I have just agreed to buy a MegaGrad
Discussion
It wasn't really planned, it just sort of happened!
Anyway, MegaGrad race car, but with V5, although never been used on the road. In very good condition.
Now I don't have much experience of 7s, bar a couple of "handling" days at Silverstone in one a very long time ago so it is going to be interesting. The plan is to do a track day or two in it and then race it in the CSCC Magnificent 7s. If I don't like it then I will stick to racing my 944 Turbo, I guess.
I will try to share the car with someone in Mag7s and probably even offer the car out for some form of drive deal for the Graduates Series.
Whilst the overall grid sizes in Mag 7s are good the classes which the MegaGrad fits in to have dropped in the last year or two as people have gravitated towards the quicker cars. Hopefully there will be a few people to battle with though - it would be good to encourage a few more entries in to the MegaGrad and SigmaGrad classes. Seems like good value racing to me and I'm thinking that a MegaGrad should be very cost effective to run.
Anyway, MegaGrad race car, but with V5, although never been used on the road. In very good condition.
Now I don't have much experience of 7s, bar a couple of "handling" days at Silverstone in one a very long time ago so it is going to be interesting. The plan is to do a track day or two in it and then race it in the CSCC Magnificent 7s. If I don't like it then I will stick to racing my 944 Turbo, I guess.
I will try to share the car with someone in Mag7s and probably even offer the car out for some form of drive deal for the Graduates Series.
Whilst the overall grid sizes in Mag 7s are good the classes which the MegaGrad fits in to have dropped in the last year or two as people have gravitated towards the quicker cars. Hopefully there will be a few people to battle with though - it would be good to encourage a few more entries in to the MegaGrad and SigmaGrad classes. Seems like good value racing to me and I'm thinking that a MegaGrad should be very cost effective to run.
Thanks for the responses, I am looking forward to picking it up soon. Yes, it was Peter's car.
When I said that the number of MegaGrads on the grid was small, I was referring to the lower popularity of the smaller engined classes in CSCC Magnificent 7s rather than the MegaGrad grid.
I have thought about taking part in the BARC Graduates series but racing over the 2 days of a weekend is a none starter for me; it has to be one day events and Mag 7s fits that with decent track time (70 mins).
When I said that the number of MegaGrads on the grid was small, I was referring to the lower popularity of the smaller engined classes in CSCC Magnificent 7s rather than the MegaGrad grid.
I have thought about taking part in the BARC Graduates series but racing over the 2 days of a weekend is a none starter for me; it has to be one day events and Mag 7s fits that with decent track time (70 mins).
Didnt get to drive it much as got indications on the Stack Dash of low oil pressure in the corners which was a concern so switched off.
The previous owner has been excellent and is picking the car up to take to McMillan Motorsport to investigate.
Im hoping its an electrical/ sender issue?
The previous owner has been excellent and is picking the car up to take to McMillan Motorsport to investigate.
Im hoping its an electrical/ sender issue?
Just thought I would bring this up to date.
McMillan Motorsport checked the engine and found no evidence of any wear issues, caused from low oil pressure at all, and they were convinced that even just the small number of laps that I did would show up a problem. They concluded that there was a Stack Dash/ sender issue.
I fitted a mechanical oil pressure gauge so that I could compare that against the Stack Dash.
I have not been able to try the car again until yesterday due to a combination of work and weather issues but did a morning at Mallory yesterday. I figured that a few goes around Gerrards would show up an oil pressure issue in bends pretty quickly!
The weather was awful initially and I didn't go out for about 45 mins, but eventually thought that a drying line was appearing. I did a couple of laps and all was ok but on the third lap had a spin on the exit of Gerrards. I admit that my old, cold tyres didn't help but once I had recovered myself back to the pits 2 other cars had the same issues and the circuit sent out a road sweeper. There was talk of oil on the track.
No harm done! Nevertheless I changed tyres to a set of Avon Turbospeeds and immediately felt better on the damp track.
This was my first time really driving a Caterham properly and I enjoyed it although I know that I was pretty slow compared to the potential of the car. But it felt quick!
After a few laps, the low oil pressure light came on again. The Stack Dash was reading no lower than 42 psi with a high of about 50 through the lap and the mechanical gauge was consistently showing 4-6 psi higher through the lap. I returned to the pits for a conversation with a mechanic friend helping me out and we couldn't understand the issue so I went out again to check what I had seen.
The next session was the same again, back in to the pits, and then the same again. I decided to do a longer run......
The light came on again but I decided to keep going and did 2-3 sessions of about 5 laps each. No sign of an engine issue, no tightening, still revving cleanly. The oil pressure on the Stack was never any lower than 42psi going round the hairpin and was at about 50-52 along the straight at about 6500 revs. The lowest oil pressure I saw was about 26 on the Stack coming down the pitlane at low speed in 2 nd gear at about 2000 revs. strangely the light seemed to come on as the oil pressure rose past 50 and went out as I trundled back down the pit lane.
Different symptoms to those I experienced first time out. I can only conclude that there's something wrong with oil pressure sender, stack dash or the way the limit has been set up on the oil pressure light?
The mechanical gauge certainly didn't show up any problems. Perhaps I should get done black tape to cover the light!!! Lol!
Next step is to order some new List 1c race tyres and enter the first race of the season!
McMillan Motorsport checked the engine and found no evidence of any wear issues, caused from low oil pressure at all, and they were convinced that even just the small number of laps that I did would show up a problem. They concluded that there was a Stack Dash/ sender issue.
I fitted a mechanical oil pressure gauge so that I could compare that against the Stack Dash.
I have not been able to try the car again until yesterday due to a combination of work and weather issues but did a morning at Mallory yesterday. I figured that a few goes around Gerrards would show up an oil pressure issue in bends pretty quickly!
The weather was awful initially and I didn't go out for about 45 mins, but eventually thought that a drying line was appearing. I did a couple of laps and all was ok but on the third lap had a spin on the exit of Gerrards. I admit that my old, cold tyres didn't help but once I had recovered myself back to the pits 2 other cars had the same issues and the circuit sent out a road sweeper. There was talk of oil on the track.
No harm done! Nevertheless I changed tyres to a set of Avon Turbospeeds and immediately felt better on the damp track.
This was my first time really driving a Caterham properly and I enjoyed it although I know that I was pretty slow compared to the potential of the car. But it felt quick!
After a few laps, the low oil pressure light came on again. The Stack Dash was reading no lower than 42 psi with a high of about 50 through the lap and the mechanical gauge was consistently showing 4-6 psi higher through the lap. I returned to the pits for a conversation with a mechanic friend helping me out and we couldn't understand the issue so I went out again to check what I had seen.
The next session was the same again, back in to the pits, and then the same again. I decided to do a longer run......
The light came on again but I decided to keep going and did 2-3 sessions of about 5 laps each. No sign of an engine issue, no tightening, still revving cleanly. The oil pressure on the Stack was never any lower than 42psi going round the hairpin and was at about 50-52 along the straight at about 6500 revs. The lowest oil pressure I saw was about 26 on the Stack coming down the pitlane at low speed in 2 nd gear at about 2000 revs. strangely the light seemed to come on as the oil pressure rose past 50 and went out as I trundled back down the pit lane.
Different symptoms to those I experienced first time out. I can only conclude that there's something wrong with oil pressure sender, stack dash or the way the limit has been set up on the oil pressure light?
The mechanical gauge certainly didn't show up any problems. Perhaps I should get done black tape to cover the light!!! Lol!
Next step is to order some new List 1c race tyres and enter the first race of the season!
HustleRussell said:
That car seemed to treat Pete pretty well, Seems likely to be an instrumentation issue. Pretty jealous, I did Sigmax last year but I think I prefer Megagrads... exciting revvy engine and straight cut box.
Agree, that it's an instrumentation issue and Pete was more than fair, going further than I expected to help me out.Looking forward to getting out in it again.
Yes, I have the Apollo tank, and the issues do seem to occur in right handers, hence why I was keen to see what happened around Gerrards at Mallory. The oil pressure on the Stack was still about 46psi around there, and the mechanical gauge was about 50 psi.
Dave Andrews recommends getting rid of the foam "baffle" and drilling several drain holes in the "gasket shelf" that is in the sump, and a legacy of the original planned transverse mounting of the engine. I haven't done that yet, but probably will at some point.
Anyway, the symptoms I have described do seem to be electrically generated, and on that basis I have entered the first CSCC Msgnificent 7s race of the season at Snetterton in a few weeks. 40 mins, including Coram, should see if my confidence in the engine is misplaced or not. I will probably expire before the engine, though.
Dave Andrews recommends getting rid of the foam "baffle" and drilling several drain holes in the "gasket shelf" that is in the sump, and a legacy of the original planned transverse mounting of the engine. I haven't done that yet, but probably will at some point.
Anyway, the symptoms I have described do seem to be electrically generated, and on that basis I have entered the first CSCC Msgnificent 7s race of the season at Snetterton in a few weeks. 40 mins, including Coram, should see if my confidence in the engine is misplaced or not. I will probably expire before the engine, though.
Thought I would update my potential low oil pressure issue story.
I have raced 3 times now at Snetterton, Oulton and Brands, and done a Tarck evening at Donington. There were no issues at Snetterton, Oulton, or Donimgton but at Brands yesterday the low oil pressure light came on at Druids and Clearways. I am not sure about Paddock Hill Bend, I was a bit busy tHrough there!
The Stack dash oil pressure read 12 psi for 2-4 seconds, whilst the mechanical oil,pressure gauge read a low of 19 psi for the same time period. The oil pressure returned to about 44 psi down the straight. This happened for about 30 mins of a 40 min race. 10 mins were behind the safety car anyway.
I believe the mechanical gauge and it has always read a few psi higher than the Stack dash. The engine still revved ok and no sign of tightening.
A bit confused. Is 19 psi for 2-4 seconds in a corner over a period of time going to,cause an expensive issue? Presumably the Apollo tank mitigates the issue sufficiently for 2-4 seconds?
I have raced 3 times now at Snetterton, Oulton and Brands, and done a Tarck evening at Donington. There were no issues at Snetterton, Oulton, or Donimgton but at Brands yesterday the low oil pressure light came on at Druids and Clearways. I am not sure about Paddock Hill Bend, I was a bit busy tHrough there!
The Stack dash oil pressure read 12 psi for 2-4 seconds, whilst the mechanical oil,pressure gauge read a low of 19 psi for the same time period. The oil pressure returned to about 44 psi down the straight. This happened for about 30 mins of a 40 min race. 10 mins were behind the safety car anyway.
I believe the mechanical gauge and it has always read a few psi higher than the Stack dash. The engine still revved ok and no sign of tightening.
A bit confused. Is 19 psi for 2-4 seconds in a corner over a period of time going to,cause an expensive issue? Presumably the Apollo tank mitigates the issue sufficiently for 2-4 seconds?
Edited by andy97 on Sunday 15th July 19:23
CharlesElliott said:
Bit more power which is noticeable, main difference is LSD which really changes the style you need for corner approach and exit.
We still race with Megas, on fast circuits (Thruxton) the difference in lap times is pretty small. On tighter circuits, the difference is > 1s per lap.
The Mega power is actually worse than a Super up until around 5K, so you really need to work the close ratio box to gain anything....on tighter circuits the lack of torque has more of an effect.
All interesting stuff, Charles, thanks. I am still not used to revving the car to the limit to access the power; it doesn't seem natural to get that close to the red line! I suppose I am used to, relatively, torquey engines but I am enjoying the car nonetheless. Could just do with a few more Class A, B and C cars to play with at the blunt end of the Grid!We still race with Megas, on fast circuits (Thruxton) the difference in lap times is pretty small. On tighter circuits, the difference is > 1s per lap.
The Mega power is actually worse than a Super up until around 5K, so you really need to work the close ratio box to gain anything....on tighter circuits the lack of torque has more of an effect.
As an aside, do the Sigma engine race cars all come with dry sump?
Edited by andy97 on Friday 20th July 12:53
I really doubt i would be lapping anybody! And as i have said before, the 2 day format is a significant barrier to entry for me. It suits many, obviously, but not me.
Why dont some of you guys come and do the odd race in Magnificent 7s? The 40 min format is great value and a different challenge. 2 drivers can share a car (a different challenge agsin) or 2 cars can run in a relay.
Why dont some of you guys come and do the odd race in Magnificent 7s? The 40 min format is great value and a different challenge. 2 drivers can share a car (a different challenge agsin) or 2 cars can run in a relay.
Edited by andy97 on Friday 20th July 17:58
Matt W said:
Andy, was it you that was asking on Facebook about the strength of your cage? We recently cleared my Dad's loft and found one of the cockpit braces to be fitted with the Safety Devices cage. Let me know if you would like it.
Thanks Matt. I have one of those already, I was think about the lack of triangulation fore and aft between the 2 main hoops of the cage. There doesn't seem to be much to prevent a cage collapsing. CharlesElliott said:
We won't know next year's calendar until November time. Oulton could well be a one day event if we went there again as they have consecutive day restrictions. Donington almost a certainty but would be a two day event, Mallory.....unlikely.
Charles, you never know, I may consider a guest appearance at Oulton for a one day event, and as I only live a mile form Donington Park I may get a weekend pass for that one. I will try to remember to keep a look out for the calendar at the turn of the year.Just thought I would update this to say that the winter re-fresh has now started. Time for a little TLC.
The plan is also to fit a light weight flywheel, LSD and some verniers, and then to get the car on a rolling road and maybe a Kmaps re-map.
We will see if that is worth doing or a waste of time and money next season lol!!
The plan is also to fit a light weight flywheel, LSD and some verniers, and then to get the car on a rolling road and maybe a Kmaps re-map.
We will see if that is worth doing or a waste of time and money next season lol!!
Titan LSD, TTV light weight flywheel and DVA verniers now fitted. Timing done.
Foam sump baffle removed and sump “shelf” drilled as recommended by Dave Andrews to allow oil to flow more easily back in to the sump.
Aluminium tonneau cover fitted on passenger side to hopefully help smooth airflow a bit.
New brake pads about to go in
All cleaned and some bodywork paint tidied up.
Looking forward to the new season.
Foam sump baffle removed and sump “shelf” drilled as recommended by Dave Andrews to allow oil to flow more easily back in to the sump.
Aluminium tonneau cover fitted on passenger side to hopefully help smooth airflow a bit.
New brake pads about to go in
All cleaned and some bodywork paint tidied up.
Looking forward to the new season.
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