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mike_sekinger

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Everything posted by mike_sekinger

  1. mike_sekinger
    It is certainly not the same part as the ECT sensor located in the block. Is would be easy enough to map the temp and resistance values if that is required.
  2. mike_sekinger
    I'm a dreamer. No harm in that eh?
  3. mike_sekinger
    We are introducing the later style gearchange mechanism into this MY97 car. The main coolant hard-pipes that run through the backbone where adapted for the later style changer in order to provide clearance for the wider mechanism. As a result of keeping the early coolant hard-pipes, the gear master unit needed to be modified to provide the clearance between them. Luckily, Andrä (SMG Racing) was able to come up with a nice solution of cutting the bolt/nut heads and TIG welding them accurately in place. The result are pretty smart:
  4. mike_sekinger
    Just for clarity on these arches and body-parts, these are being prepared by my "partner in crime" Andrä Schroers (SMG Racing on TLF). As many of you know, Andrä purchased a previous Sport350 project car of mine and turned it into a hill climb racecar. Although we are on an Esprit GT1 journey together, Andrä is very much the driving force behind this current work.
  5. mike_sekinger
    Looking at ECU pinout, I can see that pin 10 was reserved for Oil temperature. You could buzz that back to the oil temp connector to check if that is the case on your loom. I've just checked the oil temp sensor here and it's definitely a thermistor. Even with a crude test: - 5.1KΩ at ambient, dropping to less than 1kΩ at 95deg.
  6. mike_sekinger
    I would agree and fit the softer green springs. You are running stock boost, so don't need the stronger BOV springs.
  7. mike_sekinger
    Renault UN1 (Lotus Esprit V8) Helical Gearkit (Upgrade KIT) (quaife.co.uk) Uprated Renault Gearbox (lotusespritworld.com)
  8. mike_sekinger
    Although I did buy the car new, I sold it when no longer in the UK only to buy it back some 9 years later. Mine is running over 500bhp but does have an upgraded clutch and UN1 gearbox. The stock turbocharged engine is not chargecooler/intercooled, so there is a lot of scope for performance increases. Modifications are not for everyone, but as stated the stock performance is extremely satisfying. It would be interesting to hear of your observations if you do get to test drive it.
  9. mike_sekinger
    If you are stirred by the Sport350 then try and organise a test drive. Like Chris, I'm a huge fan of the S350 having bought mine from new. I have since modified it for significantly more power, but in the factory form they already have savage performance. I cannot speak for the Nitrons, but assuming they are adjustable you should be able to tailor the settings to your taste. Looking at your previous cars, I have a feeling that the S350 might meet your expectations more so than the GT3.
  10. mike_sekinger
    To add some figures for perspective: GT3 1230Kg unladen 240bhp - 216 lb/ft (0.2bhp /Kg) V8 350 1300Kg unladen 350bhp - 295 lb/ft (0.27bhp /Kg)
  11. mike_sekinger
    I've not seen that clutch before, so will inquire of SJ for the clamp force and spec. If you clutch is juddering under load, then it would imply it is close to the end.
  12. mike_sekinger
    Who is providing an upgraded V8 clutch? Are there details on their website - perhaps post up the link. My only experiences on upgrade options for the AP clutch were from AP directly, who no longer have the parts available to make those.
  13. mike_sekinger
    The BOVs are removed by undoing some jubilee clips...
  14. mike_sekinger
    I don't have any door trim.... From memory, the door trims are quite easy to remove. You remove the interior door release handle and then remove all of the door card mounting screws and they lift off.
  15. mike_sekinger
    Yes, best test them. If they are the piston type then they could be seized closed.
  16. mike_sekinger
    Any updates/findings on the BOVs?
  17. mike_sekinger
    This is going to be such a beast of a project.
  18. mike_sekinger
    Do you have the Service Notes Section EMM (for ECM and Fuel Injection? It seems that your fuel pressure after initial pump priming is low (should be closer to 50psi). The pressure drop after the pump stops after priming is typically between 6 ->12psi. If you don't have the Notes, I can let you have image copies. You may want to check your fuel pressure regulator..
  19. mike_sekinger
    I'm sure that the engine is not running in Closed Loop at WOT. The o2 sensors are not wideband in nature and you would not want the fuelling to be adapted under full load.
  20. mike_sekinger
    What is a dump valve? PH Explains | PistonHeads UK It is possible that your valve can open, if the manifold reference is not correct but this would only happen when the boost pressure overwhelms the spring. The principle purpose of the BOV is to remove/reduce any stalling of the compressor when the throttle closes between shifts. There is a theoretical chance that the turbo response is also better as it is still spinning. In practice with fast gearchanges, the turbine is being driven again very quickly, especially with small turbos.
  21. mike_sekinger
    Did you take them apart and check the seals? They do not sound like they are working. Where are you taking the manifold reference from?
  22. mike_sekinger
    Engine finally installed and ready for plumbing of chargecoolers
  23. mike_sekinger
    Could it be from the oil pump itself? That would probably transit to the oil lines.
  24. mike_sekinger
    Hi Alan, There is a top bleed on the main coolant rad. The chargecooler rad is a twin-pass feeding from the bottom, but there is no other bleed on that unit.
  25. mike_sekinger
    Is the buzzing associated with a particular rev band or also present at idle?
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