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About ekwan

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  • Name
    Eric Kwan
  • Car
    Elise S1, Elise S1 Honda K20A SC, Esprit S3 NA
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  1. You can buy replica oil pressure gauges from Smiths. Looks the same as the original gauge, but takes an electrical sensor, instead of a pipe feeding oil pressure to the pressure gauge in the cockpit. I would go this route, having had an oil pressure pipe break behind my dash in my Ford Escort RS2000, and having scalding oil all over my feet.
  2. I have used Derby Performance Hoses for all my cars. No problems all these years. Worth paying the little extra over unknown eBay quality.
  3. ekwan

    Dumb Question

    I have the original sales brochure for the S3. Will scan it up when I get home from overseas tonight.
  4. ekwan

    Dumb Question

    I believe the S3 came after the Turbo. Confusion reigns simply because the S3 uses the Turbo chassis, but the engine's NA. Perhaps the stickers are incorrect on the car that is pictured.
  5. Am I correct is saying you are looking for the mirrors that adjust by nudging the adjustment switch, which as I understand, are the earlier ones before 1985. If so, I know I have a pair on my 1984 S3, and I have another pair of mirrors sitting in the cupboard at home, but I cannot tell you which ones I have until I get home over Christmas.
  6. Perhaps another column to indicate which series (or manufacture year of vehicle) would be useful.
  7. Was there a requirement in the UK to retrofit one for a 1984 S3?
  8. Never argue with the stupid and crazy as you'll only end up at their level.

  9. Due consideration must be given to the location of the ignition vacuum take-off in relation to throttle plate. You are correct in saying that by opening the throttle diminishes the vacuum. Simply because the vacuum take-off for the manometer measures vacuum of the idle circuit only. When the throttle plates are gradually, air-fuel mixture goes from the idle phase to progression and finally to the main circuit. ............and with that, I am done with this thread.
  10. We all have to go through the learning process. No one should be too proud to say I start by crawling, then walking, running then jumping. But if we jump before we learn to walk, then we are gonna hurt ourselves in a big way. Better to go, slow and not break out necks. The people who aren't willing to impart knowledge are not meant to be on this Forum. OP is shining a hi-tech timing gun all over the place like a Star Wars light sabre. Ain't gonna do anyone any good.
  11. I looked at your posting above. You assumed your engine is a spec 10 based on the fact it was a 912 HC. This may be a fact with the G cars, but may not the case with S vehicles (I cannot be sure about that). So did you read the distributor part number off your car to be sure since different distributors will have different advance curves. In any case, your readings of the chart are incorrect (please do correct me if I am wrong). For spec 10 engines, ignition timing at idle is 10 deg BTDC (vacuum disconnected). Below 1000rpm, timing is 10deg BTDC, at 2000rpm->18deg BTDC and at 3000rpm->26deg BTDC. Absolute timing numbers are different from spec 1 engines @ 2000 and 3000rpm. (But only if your engine is truly a spec 10)
  12. This is the idle circuit for a DCOE/DHLA type carburettor. At idle, the throttle plate is mainly closed as the idle bypass circuit functions; the fuel-air mixture bypasses the throttle body. The throttle plate is usually opened just a "crack" in order it doesn't rest on the bore thus creating a "wear ridge" over time. Under such conditions, there is little or no air flowing past the throttle plate. Yes, you are absolutely correct that there must be a vacuum to pull the air-fuel mixture into the engine, but majority flows through the by-pass circuit, and very little past the throttle plates. Under these conditions, there is little (if any) vacuum. After all, if there is liquid flow of any kind, there must also be present, a pressure difference, albeit great or small (no pressure differential, no flow....logical, plus a whole bunch of engineering mathematical equations). At idle, the minuscule amount of vacuum (if any) is probably insufficient to shift the vacuum diaphragm against the spring forces within. Look at the diagram below. At idle, air intake by and large bypasses the main air intake. Air for idling is drawn into the emulsion tubes via a hole next to the idle jets (usually unfiltered air, no. 13). I would therefore ask you, if the vacuum take-off for the ignition advance would therefore be located on the engine side, or the air filter side of the throttle plate? Or perhaps you are referring to a VV carburettor?
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