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Everything posted by mike_sekinger

  1. Having retrofitted the later changer onto the Simon Francis 97 V8, it is not only a case of getting the parts - although that alone is a challenge. Depending on which chassis coolant pipes you have running through the backbone, it may also be necessary to customise the master unit to make it fit. As others have already suggested, your best bet would be to overhaul the existing mechanism.
  2. Yes, the early cars had translators. The change came in MY98. This involved are totally different gearshift master, cables and rear cover and shaft arrangement.
  3. I think it's time for the first of those weekly updates. It would be really welcome to receive a regular status update.
  4. The RC Injector flow check is performed at 43.5PSI, so that 320cc/min relates to that reference pressure. What fuel pressure does the 4-cylinder car run?
  5. It is very rare to get your money back on a full restoration. I will be amazed if they find the "special buyer" that they are looking for.
  6. This was from 2001/2. It was given the 2002 rear light and V8 style wheel arch treament later on. At least it has been returned to look like the S300.
  7. Following the trail blazed by Andrä and after saving my pennies for a while, the X-Shift 6-speed sequential gearbox is ordered. These are the chosen ratios for my unit based in 7400 limit - will be close to 200mph in 6th at 8000rpm
  8. It has looked a lot worst in the past...
  9. The crank sensor wires runs as part of the main engine loom back to the ECU connector (pin 79 SigGND, 73 RefHI). You probably won't want to unpack the entire loom, but could run a replacement pair externally if needed. I would buzz the pair and see if you have a weak connection first.
  10. Been held back on some parts, but we have the chargecoolers all plumped-in and functional. Some road testing today although the revs are held back due to the run-in. I do admit that the system does not have the elegance of the ProAlloy set-up, but this system was created many years ago and functions very well.
  11. A little more on the project. Down on it's wheels for some final reference measurements for the custom front spacers. The rears are done.
  12. The crank should be put in the safe position 45deg BTDC #2 cylinder, prior to positioning and setting the cam locating pins. This then allows for the timing belt slack to be evened out while turning to the 10deg BTDC reference point. Personally, I would never turn the crank fully while the cams are set at 10deg BTDC. There is an alternative technique for removing the timing belt slack by using the tensioner itself. Again leaving the cam pulleys loose, you can apply a reasonable tension on the each timing belt to even out the belt runs.
  13. Then get yourself a standard V8 - you will find that the performance in stock form is very exciting and you should have no fear of failures if the car is maintained properly and at regulated intervals.
  14. That is Greg Sidwells old car - assuming that he is not the current vendor. It was a project long in the making and has stood the test of time - meaning it was not thrown together and a potential grenade waiting to go off. If possible, go and see the car in the flesh and arrange to be taken out in it.
  15. Front: AP-Racing 6-pot CP5555-814/815 with CP3581-536/537 G8 (356x32mm) discs These fit nicely inside a 18inch wheel Rear: AP-Racing S350 4-pot (moved from the front to leading in the rear) with CP3580-64/65 G8 (315x28mm) discs
  16. 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.
  17. The mounting bells were supplied by AP Racing. I can't find a statement on which aluminium alloy is used.
  18. Slow progress.....Custom billet spacers to get the necessary rear track. Pads fitted finally, but won't have hydraulics/cables for a while yet.
  19. 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
  20. 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)
  21. 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.
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