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plumdeplakmuis

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Posts posted by plumdeplakmuis

  1. Yes bearing parts can break and enter the oil system. But I don't think that's the case.

    Looking at the failure mode you are having, there is sludge built-up in the bearing housing.

    This can also build up in the oil return pipe. If this gets clogged up you will have the problem over and over again.

     

    In your case, a quick cleaning and rebuild might be sufficient, but I think it would be better to let a expert do this.

    as they know what to do and what to look for. Also they should have the replacement parts if required.

     

    I'm a MHI Turbocharger specialist myself, but yours seems to be a Garrett. Which was rebuild at one time,

    looking at the small weld on the wastegate bushing. Best company I know in the UK, is Owen Developments.

    Ask for Lee Owen.

     

    If you speek to him, send him my regards.

     

    Best regards

    Jaap van der Lee

  2. Hello Ian,

     

    Please be carefull with fitting random restrictors on the oil feed.

    It is correct that ball-bearings require less oil than floating bearings.

    But the company that has converted your chra in the first place should know the exact dimension of restriction.

     

    Also if there has being excess oil in your bearing housing, check the complete system and oil out hose, 

    as remaning residue can result in a new failure within short time.

     

    As for the balance, if the unit is not balanced on the compressor nut, mark the orientation of the

    compressor wheel relative to the turbine and you should be fine with assembling it back. 

     

    Cheers

  3. Hi I'm looking into fitting a tubular manifold to my 1980 S2.2.

     

    I found the options of SJsportscar and Lotusbits and looking for the experiences with both options.

    Obviously there is a price difference, but does this justify the more expensive purchase.

    Also there is always the option of fabricating one from scratch. Any advise or other ideas?

  4. Hi, the Garrett stuf you mention is fairly old technology,

    with new turbine technology which is made for low end torque and a slightly reduced A/R

    the transient respone should improve significantly.

     

    As I only know MHI nomenclature and maps, I know a max size TD04HL 58mm compressor

    will achieve easlily the flow of 0.29 lbs/min. With a flow limit of approx 39/lbs/min.

    Combined with a 7cm turbine, this should be ok for the 300/350 hp. depending on

    the aftertreatment. (back pressure)

  5. Any info yet on the 2 Dutch Koni Production Car series cars

    http://www.sunbeam-raceworld.nl/Over%20de%20Esprit.html (in Dutch)

    One (Unmollested) is owned by Mr. Hans willem te Pas, or Hans Hugenholz,

    http://www.linkedin.com/pub/h-w-te-pas/39/440/315

    http://www.linkedin.com/pub/hans-hugenholtz/27/742/624 (Nice guy who can forward you to a lot of other connections)

    The other is used by Dick van Elk in the Dutch Supercar series, and completely modified.

    Also there still should be some nice info and blueprints available on the GT1 esprits in the Netherlands,

    by Mr. Toine Hezemans. He had a lot of old stuff in his factory in Eindhoven.

    Other nice lead for old racing esprits:

    http://bringatrailer.com/?s=Lotus+Esprit&x=0&y=0

    http://bringatrailer.com/2008/09/29/neglected-endurance-racer-1978-lotus-esprit-s2/

    There used to be some S1 silhouette Esprits in the Swedish GT

    Also some 8 years ago there was a S1 silhouette style car for sale in the US.

    On the us http://www.sportscarworld.com/ site they also used to advertise a S1 racer.

  6. Sorry to hear that Owen is not prepared to rebuild your unit.

    Although I like to hear that he states only using genuine parts.

    Yes John is right, rebuilding a turbo is not to difficult.

    Although please don't spin the rotational assembly (Shaft and wheels)

    with a airline. Running at high rpm without oil flowing through the system

    can damage your bearings.

    A balance check is not really needed, only used for decreasing noize.

    it has no effect on durability. If you want the balancing anyhow, you can let a specialist.

    (Try BTN then, they can balance for sure)

  7. I would strip a bodyshell and fit a modern engine & gearbox, probably an Audi 2.0L Turbo with flappy paddle gearbox, complete with loom and engine management, all the relevant controls, All the convenience of a modern car with those classic looks, maybe you can have it all !

    think modifying to improve reliability is totally acceptable.

    Yes but I can't see any reason for putting a Audi 2.0 Turbo in it.thats just horrible.

    If you wan't a more modern engine, whats wrong with uprate the current unit to S4 or GT3 turbo spec.

    Only reason for putting a Audi or worse, a US unit in it, is because you can't afford to upspec your current unit.

    And I can't see any way of doing a engine swap with a horrible unit correctly on a budget either.

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