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f1karting

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Posts posted by f1karting

  1. Where did you get the Spax adjustables and springs from Jan?

    Looks stunning - makes the Esprit look even more exotic lowered....thats how I want mine to sit.

    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

    OK guys, here's what i've got.

    I'm not unhappy with the rear height but the front is really high and i'd like to lower it by 1.5 cm

    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

  2. In the past i red a topic on the poor availibility of the pistons and linners for the esprit.

    A friend of mine who i know trough the kartshop i run, told me that his firm could recondition the liners as new,to any spec. and costom pistons would also be no problem.

    The firm ( powerseal) where he is tecnical director is market leader in cilinder technologie

    they do a lot of recoating Kart,MX ,race and also car cilinders.

    Last time I was there, i saw they were recoating new liners for the subaru WRC cars fresh out of the new engine, so something must be better.

    My question:

    Has somebody an old liner and piston, damage no problem?

    So he can have a look at it and make an price for an set.

    If the price is right, maybe it

  3. Wow that looks good.

    What tyres are those wheels sitting on?

    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. I hear good things about both as well. I have used Mobil 1 for years with no complaints. Only after reading what camshaft manufacturers had to say about the "new" generation oils and the latest API classification did I become concerned and started to research it.

    Since I have already purchased the Motul it will be later before I switch back to Mobil 1.

    Jeff

    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. The "new" silver-top/red label Mobil-1 15W50 currently being sold has very good levels of ZDDP, and should be more than adequate for our engines. BTW, it is the phosphorous that they are trying to reduce from oil, not the zinc. Motor oils heavier than 10W30 are not subject to the same restrictions when it comes to additives, specifically phosphorous.

    Mobil-1 oil analysis

    API specifications

    Cheers,

    Sanj

    I hear Amsoil and Redline are also very good.. rated up there with Mobil and Motul.. your thoughts J

  7. Bellingham, Washington

    I live about 70km from Vancouver.

    87' HCI

    motorswap to 94 Nissan GTiR Sunny w/factory ITB's in progress.

    FOR SALE Complete original motor w/new exhaust manifold. Starter, Alternator, vaccuum pump, new clutch.

    Motor runs, has 90k miles on it. Make Offer, I am very reasonable, the right person will get a hell of a deal.

    I'm looking for a bad/dead clutch release bearing to cut and weld on, when finish with my swap you get a low mileage bearing in good shape in exchange

    John

    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. Finally found the spring data for my S3 which is without air con.

    Front free length 14.0" rate 110lb ID 3.47"

    Rear free length 12.8" rate 140lb ID 3.183"

    Hope this helps.

    Hilly

    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. Going through and evaluating the progression should be interesting.

    Jeff

    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. When overhauling the carburetors on my 83 S3 Turbo I found that there was NO trumpets! :D

    I was overhauling the carburetors because the Lotus was stumbling, and it is alot better now, but still not perfect. (At least the hesitation seem to be gone now. :unworthy: ) How much will the lack of trumpets influence this?

    The other question is, what is the difference between 16mm trumpets and no trumpets?

    Brandt

    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. Just a point, but rolf, you don't have a pop off valve. Do you have a BOV somewhere I can't see. I know the fuelies have electronic gizmos. I think you have a F.I. plenum. Not real sure about this set up. Jan......Daz do have some input here?

    Cheers,

    Clay

    Too true... good observation... no BOV! I think Rolf should add one in.

    I am not familiar with this procedure, but think I find a possibility for that kind of test run. Should know what exactly is 12.5:1 AFR (unit?) and where is it measured?

    Rolf

    THE AIR FUEL MIXTURE WOULD BE READ BY AN O2 SENSOR (LAB QUALITY) INSERTED INTO YOUR TAILPIPE.. :santa: 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. COMMENTS ADDED.. J

    Therefore new description of vacuum pressure piping setup as installed, details as far as available on the pics below.

    - The two carb inlet ports (used also for balancing) are connected together and the

    pipe is ending in a switch. SORRY CANT EVEN GUESS WHAT THAT COULD BE USED FOR

    - Air intake plenum, connector on the front plate. Is divided to three connection

    points. One to the fuel pressure regulator (FPR), one to the thermal ignition valve

    (TIV) upper port, one to the front through the chassis, has to be the connection

    for the boost gauge, but not verified. THE TIV IS A VAC ADVANCE CONTROLLER THAT NORMALLY ROUTES VAC TO THE DISTRIBUTOR ADVANCE CAPSULE DURING COLD STARTS/RUNNING.. IT HAS SOME PROTECTION IN IT SO THAT IN THE EVENT OF A TIV FAILURE THE ENGINE WILL NOT BE SUBJECT TO FULL TIME VAC ADVANCE , (LEADING TO DETONATION) .. SINCE YOU HAVE NO VAC PUMP OR CAPSULE ITS POINTLESS TO HAVE THE TIV AND PERSONALLY I DONT THINK IT IS NEEDED FOR COLD STARTING UNLESS YOU LIVE IN A REALLY COLD CLIMATE.

    - Throttle edge port to lower port of TIV. I WOULD CAP OFF THE EDGE PORT AND LOOSE THE TIV

    - TIV: middle port pipe blocked out of sight of the pic, as there is no capsule. TIV

    connections imho sensless. YES

    - vacuum source for vacuum chamber (heater control) and brake servo: starts at

    rear carb intake port, front port is closed (looks like welded, not a good pic from

    this area), so seems that both are connected to only one feed. THAT IS NOT A GOOD SITUATION UNLESS YOUR CAR HAS A VAC STORAGE CHAMBER.. OTHERWISE UNDER BOOST, VAC WOULD BE LOST AND YOUR HEATER AND BRAKE BOOSTER WILL NOT MAINTAIN VAC FOR LONG.. I WOULD SEE IF YOUR CAR HAS HAD A VAC CHAMBER ADDED THAT STORES VAC FOR THE HEATER AND BRAKES. IF SO, HOPEFULLY IT HAS A CHECK VALVE THAT CLOSES ON BOOST SO THAT YOUR VAC CHAMBER CAN HOLD WHATEVER VAC IT HAS GAINED DURING IDLE PERIODS. IF NOT, MAYBE SOME RE-ENGINEERING IS IN ORDER. I CANT TELL YOU HOW MUCH VAC CAN BE DEVELOPED AT IDLE, BUT IT SURE DOESNT TAKE LONG FOR BOOST TO DEVELOP.. EVEN AT LOW THROTTLE POSITION.. SO HOPEFULLY THERE IS ENOUGH RESERVE IN ANY CHAMBER TO DO THE JOBS IT NEEDS TO.

    Intermediate summary:

    Clearified items and actions:

    - Dizzy without capsule is not the problem as Steve is describing he is running with that kind of setup quite satisfied, not more than 18

  17. 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.

    T3-40.jpg

    Here are some estimates on the results of using a T3-super60 in place of the T3-40.

    T3-super60.jpg

    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

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