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Everything posted by MrDangerUS

  1. Marrs Automotive in in Santa Clarita, California can do it, including the R&R if necessary. Jean Francois specializes in Citroen. He basically took over after Jerry Hathaway died.
  2. Hey, Giorgio, I read this thread again and I want to complement you on your effort and documentation. How is your gear box working (now)? Are you still driving your Esprit or sold it? Ciao
  3. Jacques, LSD is hibernating on the shelf waiting future lump pull-out.
  4. Congratulations Mike! Any pictures?
  5. I also had a low pressure reading at the tick over on my S4S (32K miles). When hot, it was in the red zone. Front glass (plastic) on 3 original Caerbont gauges separated /caved in. PO tried to repair by gluing them, but they failed again. Use of cyanoacrylate fogged my water gauge. Got p.. off and have replaced all with metal can VDO gauges and senders w/real glass. Original parts were made of plastic and failed miserably. In addition, my new turbocharger does not require full oil flow. Triple ball bearings CHRA has an oil restrictor (0.4mm hole) raising oil pressure in the whole system v. effectively. Tick over pressure never been below 20psi hot.
  6. To avoid "dry starts", some manufacturers add engine pre-lube pumps. Adding such system on our cars would save bearings. Interesting start-up sequence in this video.
  7. I have learned about Lucas Oil Treatment "honey" in the 80-s. Fantastic product, it sticks and coats parts even if you leave the car sitting for a long time. Esprit S4/ S4s has an interesting feature: with engine not running, when you depress accelerator pedal to the floor you can crank the engine as long as you want without starting it. In this pedal position, the ignition and injectors are disabled. This feature is advertised as a method to "clear" your flooded engine.
  8. @Sam Grant No need to re-map, unless you're tracking the car.Turbo delivers stunning performance with OE S4s MK V chip and 370 cc/mm RC Engineering "peak and hold" primary injectors and 270 cc/min (25.7 lb/hr) RC Racing high impedance secondary injectors, (the same as Dermot's, ). please gimme a shout at for further details
  9. Nothing exotic, on the budget, but quite effective! On my S4s, I've kept stock frt springs ( 234#) and shocks, but replaced ARB with 17mm dia rod off S350, and increased rear spring rate to 275# (Eibach # 1200.300.0275 S ) with LOTAC 05405 shocks . Car handles fabulously, no roll in corners, rides like "on rails"! I like it very much. Above changes were NOT expensive, yet very effective!
  10. Last winter I have installed this header on my S4s. Not the easiest task if you do it with your engine in situ, but reward is enormous. It morphed my car into a ROCKET! Incredible acceleration and performance improvement! Driving becomes an eye popping experience at only 0.6 Bar + foot 1/2 way to the floor. For obvious reasons, I'm not going to tell you how fast car was going. Can't imagine how scary it will be at 1 Bar, if I find a suitable road or if someone let me in to the airport. Alunox header is worth every penny and bloody knuckles! I also have fitted a better flowing turbo of my own specs. I'm sure, that helped a bit, too. FYI: I have built one extra, if I can interest someone. Outside looks completely "stock".
  11. Thank you Tom, That is quite reasonable. Don't worry about any customs or import tax at the receiving end. It is a buyer's responsibility. How do you want to handle this project? Let's keep boring commercial details of the Forum. Please PM me: mrdangerus at hotmail dot com. Thank you John
  12. Also, 48(H6)AGM battery fits perfectly and is less expensive.
  13. That's because Esprit front and rear Motion Ratios are not equal: Front ~ 0,540 and rear is ~ 0,785
  14. Does anyone know where to get replacement rings for 2003 AP Racing set-up 2 piece rotors? I'd like to get spares before they go extinct/NLA. Thanks
  15. Hi, 96 V8, 245 front, 274 rear, GT spec could be different.
  16. FYI: Have installed the thicker 17mm ARB and poly bushings on my S4s. S350' ARB, PN# A082C4254F, 17mm dia is available from SJ SportCars UK, high quality repro part. Easy installation. OMG, what a difference in handling! Enjoying ride like "on rails" very much. No leaning in corners and did not experience any noticeable oversteer. Note: my rr springs were upgraded from 256 to 275 lb/in. Both mods are working together quite well. Is 96 V8 245lb/in front and 274ln/in rear?
  17. GT3 gear box is NOT the same as later V8! I would suggest an upgrade! All the UN1 Lotus Gearboxes are very similar. This is the 'simplified' history. These changes included Revised Gearchange & Synchro on Reverse Gear. The introduction of the Esprit GT3 created another variant of the UN1 gearbox. This variant is only approved for the 2 Litre version of the Lotus Turbocharged engine. This version of the UN1 is designated UN1 – 028 and has a different Crownwheel & Pinion that is only suitable for use and validated for the GT3 engine. UN1- 028 is not recommended for use on the 2.2 Litre Engine. UN1 – 016 – 4 Cylinder G/Box – First variant of Lotus UN1– First used on X180 Introduction in 1988. This 'Box had rear cover with L/H shift lever. UN1 – 026 – High Torque G/Box – Stronger Casings etc. introduced circa 1993. This 'Box had rear cover with R/H shift lever UN1 – 027 – V8 Gearbox – Introduced in 1996 on V8 Esprit. This box was basically similar to 4 Cyl High Torque units with new Clutch Housing. It carried over the R/H shift lever. It had synchro on Reverse Gear and a higher 5th gear. The shift mechanism was changed to an improved version of the R/H mechanism from VIN W2272 – this requires a different shift master unit and cables. UN1 – 028 – 4 cylinder G/Box for the Esprit GT3 (2.0 Litre) w/different Axle &Gear Ratios - not suitable for 2.2 Litre Engine Torque. In a nutshell the 026 & 027 Gearboxes are very similar except for the Clutch Housing, Synchro on Reverse, 5th Gear Ratio. The clutch Housings & Rear Cover (with shift lever) can be changed over easily. Minor improvements were introduced at the time of Sport 350 to improve durability. The Lotus versions of the Box were very similar to Renault units at first sight. What people do not realize is that the Lotus versions had some very important differences. The main issue is the crown wheel & pinion. Although the Ratio is identical to some Renault vehicle applications the material is different. The Renault material will not survive the Lotus application (even the earliest non intercooled cars). Running on the approved oil is another critical item. Basic History of UN1 Gearbox UN1-016 -- Original Esprit application -- 315 Nm (232 lb-ft) 1988, DOM/ROW intro, 1989 Fed Intro, left side shift translator UN1-026 -- Esprit Hi-Tork -- 400 Nm (295 lb-ft) 1993, intro, stronger case, right side shift translator UN1-027 -- Esprit V8 -- 400 Nm (295 lb-ft) 1996, V8 bell housing, higher 5th ratio, synchro reverse. 1998 , a modified cross shaft for direct cable shifter . Minor durability improvements with Sport 350 intro. UN1-028 -- Esprit GT3 -- 300 Nm (220 lb-ft) WEAK! 1998, like 027 but with lower third & final drive ratios (1.41 & 4.11 ??). CWP ratio not suitable for torque of the 910 or V8 (GT3 = 2.0 liters).
  18. Reducing the pressure drop on the intake side increases compressor efficiency.
  19. Taking advantage from trunk floor removal I have replaced the "dryer" hose with 3" smooth bore alloy tubing. See below. This mod combined with Alunox header and modified turbo turned the car into a rocket ship!
  20. IMPORTANT CHECK: Before you tear out your ABS system, check/replace your brake switch. It feeds a signal to the brakes module and if faulty, will light up the ABS warning light. Switch replacement fixed my problem.
  21. Finally, I have replaced the "dryer" air inlet hose with 3" aluminum tube and silicone elbows/couplers. My upgraded flow turbo spools much faster, now. Expected/estimated 20% flow improvement. Car feels much more responsive. All parts are from the eBay. Parts used: -30 deg bend 3" dia tube, cut to suit -75deg bend 3" dia tube, cut to suit -3" to 2.25" (2.5"?) straight reducer from CAI tube to turbo inlet mouth - 3" to 3.25" ( measure your air box outlet dia) to 3" tube, straight silicone reducer for air box to CAI tube transition. And, misc. worm clamps IMO, rear trunk floor has to be removed to fit/clamp everything easily, unless... you are a magician.
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