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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. @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.
  2. 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.
  3. 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.
  4. 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.
  5. @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.
  6. @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.
  7. 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.
  8. 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.
  9. Trak-Group, in their dyno Had to get the engine in the car and through MOT before fiddling with the OBD, which should work but is still pendig to be proven The documentation related to traction control is very thin, but as far as I know it doesn't require any mapping. The local ECU Master dealer has a 10 step rotary switch meetig the requirements Since all vehicle related parameters are handled via CAN-bus, I don't expect air-con to be an issue. I hope not.
  10. I have it mapped for my Evora S, but haven't installed it yet The advantages I see are: Compatibe with Lotus wire harness and instruments - P&P Post supercharger Temp and Pressure sensors means you don't have to map it at AFR 10 to be safe at WOT Adjustable traction control Prepared for flexfuel Gasoline/E85 - good for non charge cooled cars on markets where E85 is available OBD and datalogging capabilities
  11. I cannot confirm the cylinder/bank numbering, or explain why you got misfire on cylinder two on a V-engine with this fault, but: I have had the rattle, pieces coming out of the main cat and in that case it was the pre-cat from cylinder bank one that had melted and then damaged the main cat. However, the rattling sound came from a broken piston (ringland collapse). Probably the pre-cat broke first and killed the piston with its back pressure, but it could have been the other way around. Let's hope this is not the case, but you have to remove that manifold and check the pre-cat. If you don't have the budget for 2-Bular/Larini/etc the simplest way around is to fit a new standard manifold. If you replace the main cat with a straight pipe, there is no easy fix to do the same with the pre-cat and avoid error codes. If you look for a cheap original manifold and don't find one in your area, I believe I have a new one - used 1 hour. BTW - which is the app you used to get the oscilloscope function?
  12. First of all, give it a week or so, starting/driving the car at least ten times. Windows not properly closing requires several re-starts once the battery is sufficiently charged. I don't know why. I think the grounding point is on the left side in the engine bay, where you have the battery. You can connect a starting cable from minus on the battery to the engine to test the hypothesis. Then have in mind, an aluminum monocoque with plastic/alu body panels and steel fasteners here and there is a different "galvanic animal" compared to a normal car where everything has electrical contact via the body.
  13. And if the problem remains with fresh battery, check the main grounding point. I had to replace the main grounding braid.
  14. @Mattmahope - I fully agree with your point and think with manifold and intake, as was the original topic, you take such a small step so that you are perfectly fine even though it is not exactly the same items. But, when you call them, present your setup and ask if any of the tunes you mention would be suitable to pair it with and the feedback you get is that they require a bespoke mapping onsite, then either it is bad idea to mix components, or they just don't want to do business that way.
  15. Good question. I have spent some time to sort this out for myself and posted some thoughts in the TVS1900 thread, since it was brought up there as a side topic. KT - I called them - and as @Bravo73 says, they cannot offer a bespoke map. Either you buy their stuff (which for sure is one of the best), or you don't. Well, if you go there, you may probably be able to map the car with any hardware configuration. Since I had the 2Bular manifold, race-cat + Lotus Motorsport silencer paired with a BOE cold air intake, I was off the map so to say. The only other options I found was BOE and InoKinetic in US, but that is not an option if you as me is located in Sweden. UK makes no difference, I suppose. I also found VR Tuned, but got very mixed reviews and an unclear answer about what their file could cope with. From a technical perspective you have four options: 1. Go with the standard ECU - as I wrote in the thread above, you get roughly 450 Nm and 380+ hp 2. Re-flash standard ECU - The upside is that you sort out the ultra rich fueling, get more power, better response and optimize the VVT system. The downside is that it is not a bespoke tune if you don't live near those few tuning companies and you still lack temp/pressure feedback from after the supercharger. The cost start at about £1000 3. Piggy-back - The upside is that you can add more sensors for better control, get data-logging (closed loop wb lambda etc), still use OBD II and in some cases use loged data for improved calibration. And off course re-calibrate if you add other modifications.The downside is that you cannot control the VVT system, as far as I know you have to make the wire loom yourself and there is a risk that the standard ECU messes with the piggy-back. Many tuners/dyno-owners are sceptical to those systems. The price is attractive (£500), but it comes with more work and likely dyno-time £££. So, this is probably the DiY option for the one who has done it before... 4. Standalone ECU - Plenty of upsides as long as you chose one that has all the CAN-communication sorted out to be PnP with your Evora/Exige. You get a more competent ECU, VVT-control, launch control, adjustable traction control, E85 functionality, closed loop wb-lambda control, temp/pressure feedback from after the supercharger so that you can optimize both safety and performance and finally you can re-calibrate for all future upgrades. The technical downside is that OBD II communication is a bit risky, even though it should work. At the bottom line it is the most expensive option. With mapping you start north of £2000. The PnP options I know are: ECU Master EMU Black, SCS Delta and Motec. My conclusion is; if you are sure you don't want to go any further with your tuning ambitions, any of the four mentioned re-flash providers will for sure offer added happiness with reliability. If you may want to do more, these money are wasted unless you live nearby them, or buy into any of their kits. In this case I would go with stock ECU solution until I added more upgrades unless you see a value in a standalone ECU besides the pure power upgrade.
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