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t70

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  1. I received my Thrust bearings and finally got to install them and torque up my crankshaft finally. Here's a shot of the torque process... And my favorite torque wrench.. I love this thing. It is so much more accurate than a standard "click type" wrench I also decided to chase every thread in the block.. And then.. I got bored and went to the neighbors place and spent 6 hours (at least) polishing the intake for his Fox Body Mustang GT Before... After And finally.. I have my JE forged v8 pistons available for purchase now. They were in the engine for 2000 miles. Make me an offer
  2. And... this is why I live in a semi-arid climate... virtually no rust on any of my esprit's.. even my 88 is virtually rust free. I was actually shocked at how well they hold up over the years. I've worked on Honda's that are so rusted after 10 years that you have to cut almost every bolt. I'm especially happy with the galvanized steel frame.
  3. Here's a shot of the engine in plastic.. patiently awaiting it's additional parts and a place in it's natural home.. I'm not sure if you all have seen my rear car cover.. but I spent a night sewing it up a year or so ago.. It has prevented many many scratches, chips etc.. you can even rest all your tools on the side of the car now..
  4. Sorry Alex.. That is actually just one of the two plates from the lotus clutch pack. I just had HR Clutch refinish the intermediate plate, main plate and the flywheel. Then I replaced the 3 slip bolts and installed it. It's pretty smooth engagement for such an aggressive clutch. I have had the occasional chatter and every once in a while.. I engage too quickly and stall.. but... for a race clutch.. it's damn nice.
  5. I thought I would put up a couple of pictures of the racing clutch I had made: Here's the sintered copper side: And here's the Kevlar side:
  6. Here's a couple of pictures of the Clutch
  7. I got mine done by HR Clutch. They upgraded it to a sintered copper and Kevlar mix for less than 1/4 of te price of a new one. As I recall it was about $600.
  8. Well I picked up most of my engine this weekend. I did as much assembly as I could, but I still need to re-fit my liners and a few other things. Here's some pics for everybody: I had the Crankshaft properly balanced to itself (a flat plane crank does not require bob weights to balance) Here are the before and after specs: Here's my Crankshaft.. Nitrided for better oil shedding and strength: Here are my pretty Carillo rods: And my custom Billet JE pistons with the previous weight and balanced weight listed on them: And here they are assembled with their respective rods: Here is the block after liner removal. The whole thing was quite dirty. We removed the liners and used a brass wire wheel to clean it all up: Here is the crankshaft installed. I was floored at how good the tolerances were. I ended up with 0.038mm clearance on every main bearing. I also installed a new oil cooler line into the car. This was entertaining, as the upgraded hose is hydraulic hose and, is thus, very stiff. The previous line upgrade I had used transmitted oil pump noise through the chassis. So, in this case I used foam copper pipe wrap around the whole line. Hopefully it won't be noisy this time.. here it is sticking out of the back of the chassis.. it's the blue one. And.. for the first time in nearly a year.. the interior is now back together:
  9. Well.. On another note.. my 4x6" barrel intercoolers will only flow 540-560hp. So.. I may have to change my intercooler system slightly... but that likely won't be this year.. I don't think that I can handle the power potential of this engine build, even with the upgraded transmission and limited slip. So.. I will likely limit the torque to 500ft-lbs. And the horsepower will likely peak at 550hp. I just need a money factory to build the right transmission..
  10. I would bet you don't have power to your ecu. Perhaps there is another fuse that links to the ecu?
  11. Well.. Today I realized that I was not ready for the engine to arrive.. as I haven't cleaned all the parts, installed all the new gaskets and finished the port work I started.. So here's a few photos: Here's the Oil Pan.. Cleaned up and all the silicone removed: And here is the rear oil seal and cover: And the front cover, cleaned up etc.. And.. I figured I'd polish the coolant connection manifold: I ported the intake pipes and throttle body parts...(basically gasket matching and ensuring perfect fitment.) In these shots, you can see how I made the ports actually match each other.. as they most certainly don't from factory. Here's the intake ports on the plenum (plenum to intake runner side) polished up a bit: So.. now I am ready..
  12. Yay!!! Felix is Home!!! And in case I have forgotten to do this: Mark Terrio-Cameron Medicine Hat, Alberta, Canada 1988 Esprit turbo (was red.. now it's black) SCCFC20ABJHF62190 2002 ESPRIT V8 #099 (chrome orange) SCCDC08282HA10411
  13. Thanks for the clarity on that Gunter! Today I got a call from the machine shop with the heads and all I need is new guides and valve seals. So.. Ordered them up and it's just a waiting game for that now..
  14. Hi Gunter.. I'm not sure if I can truly explain what I mean. But.. here it goes. The fuel amount required from the primaries with the secondaries hooked up is approximately 2/3 of the amount required with them disconnected.. and this is even with throttle positions that are so low that there is no need for additional fuel as load levels are so low that the primaries could easily handle the fuel demands without the secondaries activated at all. What it basically looks like is that the secondaries come on (I know I said "full bore".. but that's likely not true) after 4000rpm in a proportional manner.. here's kind of what I picture in my mind as to what is occurring.. This graph is an rpm vs MAP (MGP) with the amount of fuel added by secondaries by percentage of their duty cycle. RPM 4000 4500 5000 5500 ..... MAP -60 0% 10% 10% 15% .... -40 0% 10% 15% 20% ... -20 0% 10% 15% 20% ... 0 10% 20% 25% 30% ... 20 20% 30% 35% 40% ... 40 30% 40% 45% 50% ... 60 40% 50% 55% 60% ... 80 50% 60% 65% 70% ... 100 60% 70% 75% 80% ... So, since there is a substantial amount of fuel being added throughout the rpm and throttle range, the computer must therefore decrease the duty cycle of the primary fuel injectors compared to what they would need to put out if there were no secondary injectors to supplement the fuel needs. So.. for example, if we look at the graph at 80 KPA and 5000rpm.. the secondaries are adding 65% of their total possible fuel ability. Now, the primary injectors only need about 40% of their duty cycle.. however, if the secondaries were not connected, they would need about 75% of their duty cycle. I don't know why lotus engineered it this way.. except that there may have been fuel atomization problems with the secondaries. So.. if you put lots of fuel into the plenum instead of small amounts.. you can guarantee that all the cylinders will get some fuel. I think that the confusion is probably that one would expect that the secondaries would only come on when the primary injectors reached 100% of their duty cycle.. This would mean that the secondaries would only "top up" the extra necessary fuel. However, I think that due to the inefficiencies of the plenum design and the location of the secondary injectors.. Lotus had to make them spray a fair amount of fuel constantly to ensure that they could get fuel into all the cylinders. I wouldn't be surprised to see fuel trimming from the front cylinders to the back cylinders once the secondaries engage because of this inherent inefficiency. You also asked if things would be different if I had not run the second ECU to see these gaps. Actually, the Factory ECU had all the sensor inputs still active. So, it would have been compensating the fuel trims of the secondaries as if it was still in full control of the ignition and fuel tables. When I had it on the dyno, I didn't disconnect any sensors, I simply spliced into them, so both computers saw the same data. The factory ECU was even reading O2 sensors. The only sensor that it may have been confused by would have been the 3 bar map sensor. I admit, that the map sensor being a different calibration would skew some of my data. However, if you look at the calibration scales.. the computer would have actually been using the fuel injectors LESS with a 3 bar map sensor voltage signal than with a 2 bar MAP sensor voltage signal.
  15. If I had the money... oh if I had the money.. I would get rid of the spare tire and reverse the way the radiator is mounted to do that ducting through the hood that those cars have. I haven't taken an esprit up passed 300km/hr.. but I suspect that if I wanted to.. it would be safer with the extra cooling/downforce from this mod...
  16. Piccies??? lol.....Can't wait to see it!
  17. Hmm... well, when I had my secondaries hooked up, they went pretty much full bore as soon as a load was put on them. I was wrong about the rpm point though.. it appears that it's actually 4000rpm like you stated. There is some change at 3500.. but not much, and it appears to only be at certain load points.. however, when I look at my map after 4000rpm.. Things become quite interesting..one cell went from 15.8% duty cycle to 24.6% duty cycle.. and that's at 0 psi of boost. Also, the neutral throttle position (about -60kpa) and 4500rpm went from a duty cycle of 15.7% to 24.6% when I disconnected the secondaries. Now.. as you rise in the boost curve.. at 5000rpm and 15 psi of boost it went from 23.9% to 30.1% duty cycle. (please note that by the VIPEC standalone uses a different version of duty cycle.. its done based on volumetric efficiency, not the actual duty cycle of the injectors.) However, given this substantial increase in required fuel, even at 0 psi, it would indicate to me that the secondaries are basically fully active at 4000rpm under load and 4500rpm under neutral throttle/light loads.. Here's a little breakdown by list instead: RPM Manifold pressure secondaries hooked up Secondaries disconnected 4000rpm 40kpa (MGP) 21.5% fuel 33.9% fuel 4500rpm 0kpa (MGP) 15.8% fuel 24.6% fuel 4500rpm -60kpa (MGP) 15.7% fuel 24.6% fuel 5000rpm 100kpa (MGP) 23.9% fuel 30.1% fuel
  18. Also.. I do have a Larini Exhaust as well... Maybe I will use that instead..
  19. I always thought the canister was just for show on the 2002. However, I just shoved my boroscope into the hole.. I might be wrong about that. There doesn't appear to be any baffling.. but the route of the piping seems more complicated than I thought. However, as for exhaust gasses hitting each other -- I don't think that's a problem with a flat plane crank. The car sounds extremely good with the factory muffler and the decat pipes.. I'm not sure if I would want to change the sound.
  20. Well.. There's one advantage to waiting on my engine to be finished.. I get to polish more stuff.. and tidy up the last little bits. Here is the intercooler water pump.. installed and wired in: And here are the intercooler lines.. run under the chassis this time. Much easier that the alternative method of plumbing them through the chassis. Here's the muffler polished... And the entire exhaust..
  21. Hi Alex, Actually, Mike doesn't sell them anymore. I am still working on where to get a set made. I think my machine shop has figured it out, but I need to double check. Once I have them, I may order a large amount and sell a few on here.
  22. I'm glad you were able to get it all solved. I was going to suggest using a standalone ECM next... However, 18 psi in fist.. it's hilarious. As is 18 psi in second.. and if the pavement is cold.. 18 psi in 3rd is almost as entertaining. however.. 18 psi in 4th on cold wet pavement.. that's down-right terrifying.
  23. if your engine is on the ground.. Put your flywheel bolts partially on and put a large wrench over one bolt and lever it against the bolt next to it. This will give you the necessary leverage you will need (you should have someone holding the engine from falling over) to undo the main crank pulley bolt.
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