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#84

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About #84

  • Rank
    LO
  • Birthday 25/11/1973

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  • Name
    Andreas Möller
  • Car
    Lotus Evora S -11
  • Location
    Helsingborg

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  1. The actual front section is 51 vs 60 mm and the rear section, after the 2-1 junction, it is 63,5 vs 76 mm. Both differ by about 40 %, but I would assume it is the front section that affects the note / pitch of the sound most since it affects the accoustic tuning and pulse damping the most.
  2. I have searched for information about the factory setting of the cam phasers, the VVT system, but failed completely. What I found was that the total variation is 35 degrees, which I understand refers to +/- 17,5 degrees since they also refer to 50 % duty cycle in the solenoid valve as the center value. Can anyone possibly share details about the real valve timing for various speeds of the 2GR-FE, particularly in the Evora S?
  3. As soon as the ECU Master EMU Black is sorted out for my Evora S and I am sure it will pass an OBD check, I will do the swap. The EMU black is prepared for it, I already have a DW65c fuel pump and a set of 775 cc injectors waiting to be fitted. E85 is a good match with a non charge cooled setup.
  4. So, do you know how the exhaust cam timing changes vs rpm for the original ECU? I do not know.
  5. The suppliers of these upgrades claims you can handle the 66 and 67 mm upgrades with the original ECU map. If you look in the compressor diagram, the increased supercharger speed doesn't affect the efficiency much, not until you go to the 62 mm, or smaller, wheel and approach the rev limiter. You actually gain some efficiency at slightly higher boost, which compensates for some of the extra load. Theoretically the temperature increase at max rpm is only 7 °C, not accounted for the additional 4 hp the engine need to produce to drive the supercharger.
  6. Yes, the general page is found here: https://www.eaton.com/us/en-us/products/engine-solutions/superchargers/tvs-overview.html And here you find the performance diagrams: https://www.eaton.com/us/en-us/catalog/engine-solutions/tvs-r1320.specifications.html Please be aware of the fact that these new diagrams (mass flow on x-axis) differs in various degree from the old ones (vol flow) which have been published on various Lotus forums in the past. I got this explanation: "the efficiency maps have been changed as Eaton has retested the rotating groups to a more accurate standard which has resulted in the change of maps ".
  7. I am pretty sure it is very drivable, unless you count for limitations in traction It is interesting that they chose to go for the TVS1740 supercharger, which according to official Eaton data sheets is less efficient than the TVS1900. I've however heard that they get better result with the TVS1740, so maybe it is Edelbrock who have made a better job with the flow paths than Harrop?
  8. @Julian73 I have never heard of any case where the melted ceramic substrate has been sucked into the engine. It is the exhaust back pressure that causes excess temperatures and thereby pre-iginition at high exhaust gas flow, i.e. at high engine rpm.
  9. The original pulley is 69 mm. As mentioned, the "380" pulley is 65 mm. To fit any of the 66, 62, or 58,5 mm pulleys from MWR, you need to change the complete super charger nose (The transmission). Track-Group says they have a solution to provide a 67 mm pulley without changing the "nose". I believe it is by far the most cost efficient of those updgrades, but also the most modest upgrade (~10 hp). All these alternatives stays well within the supercharger map in terms of both speed and boost and actually the higher boost is generated at a higher efficiency since you move into a more favourable area in the compressor map. It is only the most extreme MWR wheel that brings the compressor out of the sweet spot again. With this said I do not mean it generally is safer to operate the engine with higher boost, generating more power.
  10. The latest input I have on this is that the piston failures definitely are caused by exhaust back pressure from melted pre-cats (as I desribed in my previous post in this thread, it happend twice to me). There was another thread in this forum some weeks ago about a melted pre-cat. I also recently spoke to my exhaust supplier, who had sold several systems to the charge cooled 400/410/430 models as well, after they experienced pre-cat failures. But what I learnt was that while pre-cat failures are common, they do only occasionally cause piston failures. I suppose intake temperature and octane number plays a role in the outcome after a pre-cat failure. When I experienced this in August 2015, I was told that probably a faulty lambda sensor was to blame for the melted pre-cat. It could never been proven then, but recently one of them suddenly permanently failed in the described fault mode.
  11. Maybe you know it, otherwise it may turn out to be an expensive lesson: Make sure you don't jump start the car with battery cables from another vehicle. Lithium (LiFePO4) batteries are sensitive to high current at low Voltage.
  12. @Mattmahope Good question about how the different ECU's compare. Syvecs seems to be in its own league seen to size/possibilities/price. When I scouted for a candidate early last year I found the Delta 800 to be really attractive, even though I never got confirmed if they could offer full OBD II functionality for MOT and for sending data to Harry's lap timer etc. The reason why I went for the EMU Black was mainly because that was what Track-Group and RRR offered and it fulfilled my wishlist. I scanned the documentation for both of them right now and as objective I can be I get the impression first of all that both are very capable and offers integration with Lotus, but differs as follows: Delta 800 Larger, but with more pins (70) General description of protection, safety etc Handles 6-18 V Full 8 cylinder functionality Lager number of inputs/outputs and more general purpose Two lambda sensor inputs is probably the main difference Higher resolution in ignition and fueling maps (32x32) Offers VVT, Traction control and Boost control, but no details Information about Transient fueling control Indicates that it provides a lot of functionality and configuration freedom EMU Black Smaller, with slightly less pins (63) Tested against all kinds of standards Handles 6-22 V More detailed documentation with exact specification of Voltage, Ampere etc Full 6 cylinder functionality with option to use some other pins to run 8 More dedicated inputs/outputs (2 exhaust temp for example) Flex fuel input (E85) is the main advantage in sensor inputs It has 3 switch inputs, but maybe the Delta handles that with internal configuration? Less resolution (16x20) in ignition and fueling maps, but double maps Details about VVT, Boost and Traction control map resolution I think you should have worked with the systems to fully pin point the difference. For me E85 capability is extremely valuable for future upgrades without having an intercooler. In UK, it might not me worth much. With a tuning company knowing what they are doing and being familiar with the ECU they provide, level of documentation is a non-issue. What I know about the ECU Master software is that I can acess everything directly, like mapping the Traction Control knob I sourced from the local representative. That takes 5 minutes with no prior experience of that ECU.
  13. @Bravo73 Very interesting thread about your car. How can I have missed it up to now? I like that you have had the courage to go for wilder cam shafts instead of spinning up the super charger. Have you ever experienced any issues with idle or emissions during MOT test? You don't mention anything about fuel pump or injectors. Are they standard? Track-Group reached the limit at 402 hp (408 ps) with the fuel supply, when they mapped my engine.
  14. True about TC. In my case, with an Evora S, it is just a huge step forward to have any adjustable Traction Control. Good to hear that RRR is alive and make progresses.
  15. Matthew, unfortunately no news at all. Total radio silence But I can comment two thing in my previous post: - Air conditioning control seems to be the big issue since it requires a separate pin to handle the capacity control (Variable displacement piston compressor). - Traction control mapping is super simple. You connect a stepped potentiometer and read the voltage (0-5 V) you get at each step through the ECU Master PC software and enter these values in the code. Save. Go.
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