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Esprit Aviation

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  1. Jon, The Evans NPG-R is a waterless coolant, but just like you I can never remember the name of what the actual type is. I have used it in conjunction w/ an electric waterpump, and the stock waterpump completely removed. In its place is merely a block-off plate w/ a hose attachment. I wanted to use waterless stuff, thinking that corrosion would be nil w/o water. So far in 3+ years I've noticed no problems. Look it up online, it may be worthwhile.
  2. Somewhat along the same lines. When I rebuilt my waterpump, I found that the pulley mount flange had 'Ford' on it. Perhaps the guts of the pump are the same???
  3. Jan, I just posted on your other post concerning use of 25mm trumpets. Do you think they would be overall better than the 16mm's?
  4. Jan, How much did the 16mm stacks cost from DB? If you had to venture a guess, what would the result be of fitting 25mm stacks? It seems as if it would be enough to allow free flow to the throats.
  5. I guess I shouldn't have assumed that the your tensioner was the spring loaded type. Very strange, I always would prefer the eccentric type. I wonder then what may have occurred? I'll still trade ya!
  6. What is included in the turbo upgrade kit from Gary?
  7. That's why I changed my turbo over to the integral wastegate type. $170.00 USD just for a piece of rubber covered cloth...I don't think so!!
  8. Jon, Is that similar to the Evans NPG-R coolant??
  9. Jan, I just updated my garage area w/ all the mods I can think of so you can get some idea as to where all the weight went. Just remember it is a fairly raw, but quite drivable car @ this point. It is also fast enough to make me wonder if I should take it any further. I'm sure there are many drivers out there that would be very comfortable @ this level, but my perception is that the acceleration is becoming disconcerting, @ least for street purposes. I will, more than likely, install a full cage asap. I'm just not sure where to begin w/one. Lee
  10. Great news Bibs. I wish him the best w/ the head gasket problem. I'd love to hear about what he is planning, so Fishy, if you're out there, keep us posted! Or maybe it's TOP SECRET!!
  11. Just curious, Haven't seen him on here in quite a while.
  12. Anything new on the Ethanol project? I think it is a great accomplishment so far. I can't wait to hear further details. Very interesting!
  13. Is it possible that you started w/ a belt that is a tooth too big? It doesn't seem right that the bolt is that far down inside. I eliminated the spring and plunger on mine and turned a solid brass plunger on my lathe so it can be manually tensioned. I've always been suspect of the spring loaded tensioner from the very beginning, it's a real Rube Goldberg device. I believe it my allow the belt to oscillate unnecessarily @ certain RPM. This could be the cause of some belt failures where there appears to be no cause. I have tensioned my belt w/ the engine fully up to operating temp so that most, if not all, of the oscillation goes away throughout the RPM range. This also happens to be about at the point where you can turn the belt 90 degrees in its longest run w/o too much pressure. I have never used a tensioner setting tool. Personally, I plan on tossing mine in favor of the later style eccentric tensioner. If anyone has one that they want to part with please let me know. The only thing I am not sure of is the mount bracket, as I am no longer running A/C.
  14. They are used in automatics. Can they be useful as a manual unit? Obviously this is not a project that has been started, but this seemed to be a logical place to put it. After all, this seems to be where the engineering/pioneering minds gather. I also recognize that this concept is WAY out there, but I would like your opinions on the possibility that such a device would be technically feasible. This is merely a theoretical discussion, I'm not thinking in terms of the massive $$$$ that it would require. Thanks in advance for your thoughts Cheers, Lee
  15. Jan, First of all thanks for answers to all the questions! Only a couple more! Don't worry about pics if you don't already have them, no sense in taking it apart. I think I will lose my restrictors and go w/ the short trumpets. Have you noticed any difference in normal around town driving, either good or bad? So your dyno graphs/gains are strictly due to the fitment of the short trumpets? Did you get any real world, seat-of-the-pants feeling from removal of the restrictors alone, before the short trumpets were installed? I would love to get my hands on @ least a back hatch complete w/ louvers in CF!
  16. Scott, A bit off topic, but what ever happened to the original Esprit that Bell & Colvill turbocharged before Lotus did? As I recall it was a 'suck through' system w/ a stromberg carb. Or am I way off the mark? Cheers, Lee
  17. Ambrose, As I recall, someone on the forum by the name 'lotusmotors' mentioned that the coolant passageway in the block behind the pump impeller could be opened up to increase flow. Supposedly it was done on 'later' engines, but I don't know what is considered 'later' It might be worth looking into. Cheers, Lee
  18. I wondered if you had pics of the restrictor plates for those of us who have not had their carbs off. Will you do a dyno run w/ the restrictors in place along w/ the 16mm trumpets to isolate the specific gains from each mod? In re: to the weight loss, sometimes it is hard to remember, as it took a period of about ten years! I have gone soooo extreme w/ taking weight out, that the interior looks like a car that is only meant for the track. Much of the weight removal descriptions are in my garage, but I've done quite a bit of small stuff lately that seems to add up. I'll try to compile a list when time permits. I do believe that despite the extreme I have taken it to, that Colin would approve. I will be installing some sort of a lightweight interior asap, and will continue to design a light window regulator for the pass side and things like that. I'm pretty much starting w/ a clean slate, and would like to add amenities where feasible. The best thing about lightness is that it obviates the need to overstress the engine/trans, brakes, suspension... literally every component, to achieve the same performance, plus it usually saves many$$$!
  19. Quoting Jan...........(I must have screwed up the quote thingy) "As to reflections and harmonics in the intake system, I think OE intake length is too short to make good use of anything within the rpm range of the engine. Shortening the trumpets 30mm may move any harmonic up perhaps 500 rpm. Such harmonic, as far as I can figure, would be up around 6K rpm and pretty weak."
  20. Jan, Was this mod done before or after your dyno runs in the post discussing fitment of short trumpets? Could you include some pics of this process?
  21. Since you moved, the car is no longer under the influence of the alien mother ship.
  22. Jan, My car now weighs in @ 1980 lbs. but I'm not sure it should allow that much advance. I'm really confused on this one. Someday I might have a chance to get the car on a dyno, but there are no chassis dynos within 150 miles of here. I will certainly seek a source of 16 mm trumpets! My cam sprockets are still in the stock location for my car so nothing has changed there. I don't have much experience or knowledge w/ air correction jets, etc., but my WOT AFR went from approx 12.5 to approx 11- 11.5. So the change certainly affected my mixture across the range. I also found that my mileage suffered almost proportionally. I think you might want to try 56's and play w/ the air correction. I wish I knew more! I plan on keeping my stock idle jets for the time being. They work OK, but I may go up one size, as my AFR @ 80 mph is roughly 15-16. If you are interested, for experimentation, I may part w/ my 58's. So to address your last paragraph, I believe that the idle jetting DOES significantly change the overall AFR, all else left the same. It is also very interesting that the pump jets would affect the overall AFR, just as I found the idle jets did. You would think there would be more of a disconnect between all these dedicated systems. If you had to venture a guess, would you deduct from your HP vs AFR graph that the power jet is coming online @ approx 4500 RPM?? That is where you really start to go rich. Are you running the stock or aftermarket exhaust? I have a fairly low restriction exh. so it causes the mixture to lean out. Another curiosity I've found is that running my engine lean does require more advance. This could mean high EGT, but If I reduce the timing, it tends to bog down. When I tied a map sensor in to my Electromotive to pull timing w/ boost, my engine lost so much power it was literally undriveable! This same problem also exists in two Mazda Miata's that I work on. One is a turbo, one supercharged; both are running only 5PSI boost. They both have an MSD boost retard device that pulls timing w/ boost. Obviously our cars would run fine on 5 PSI w/o pulling timing back, so why would they need it? When I first drove the turbo Miata, it felt exactly like my car w/ that damn map sensor hooked up. I simply took the vacuum line off the MSD and the car absolutely came ALIVE!!! After re-plumbing to streamline the system (incl. removal of the intercooler!) and removal of the boost retard, the car was VERY fast (for a Miata). When my customer got the car back he was amazed, but what did he do? he put the boost retard back on and killed the power!! Claiming that he wanted to play it safe because someone said to on a Mazda forum. I'm thinking that if you experience detonation, your power would be reduced dramatically. Am I entirely wrong in thinking this way? It seems as if the rough running, bogging down and hesitation would be just as bad. The supercharged one also has a rising rate pressure regulator, the turbo one did not. 5 PSI is 5 PSI regardless. I know that his rising rate pressure regulator is way out of spec, so why not remove it AND the boost retard device, and regain all that lost power and mileage?! My reason for rambling on is to illustrate the fact that factory settings can sometimes be very close to what we need to get the job done, the exception being the short trumpets! I wonder if they are there merely for the purpose of emissions control here in the states?? Are they the same size in the DOM/ROW cars?? Let us know! Off now to search for those trumpets!
  23. Jan, Absolutely stunning results! Where did you get the 16mm trumpets? My engine seems to be quite happy w/ a total of 32 degrees total advance @ 3000 rpm (12 static, 20 dynamic), dialed in on my Electromotive HPV-1. I didn't think ours would be that far apart though! I S/B detonating all over the place, but don't seem to have any problem. I'm trying to find out where I got the 32 degree figure from. I have much less weight in my car. Perhaps less load = more useable advance??? Any thoughts? I have found that by going from a 52 to a 58 idle jet that it took the 'progression' hesitation out, however the WOT AFR went up significantly, so be careful there. Perhaps the power valve is kicking in @ 4500 rpm. Could you drop it's size down?
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