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MarkKassim last won the day on July 15 2013

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About MarkKassim

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  • Birthday 05/04/1970

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  • Name
    Mark Kassim
  • Car
    Esprit Turbo SE
  • Modifications
    Alunox Full System Ex,upgraded Charge Cooler ,S4 Wheels , Red Race Code 6 Chip, PNM suspension and 4 pot Hi Spec Brakes
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  1. Hi Pan, I take it the V band flange is for the connection of the rear system to the turbo, Leon can help you with that , you will have to send him the dimensions. The difference in the pipe layout is only changed for production , they are still collect in the same order , just 2 overlaps 3 or 3 overlaps 2. Hi Franco, for our needs I think the internal wastegate is fine. I know the external units can have better flow ,but they are very expensive and are really used on professional race cars. I know the S3 Esprits use one ,Alunox developed that set-up so it was a direct replacement. After dynoing my car I found I needed the Stiffer spring in the wastegate, as the flow characteristics of the Alunox manifold blew the wastegate open. The medium spring couldn't hold it. If you were going for very high power say around 500BHP then maybe go for the external. Mark
  2. Hi looks like we have similar ideas, a T4 turbo flange is available from Alunox and comes with the larger collector I will post the final dyno results when I finish. I'm running the BorgWarner EFR6258-G Twin Scroll Turbo supplied by Van Der Lee Turbo Systems.
  3. Hi Matt, Martyn's email is [email protected] , copy Leon as well [email protected] . I will speak to them later and tell them you have been trying to get hold of them. Mark K
  4. Hi Matt, I've just spoken with Martyn at Alunox , the remaining two manifolds went last week. You could give them a call on 01978 - 851100 and see whats available. This Group Buy has now finished, I will keep you up to date with any future group buys. Mark K
  5. Hi Guys , yes the Group buy is still active however there are only 2 manifolds remaining as some have been sold on internal jobs in the workshop. Once these 2 have been sold I will close it Mark
  6. Stevens Esprit 321 Stainless Steel Manifold Group Buy This is Group buy No 5, the 321 Stainless Steel manifold upgrade for the Peter Stevens 4 cylinder Esprit. This is a GB for 10 units which are currently made and in stock so there will be a quick turnaround once 10 people have signed up. For those of you who haven’t seen this upgrade before, a recap on the history of the company and the product: It was developed by Alunox who are a well-established engineering company that supply the motorsport industry with tailor made high end exhaust systems, made of exotic materials such as Inconel, titanium and 321 Stainless Steel etc. They also supply BAC cars with a full light weight for their current production car the Mono. Alunox took on the job of redesigning the original cast manifold for the Esprit due to its failure rate. But also were able to offer uprated performance using their expertise in this area. The manifold is constructed from 321 Stainless Steel, precision TIG welded in dedicated jigs giving a fracture proof construction. The flanges are CNC machined out of Stainless Steel to give an accurate fit, the collector uses burns double slip joints to allow movement during the heat cycle whilst being protected against shock loading by the pivoting brace mounted directly above the turbo. The downpipes are all equal length mandrel bent tubes to maximise flow arranged to fit within the space available. Even at normal driving speeds the exhaust gas temperatures are typically 750 to 850 °C and greater during track use. The manifold has been proven to withstand all the temperatures and conditions produced by the Esprit. The manifold is also lighter than the original cast unit weighing only 6 Kg. All these attributes produce a durable high quality product with gains in both power and torque and lag reduction. It has been dyno tested as seen in the video below on a highly modified Esprit running at 424 BHP and 409 lb ft torque. Further gains have been made since the video was made taking the Power to 461 BHP and Torque 450 lb ft. Further in-depth technical info on this can be found on Dave Changes thread The manifold is has also been tested with modern twin scroll turbos yielding some great results which I will post soon. It has been ran on the track and driven hard without fail. Look for feedback on the forum about performance gains. The kit also includes all gaskets, stainless steel nuts and brace. The turbo flange can be changed to accommodate different turbos, as can the collector be made to order. These adjustments are at extra cost and can be discussed with Leon at Alunox. The manifold comes with 1 year warranty, this does not cover fitting and shipping. The normal one off price is £1350 + VAT. The group buy price is £1150 + VAT + Shipping & Packaging, for a 10 off. If you want to take advantage of this offer sign up below and I’ll add you to the list. Thanks, Mark
  7. Hi Guys, Just to let you know Alunox have one complete 321 Stainless Steal system in stock at the moment for the Giugiaro Esprit if any body is interested This will cure all your problems that you have with the cast unit, it won't crack or warp. The kit comes complete with the Turbosmart wastegate ,gaskets , brace and nuts .Ring Anita for details on 01978 8551100.or email [email protected] Mark
  8. Hi James, Yes it wasn't mentioned that in order to take advantage of the High Flow CAT options, they need to be fitted with the headers which are being developed at Alunox at the moment. The headers will do away with existing CATs , I don't have any pictures yet but they will be equal length 28" downpipes constructed from inconel and 321 stainless steel. Mark
  9. Hi guys noticed your thread debating the Alunox Noise Compliant Silencer, I live in Wrexham close to Alunox and have their full 321 stainless system on my Esprit. I’ve recently been at Alunox for some work and mentioned your comments and can maybe address some of your queries on price and comparison with other equivalent brands. From the outset Alunox were asked to produce a Track compliant system for the Evora / Exige. The silencer system would need to have a track focused design that meets the strict noise requirements while maintaining flow and enhancing performance. It transpires that both quiet and loud modes can be used without any loss in performance. Just like to confirm that the tail pipe is optional. I don’t think this is a like for like comparison with other brands, so begs the question what are we getting for the extra cost? The stainless rear system like the Titanium option are a completely different in design to the Larini and 2Bular Silencers. This is a dual pass design uses 76mm pipework that is capable of maintaining flow in both loud and quite modes at high RPM. Other manufactures run smaller diameter pipe work and rely on the ECU to open the bypass valve at high RPM. The unique hexagonal Silencer shape utilises all the available space in the rear of the car to meet noise levels while running 76mm pipe work. Larger diameter pipe work requires greater sound absorption resulting in bigger silencer configurations. Other key performance specifications are · Middle section pipe diameter of OEM 60mm - Alunox 63.5 mm · Internal Perforated tubes silencer construction – Straight though design for maximum flow as used by teams supplied by Alunox as oppose to chambered silencer which house tight turns decrement to flow and performance. · Supercharged - Valve Closed – Max Power, Open sporty note – still below 102 dBs · Helical Exhaust Valve – as used by Lamborghini, specified with High temperature Materials and components. Alunox uses this valve for the more demanding applications in high end super / hyper car systems running temperatures up to 950 °C. High flow CAT options available as below To give you some idea of the sound and operating modes here’s video if the NA system in action The Titanium system again dual pass in design but unlike other brands it is entirely made of Titanium including the Helical Valve, Inconel wire wool for silencer packing. So yes it is more expensive but it’s not a like for like comparison. If I suggest a group buy of 10 it would give forum members more leverage on price maybe we can close the gap a bit, how many would be interested for the NA / 400 Stainless Steel option. I can propose a combination of two separate systems in one Group Buy. Mark K
  10. Hi Guys, The Dual Exit Fits the SE Turbo and S4 / GT3. However you have to shape another hole in the valance on the SE / Shorten the black Trim S4/GT3 for the other side . They are available in 2.5" , 3" and 3.5" 2.5" Fitted to GT3 3" Fitted to an SE I have ran the 3" now for about 3 years and on track days with no problems wit brackets or resonance. Going back to the system shown earlier has 3 silencers its not a CAT. However Alunox do produce a V- Banded 200 Cell CAT Prices All in stainless steel single 3” £700 single 2.5” £550 twin 2.5 £625 twin 3” £890 twin 3.5” system £1250 V-BANDED 200 CELL CAT £350 , can be fitted instead of the 3rd Silencer all plus vat and shipping Mark
  11. Hi Chris , Noticed your thread , I've been running the 3" Alunox twin rear system , it complements the manifold. I noticed better throttle response when I after fitting it. Its runs at about 100 dB's without the 3 rd silencer and way below with (under 95). I love the sound of the twin exit Also 3" single exit available Mark
  12. Hi ,Jenna and I have been talking and trying to get to bottom of whats different between her car and the UK G car. This is a picture of Jenna's actual system fitted to the UK G car before shipping. I have been in touch with Leon about this, and whilst Alunox may have been slow to respond they have been looking into the issue trying to get some information if there is a different G car body shape for the US market. The system fitted above passed quality control and is correct for a G car in the UK. We think this could be the variation for the USA Turbo HSI which was fuel injected. As you can see its got different components to the UK G car. I believe Jenna has someone to make modifications to her system extending the exit pipe of the turbo by 3" to allow the bend to clear the wheel arch. Which leads us to believe the wheel are moulding is different as well. Jenna if you are stuck for pipe of the correct grade and size to insert , I can try and see if Alunox will send you some off cuts. I can be a go between if welder needs any information. Mark
  13. I've found some notes from previous GBs hope this helps This is the Stevens Fitted with Heat Shield This applies to G Car and Stevens: 1. The pipes rotate in the collector so you need to align them before you fit. Bolt the new manifold to the old one to ensure alignment. Do not panic too much as most of the alignment needs to done on the car. 2. Remove or push to one side the turbo. 3. It helped me to remove the engine mount and raise the engine by about 1 inch 4. Pull the hand brake cable back out of the way, helps getting manifold in place. 5. Remove the heat shields, all of them. Getting manifold in place...... 1. Push the turbo flange end of the manifold up past the exhaust flange then guide the other end into place. 2. It's more than possible that all studs will not align, start with one end, closest to the timing pulleys, get the nut on the last stud, even if it's just one or two threads. 3. Work alone the top row guiding the flange on each port into position, I needed to use a strap just to align the flange. 4. Fit all nuts and loosely tighten. The new nuts don’t require tab washes as they are of the self locking type 5. Follow changes instructions re tightening diagonally, nip up, then tighten, do not over do it. 6. Once you have fitted everything else back on run engine on tick over only then let it cool, re tighten nuts, I suggest that after 100 miles the nuts should be checked and tightened as necessary. In addition to this for people running the External Wategate , i.e all the G cars and some of the Stevens You will need to modify the heat shield slightly where the pipework clashes . Cut or bend The threads in the Turbo flange where for the machining process and the lock nut and bolt configuration should be used as shown. adjust the brace so it is loose not taking the weight of the manifold, its for shock loading . The manifold will support the wight of the turbo easily. Hope this helps , Mark
  14. Hi Guys Just a quick note on fitting , don't strip the manifold down into its component parts, remove the old cast thing as per the manual. Clean all surfaces and threads. Fit the new manifold as a complete unit. Its a lot lighter than the original and so is easier to position. Fit the brace last , don't tighten the brace , it should be in a relaxed state i.e feel loose. I will try try and dig out a procedure we put up on an old thread some time ago if needed, Mark
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