
I had a stroke of luck when a meeting
regular, Ben Long, put a barely used on up for sale
on the club
Forum site. I snapped these up and went over and
picked them up on a Friday evening (catching all the
rubbish traffic at the Newbury bypass :( ).
It took me a couple of weeks whilst I was finishing
off Jason's car to get my act together. The new rev
counter has a 6 pin connector on the back and an intragal
lamp which is on the PCB. My old one had a separate
bulb that pushed into a boss on the back. Simple enough
to re-wire, if I knew which wires went to which pin,
and where to get a suitable connector from.
I had a look at the manufacturers website
and whilst they had the wiring
details for colour/purpose, it still didn't give
me which pin was which. I e-mailed the technical department
and explained what I was trying to do and got an incredibly
helpful reply with the offer of a connector/mini-loom
and instructions. I duly replied with my address and
the following day I got a jiffy bag as promised. Wow
- it is so rare these days to get service like that,
that it is really worth shouting about it. Did I mention
that it was all done for free, and that I didn't buy
anything from them, only my original dials via Caterham
way back in 96...
Anyway, I found an hour to have a go at the wiring
and simply put some spade connectors on each of the
new wires and they all plugged straight into the current
connector blocks/bulb wiring. It really was very simple.
A quick test of switching on my ECU gave the normal
3k rpm throttle pot indication so all was well.
The only slight down side is the fact that it doesn't
quite match my speedo now, having a domed edging.
I bought a new speedo from Ben at the same time, but
as it is only showing 78 miles and I'd need to wind
it on to ~19k, I worked it out that it would take
me over two weeks at the speed of my drill, and that
was doing it 24-7. Errm, perhaps not then huh.
2nd - Airbox Final Fitting (try 2) - Jason's
A quick visit and the use of some glass fiber resin
ensured the studs are not going anywhere. The trumpets
were fitted for the last time, the airbox slipped
over the top and the bolts fitted (with threadlock).
Note: Jason is now running his car everyday again
and seems to be enjoying the extra power and added
lightness. You can read his final write up here
Now for some sleep!
1st - Airbox Final Fitting (try 1) - Jason's
After modifying the airbox to clear the clutch cable
(see here) I
popped over today to fit the thing for once and for
all. Unfortunately the epoxy I took with me to use
on the trumpet studs took rather longer than we had
to go off, so I had to leave early and leave the final
assembly to Jason.
As it turned out, the stuff refused to go off and
another visit was required.