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Everything posted by mike_sekinger

  1. So frustrated with the AP Racing German distributor. 2 months waiting for the ordered (and paid for) clutch slave. Today, they cancelled the order because they cannot confirm a delivery date. A call into the UK distribution network and presto ! The item will be available in 1 week. Continuing on with other small jobs. The problem with custom work is that you end up having to prepare other bespoke parts to fit them... here brackets for the gearchange and cable
  2. I see some influence from Tim Neely`s Esprit V8 there. Very nice.
  3. Time for another update on recent progress: The work to correct the previous CAD design and bring it dimensionally in-line with the Lotus drawing is complete. Based on earlier observations by Derek you can find an updated comparison between the v1.4 CAD, Lotus drawing and the new Aira CAD model. In addition to the dimensional corrections, both the upper and lower lug ribs have been increased and additional material added to those known areas of weakness. Various other design changes were made based on the CAM process and blending of the design. Visual comparions can be seen below highlighting the major changes (Aira design is copper colour): The 6082-T6 billets have been dispatched from the supplier and are on their way to Aira. This equates to 750Kg of raw material for the 1st production run. Each billet is around 30Kg and the CAD model is calculating that each finalised upright will weight approx. 4.4Kg. A 3D model of the LH upright has now been prepared and will be printed over the next week in order to enable a further physical checks. Each of the sections will be printed independantly to maximise on printer orientation accuracy and also enable any sector specific re-work if necessary. Lastly: In order to secure the full initial run of 10 pairs of uprights, additional billet was ordered. If there are no hiccups during production, there could be a further 2 pairs available from this 1st run. If anyone is interested and wishes to get their names against the potential over-supply, please PM me. If there are other questions, please direct them via email for PM
  4. Good to see you are getting there. Looking forward to the "we have warp speed" post next week 🙂
  5. You can reset your IAC once your adjustments have been made to the throttle and you are seeing 0% TPS at rest. The procedure for IAC reset relies on being able to depress the throttle to 100% multiple times within in a short period, so that needs to be fixed first. Reset procedure: - Ignition to pos II - Depress throttle to 100% 4x (holding for 2 seconds each) within 20 second period - Leave ignition in pos II for 60 seconds You are right about the Pressure Regulator. The pressure signal from the plenum acts together with the spring to effectively increase the rail pressure as boost rises. If your regulator is defective, then that`s another candidate to be replaced....
  6. Ok. Make sure that the bellcrank of the throttle is also free of any obstructions and can travel freely through its full movement.
  7. You should be able to see the TPS reading with the ignition on pos II. It is important that it goes all was to 100%. There is an adjustment on the pedal just in case you need to increase the available travel.
  8. Your comment regarding the TPS is important. You should be able to observe a solid TPS reading from 0-through to 100% and all value between. If you cannot observe a reliable and progressive reading, the it would a candidate for replacement. Check first that the connections are clean and free of any corrosion. Corrosion can of course affect the resistance and readings. If all looks good and you are still not observing a reliable reading over OBDII, then I would replace the TPS.
  9. Your static fuel pressure should be close to 45-50psi and should not drop-off completely immediately after the priming of the rail. If you have a cheap gauge, it could be that your 40-ish is actually enough in terms of static pressure. Did you check your plenum source to the fuel pressure regulator? As mentioned before, it could be the case that if your plenum source is not firmly connected, you are not seeing the rising rate in pressure as your boost builds.
  10. Great project. I actually prefer the look of the earlier V8 in terms of wheels and rear wing. Looking forward to seeing the journey.
  11. 1-5. JAE Parts 6. Mike Sekinger 7. John Clark 8. Greg Dollimore 9. David Harris 10. Freek Muurling All 10 slots for the 1st run of production are filled. Thanks Gents ! Once the design is complete a list of corrections and enhancements will be shared. Once the 3D printed model has been fitted and confirmed, then the design will be "signed-off" and production will be ready. At that point, the balance of the pro-forma invoice will be due. More info to follow.
  12. 1-5. JAE Parts 6. Mike Sekinger 7. John Clark 8. Greg Dollimore 9. David Harris 10. .. Only one space left on the first run of 10-off pairs.
  13. Time for an update on this mini-Project We now have an Engineering/Manufacturing partner in the form of Aira Technology in the UK. This company was co-founded by Alex Adamou, who some of you may know is the proud owner of a `99 Esprit V8. Alex and his colleagues have a rich background in Aerospace and high level Motorsport, so the design and realisation is in good hands. Aira Technology Aira have been looking over the existing CAD and original Lotus drawings and have worked up a pricing offer for the V8 uprights. We are also fortunate that JAE Parts have committed to an initial number of pairs in order to help get the project kick-started. As a result, JAE will act as sole distrubutor for the USA. US based individuals who want these billet uprights should contact Joe at JAE Parts. The non-US pricing is the same for RH and LH uprights. These will be manufactured in 6082-T6 and the price includes hard anodising: Price each - 935,00 GBP + VAT (or 1125,00€) Costs for shipping and any local import duties are of course the responsibilty of the Buyer. Prices in other currencies can be requested from Aira as necessary. Once the CAD design is finalised, details of the will be shared on the optimisations undertaken. A 3D printed prototype will be prepared and installed to confirm form and fit, prior to cutting of billet. In the meantime, I would invite those people who are still keen to confirm their interest. Billet material is being ordered on the basis of 10 pairs, so please react if you want to be in the first round of manufacturing. Finally, I would also ask that you funnel any questions via me, as I have agreed to act as the channel to Aira. This will avoid them being overwhelmed by individual queries and allow them to focus on the design work at hand. Regards, Mike S
  14. There are no low fuel pressure codes, you need to get a pressure guage on the right hand fuel rail. If you can establish that the static fuel pressure is correct, then I would be checking that the fuel pressure regulator has a good plenum source. It could be that you are not seeing the rising rate in pressure due to that not being good. Perhaps that was not connected securely when you did you blocked the EGR? Don`t forget to reconnect your wastegates in order to ensure boost control.
  15. @cweeden Just curious if you ever received a response from ProAlloy?
  16. Based on the symptoms I would start with checking of blocked cats or lack of fuel pressure.... but you have new high flow cats, so you could discount that one. Check the fuel pressure and report back.
  17. Having a friendly and capable local engineering company is a huge benefit. Clutch alignment tool prepared.
  18. More parts arriving for the gearshift and sequential gear control
  19. The bare flywheel is 5.5Kg (stock: 5.9Kg) Material removal counters the additional weight of the steel adaptor plate Clutch assy. is 2.8Kg (Stock AP twin-plate: 7.2Kg)
  20. The brief for the re-work of the design has several objectives. It is not an exercise to create an exact copy of the OEM upright. The Lotus drawing is now with the engineering company and they will assess where simplifications for CAM can be made, whilst designing in some addtional strength for those acknowledged areas of weakness in the cast part. The final item will be made from 6082-T6, where quotes for the billet material is already in progress. More info to follow.
  21. Hi Chris, that is hugely encouraging. To have a confirmation that the physical fit works. Some of the differences are tolerance oriented where others are just optimisation/simplification for the CAM process. Quite a lot of folks these days have adjustable upper and lower links, so further fine adjustments are in any case possible.
  22. Finally, my custom flywheel is complete. PTB-Racing here in Germany provided the solution to adapt the existing solid flywheel for the 140mm carbon stack. The AP clutch has a torque capacity of over 800, but with the sequential dog gearbox, use of the clutch should be limited.
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