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mike_sekinger last won the day on March 27

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About mike_sekinger

  • Birthday 11/08/1968

More Info

  • Name
    Mike Sekinger
  • Car
    1999 350 Sport #002
  • Modifications
    Project Esprit GT1
  • Location

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  1. If it's a shop doing the work, they will burn through more hours with this approach. Given that you had the engine cranking over with one bank locked, it is hopeless to imagine that a full top-end rebuild on at least one bank will not be required. Depending on the impressions in the piston crowns, you may also have some remedial work there.
  2. The mounting bells were supplied by AP Racing. I can't find a statement on which aluminium alloy is used.
  3. Slow progress.....Custom billet spacers to get the necessary rear track. Pads fitted finally, but won't have hydraulics/cables for a while yet.
  4. Being straight cut and dog engagement, it comes down to pros and cons which may be more or less relevant depending on what you want from the car: Pros: - much faster shifts, with a shorter throw - possibiltiy for flat throttle clutchless upshifts - closer ratios Cons: - gearbox noise and whine - expense and rarity of spare in case of rebuild
  5. There were only two S350s produced in the Monaco White. This represents a chance for someone to benefit from a well evolved and developed car with some really unique features (e.g. one of only a few GTO UN1 6-speed dog engagement gearboxes)
  6. That external damage is the least of your worries. Sadly, you are going to discover damage most likely to valves in both cylinder heads. On the bright side, everything can be fixed and hopefully before too long you will be enjoying the thrill of driving again.
  7. It was the message from 13th April that gave that impression Chris. I know that ProAlloy are always busy, so not surprised that progress is slower than expected.
  8. @cweeden Any update on progress? As I understood, ProAlloy had the car back with the original installation since some time.
  9. You have cause for concern. The 918 is an interference engine meaning that if your crank is turning and your RH bank camshafts are not, then the piston crowns will have made impact with some of the valves of that bank. Regardless of the actual reason behind the original failure, there will be damage to that bank caused by continuing to turn the engine. The RH bank also houses the cam sensor, hence the reason why the engine is not firing at all (thank heavens for that). If the LH bank continues to turn over, then you must have virtually no tension on the shared primary drive/IMS for the RH belt and it is just skipping. Stop cranking the engine and prepare to extract for a top-end rebuild of the right bank.
  10. If you do decide to remove the driveshaft pins, it's a good idea to punch them out in reverse. Determine which side has the witness marks from the installation and punch to remove from the opposite end inner first and then outer.
  11. All dry underneath. No weeping or leaks from any joints or couplings. Gearbox, road test and then finally the chargecooler plumbing. video-1621087507.mp4
  12. OIl and fuel pressures established Finally had a chance to go for starting today. Caught first time which is always nice. video-1621081038.mp4
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