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f1karting

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  1. This topic was started in the Stevens forum, but thought maybe it should be here as well. Now that I have found improvements in the intake system.. lets consider what could be accomplished with a turbo swap. For anyone who is interested, here is the data from my 85 S3T on 45DHLA (short stacks) using stock T3-40. As you can see, great bottom and mid torque, but the T3-40 runs out of steam by 6000rpm. If you look at a compressor map for the T3-40 you will see why, because at MAF>18 the CE goes waaaay down. Advantage with this setup is I have almost instant throttle repsonse.. but the engine goes flat over 5500rpm. Notice how much heat is generated in the MAT (Inlet Manifold Air Temp) column.. thats why we need charge cooling because anything over 160-170 is bad news. Here are some estimates on the results of using a T3-super60 in place of the T3-40. It seems logical that a T3-S60 with a stg 3 turbine would give shit loads more top end range but I expect lag would increase a little as well. Food for thought.. Jan
  2. There is a tube that drains the base of the cold air intake box at the base of the windshield.. it runs from the box, along the inside corner of the tunnel / footwell, and exits out the floor of the RHS footwell.. if that box is cracked or leaking (which they do) or the tube fitting has come adrift from the box,or the tube not thru the floor.. water will get in. Similarly water can get in if the tube is blocked and a leaky airbox fills with water. Hope that helps Jan
  3. For anyone who is interested, here is the data from my 85 S3T on 45DHLA (short stacks) using stock T3-40. As you can see, great bottom and mid torque, but the T3-40 runs out of steam by 6000rpm. If you look at a compressor map for the T3-40 you will see why, because at MAF>18 the CE goes waaaay down. Advantage with this setup is I have almost instant throttle repsonse.. but the engine goes flat over 5500rpm. Notice how much heat is generated in the MAT (Inlet Manifold Air Temp) column.. thats why we need charge cooling because anything over 160-170 is bad news. A T3-60 with a stg 3 turbine would give shit loads more top end range but I bet lag would increase a little as well. Here are some estimates on the results of using a T3-super60 in place of the T3-40 Jan
  4. Chiming in from Victoria BC.. I know of 3 Esprit on the island and 2 in Vancouver.. I dont think any are LEF members ATM.. Jan
  5. OK.. update.. found Porterfield pads that may work.. will compare their available pad shape to the car tonight. http://www.porterfield-brakes.com/pads.html Their R4 and R4-S compounds are available (apparently) to fit the RR inboard/FR toyota setup
  6. Nice pix!! Trick is we only have a small space to work in.. the next discussion would be the design of the "new" airbox and how to control the VTL
  7. I ordered each component from Wilwood in the USA.. and had the hat and adapter made locally.. If I remember right, it cost me about $1900 for the complete setup... StopTech wanted $8000 from me for their GT2 setup.. good yes, but no thanks.. I not trying to out-brake everything on the road.
  8. This is a fabrication mock-up shot showing what I have set up: Wilwood Superlight calipers on 300mm HD series rotors.. fabricated 6061-T6 adapter and hat.. all fits under 15 wheels..just..
  9. I would be interested... prefer plain old black
  10. nothing yet Lee... I haven't actually had time to dig any deeper or order anything.
  11. Does anyone have the part numbers for the hawk black pads used on the Toyota fronts/ inboard rear setup? I found a Hawk supllier but they don't have a cross reference to the Esprit. Thanks Jan
  12. Both my S3T cars have the long (45mm) stacks.. Budz stacks may be the ones used on the DHLA 40??
  13. yes thank you.. where can one get the hawk pads for 85 Esprit in North America? J
  14. I have contacted DBE and they say they have more stacks coming.. didnt ask the price.. I think at the time they were about $20 each... Ken Grey is my contact at DBE. I think the 25mm will give similar results.. If I can get some Ill test them.
  15. Has anyone compared EBC compounds on the Esprit? I am interested in trying the the red vs the green? J
  16. Lee: I dug out a tuning book I have from David Vizard.. he claims that given a NA engine on 97 octane reguires say, 35 degrees total advance, that a forced induction engine would have total timing reduced 1.1 degree for each 1psi of boost. So 10 psi = 24 degree advance. Not sure what the boost limits are in his formula??.. cant imagine 32psi=zero advance I have seen Davids tuning forum but cant locate it at the moment to ask him. (OK maybe this is it.... www.gofastnews.com/board/ Graham Bells book, Forced Induction Performance Tuning shows 20-25 degrees as an example for a turbo engine, and goes on to state that 'if not overdone' slightly retarded timing improves turbo spoolup. This article on the detonation proceses is interesting: www.kb-silvolite.com/feature.php?action=read&F_id=29 A solution.. www.jandssafeguard.com/tech.html
  17. perfect.. I originally looked for something about 25mm.. who makes those? Would they fit the 45DHLA?
  18. ahhh.. good to know that.. 16" or more does seem ideal .. I had it in my mind somehow that our engines were about 13" ( never actually measured it) in which case my comments about the lack of and weak harmonics may be full of holes. Curious.. is the NA engine intake length the same as the turbo? J
  19. here is some information to absorb.. not as simple as it seems is it? http://upetd.up.ac.za/thesis/available/etd...issertation.pdf
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