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cammmy

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  • Name
    Cam
  • Car
    Lotus Esprit GT3
  • Location
    London

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  1. I went with an MS3/X with 4 bar MAP sensor: https://www.diyautotune.com/product/megasquirt-iii-ems-system-with-ms3x-expansion-v3-57-assembled/ (Though I used a DIY kit.) When it comes to choosing an ECU, first, find a tuner you trust and then see what they will tune with. You can easily lose any savings you make on an ECU in tuning time because it takes them longer, or the only people who work with that ECU are more expensive. That happened to me. This was before I upgraded the turbo:
  2. Thanks but unfortunately, I learned that lesson myself with the hub. He thinks they can weld it back together though. They are an expert classic car outfit, he gets flown around europe to support their customers vintage race cars. It's always awesome visiting their shop.
  3. Okay cool, I'm working on a different car at the moment but I'll try pull that down soon. Mine was tuned on a hub dyno.
  4. Sorry, I meant I bought a generic bearing/seal driver kit but was asking if this special tool is an absolute must. Great, thanks. I'll get in thouch once I have all my supension components back. The old bushes are pretty well stuck in place, so they are at a friend's workshop to be pressed out.
  5. I'm about to do a similar thing as I'm doing a full suspension refresh have a slow leak past the seals. I bought a bearing/seal driver kit to do the job, is it a case of slow and steady should work or is this tool really needed? If someone was willing to loan, I would be happy to provide a 100% deposit and pay the postage.
  6. Personally, I would never consider something as drastic as a turbo upgrade without either standalone management or a flash tune developed for the specific combination you are running. These cars only have a narrowband o2 sensor and the readings are ignored at WOT anyway, so you really are chancing it (not to mention ignition timing requirements). I went full standalone on my GT3 and I highly recommend it. I now have wideband o2 in addition to all of the other advantages. I got 280bhp on the stock turbo and then 290 with vernier pulleys (though I lost a little at the bottom end for that) I now run a GTX2863R which does have a higher boost threshold than the stock turbo but is much more capable. I'm at 320bhp as my injectors are at the max duty cycle I'm comfortable with. The turbo should do around 400 but I want tougher transmission internals and an engine refresh before I explore that.
  7. I have a dyno tuned 920, though I can't remember if I pulled the latest map to the laptop or not. I could post that if you're interested? It's not a stock engine though. Full exhaust incl. manifold, vernier pullies, GTX2863R turbo.
  8. Okay cool. My cooling system works fine but I am running a bigger turbo and 320bhp. If it's just a flow issue then I'll try turning it to hot but leaving the fan off and see, once my suspension is back together and road legal.
  9. My advice is to use the aerotight nuts everywhere on the exhaust. I haven't lost a stud yet but I've lost several turbo to manifold bolts. The other advantage of aerotight style is that they can be had with a smaller hex size than normal, making them much easier to fit. I used stainless on the turbo bolts last time but they still corroded quite quickly, so went to titanium.
  10. Does the carby engine have boost retard or is the base timing set for full boost with only vac advance? If there is a boost retard feature, you absolutely want that. For vac advance I can't see why not having it would remove oil from the bores. The only detriment I can think of is reduced economy and more heat in the exhaust valves/turbo. For the latter I can't imagine it would even approach the temps seen under full load, so doubt it's an issue. Though I will note, when you really load things up, retarded timing is safer for detonation but it's still not good for the engine, for the reasons mentioned above.
  11. So with the stock setup, is it better to run with the heater set to hot or cold?
  12. You have to ask why that was done though, It's quite possible that solenoid is faulty. You do want it working though as the wastegate spring will probably be something like 7psi. Normally the solenoid bleeds the signal to the wastegate so that it will run at the max boost in the tune, which could be 12-14psi. Then there's the overboost, which is a temporary increase Above that normal max.
  13. I've had the cracked manifold and it definitely didn't sound like that. It starts as a ticking and gets louder as the car warms up and the metal expands.
  14. I haven't heard of this issue. What causes it and how do you ensure best cooling if you haven't done this mod?
  15. I asked this question back in 2014 for my GT3 and the consensus was they weren't torque to yeild and could be re-used. I did that and haven't had an issue yet. Car's now running 320bhp and has 4-5k miles since then
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