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f1karting

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  1. Mike Rodriguez on this forum runs one in his 87 G.. J
  2. they were on it.. the car originally came to Canada via a fellow that works for Chase Competition (building Daytona Prototype cars) in Richmond Virginia USA.. the guy that imported it to Canada ruined the car and left it for dead.. it was a basket case when I got it in Nov 06.. fortunately the owner in VA had installed adjustable spax and tunable suspension.. which I am taking FULL advantage of now.. It wouldnt be hard to built something to work if Spax are NLA. Jan Same Spax rears as me. I would take the springs to a fabrication shop and ask them to cut and re-shape the coils to a shorter free length. Just remember the front motion ratio is about 1.6 so to lower the car 16mm you only need to shorted the spring by about 10mm. Its not much.. maybe less than half a coil. I am doing that now on an 88 car (IB brakes and Toyota front setup) Mind you Im lower it 38mm. J
  3. Those are 235/50/15 fr and 265/50/15 rr Goodyear NCT.. They are old as the hills (1993) and scary at the limit.. I just got new tires for her tho' Nitto 555R 275/50/15 and BFG KD 225/50/15 and THEY are sticky!! I am afraid to test the limit on the street ... its so far out there! The suspension rides on Spax adjustables with 220# front and 270# rear springs... It rides fine except on hard bumps... but it corners like a kart!!
  4. this is what David Vizard said about the function of sodium valves.. 'Although intake valve acceleration is important to output, the same cannot be said for the exhaust. This means weight is not so important. But there is still one more issue here. A sodium cooled valve will have less tendancy to bounce than you might think. Because th sodium sloshes up and down it acts like a damper so even though the valve may be about 10 -15 grams heavier it does not act that way in practice. Couple this to a less aggressive valve action and you can see that the sodium valve will not be a limiting factor in terms of output but it will be more reliable.'
  5. Hi Jeff.. can you direct me to the "sayings" of the manufacturers.. now I am curious check these http://lubrication-filtration.com/motor-oil-test.asp http://www.gofastnews.com/board/technical-...-one-other.html
  6. I hear Amsoil and Redline are also very good.. rated up there with Mobil and Motul.. your thoughts J
  7. Hi John.. got any pix of the swap? What sort of numbers are you looking for in the spare HCI motor? Jan
  8. Greetings from Vancouver Island... On the Island here in Victoria, we have a group of owners that sort of stay in contact, we have an S2-V8, 2-S3T, an 88 Turbo and an 89 Turbo with a Northstar V8 conversion. In Vancouver we are in regular contact with a fellow that has an 84 Turbo.. there are others on the mainland but we don't have their contact info. We have a road trip scheduled for June 14-15 to Gold River, open to all sports cars of interest. I have the event schedule for anyone interested. Jan
  9. Interesting comparison my FED to your UK spec. Mine were measured from the car... yours too... or are they a technical spec? Could explain the higher (ugly) ride height of the Fed cars...
  10. Your charge cooler will be a big help with the T3-40 since it is more a heat generator than power producer at the MAF our engines consume. If you go with a T3-60 I would consider a stage 3 turbine outlet to improve exhaust flow and extend the useful rev range. A T3-60/3 can be had from MJM Turbos for about $650 With my carb setup I am using 55-#3 idle jet now and still need a bit more richness in the progression, so next Ill try the 55-#7. I used a 60-#9 and that helped a lot, but it was too fat on idle (the screws were only at about 1 turn) I may find I have to go down to a 52 with the #7.. we'll see when the weather gets dry enough to drive the car again.. hopefully soon! J
  11. Jeff.. Some ideas for you to consider: >modify the 45mm intake trumpets to 25mm length. >replace the T3-40 turbo with a T3-60 >re-spring the wastegate to 10-11psi >test / modify dump valve to release at wastegate pressure +1-2 psi >consider adding in a proper blow of valve BOV (throttle edge regulated) >limit total timing to 16 BTDC until dyno tested, then MAYBE a max of 21 depending on fuel. >dyno test and rejet carbs ... start with 185 mains/200 airs and work from there. Jan
  12. Here is the data from my 84 car SPRINGS- front/ rear Length @ Ride HT- 8.5/ 9.0 Length @ Full Droop- 10.3/ 11.0 Length @ Full Comp- 6.5/ 7.0 Number of Coils- 10/ 8 OA Diameter- 4.5/ 4.0 Wire Diameter- 12mm/ 12mm Free Length- 14.0/ 13.4 Rate (lb per inch)- 125/ 155 Spring/Wheel Motion Ratio- 0.69/ 0.93 My theory on the light spring use is perhaps Lotus used a light spring to limit load transfer (hence flex) into their somewhat "soft" chassis.
  13. Look forward to seeing the trumpets.. as to the other questions, I have no experience with your combination and cant offer much help. I would put in all new ignition, arrange some dyno time to do some runs to get a baseline to see where you are with your setup, and go from there.
  14. Seems to me that it is likely that no trumpets would be better than the stock ones... If you could simply added a radius plate to the inlet that would be better. However, if you can get some OE 45mm stacks and have them shortened to 25mm that would work 100%. What seems to be wrong with the running? J
  15. Too true... good observation... no BOV! I think Rolf should add one in. THE AIR FUEL MIXTURE WOULD BE READ BY AN O2 SENSOR (LAB QUALITY) INSERTED INTO YOUR TAILPIPE.. THE O2 SIGNAL WOULD BE CONVERTED INTO AIR/FUEL RATIO (hence AFR) READINGS AND PLOTTED BY THE DYNO SOFTWARE DURING A 'RUN". FROM THIS PLOT YOU CAN DETERMINE WHAT JETTING ADJUSTMENTS NEED TO BE MADE AT WHAT RPM. AND THAT IS WHERE THE TRICK IS.. KNOWING WHAT JETS TO CHANGE AND BY WHAT AMOUNTS. IVE GOT A REASONABLE SENSE OF JETTING WEBER AND DELLORTO CARBS FROM YEARS OF PLAYING WITH THEM, BUT THE DYNO SESSIONS IVE HAD HAVE BEEN VALUABLE LEARNING TOOLS FOR ME IN UNDERSTANDING THE RELATIONSHIPS AND EFFECT OF VARIOUS COMBINATIONS. FROM THE AFR READING AT IDLE, YOU CAN NAIL THE IDLE MIXTURES, YOU CAN SEE PUMP JET CHANGE EFFECTS IN THE ACCEL ENRICHMENT PHASE, AND YOU CAN SEE THE RELATIONSHIPS AND EFFECTS OF COMBINATIONS OF MAIN JETS AND AIR CORRECTORS. THE IDLE CIRCUITS FUEL/AIR COMBINATIONS ARE HARDER TO TUNE ON THE DYNO.. IT SEEMS THAT FEEDBACK FROM DRIVING THE CAR WORKS WELL. MIND YOU, I HAVE FOUND, CONTRARY TO POPULAR BELIEF, THAT THE IDLE JETS SEEM TO HAVE LITTLE EFFECT ON MIXTURE STRENGTHS OUTSIDE IDLE/PART THROTTLE /CRUISE OPERATIONS. ONE THING I HAVE DISCOVERED IS HOW THE PUMP JET PUSHROD SETTINGS CAN BE TWEAKED TO IMPROVE THE 'OFF THROTTLE>LIGHT ACCELL'' DRIVABILTY SUCH AS DURING THE INITIAL ROLL OFF FROM FROM A STOP. I HAD A NASTY RICH STUMBLE ON LIGHT THROTTLE APPLICATIONS, THAT I ELIMINATED BY ADDING CLEARANCE IN THE PUMP TAKEUP. SORRY FOR ALL THE BOLD TEXT...
  16. I have an 85 with an 87 HC.. here is my 0.02..based on my experiences.. Jan
  17. Mike Rodrigues on this forum has tried many turbo combinations on his Esprit... he can give the definative answers you need.
  18. Hi Lee, no... havent sourced any stacks yet..
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