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f1karting

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  1. 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

  2. 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.

    T3-40.jpg

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

    T3-super60.jpg

    Jan

  3. Ferrari F1 cars use variable trumpets, as you can see in this picture. You will have a black trumpet that ends with a bleu seal then the carbon trumpet take over, the carbon part can move up and down. NICE...

    Anybody can get these pictures now :devil: TELL US PLEASE...

    That set up would end this discussion :) AND START A NEW ONE....

    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

  4. Jan that looks great,could you do me a favour and price that set up for me.It might be cheaper for me to import them from canadar,would appreciate it thanks Mark p.

    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.

  5. Just out of interest I contacted Samco to see if they would consider doing a set of custom hoses.

    I was surprised to learn that they only need 15 orders to go ahead and make a custom set. Imagine dumping many of those impossibly hard to reach joins in favour of a fabulously tailored pipe....shaping that connection into the water pump to properly miss the timing belt etc etc

    As for exactly what would constitute a standard set I would vote for the cooling modded setup.

    Surely there are 15 owners that would go for this, if not immediately then over the course of a year.

    Ambrose

    I would be interested... prefer plain old black

  6. That original one it the last picture deffo looks different to the NA stacks.

    The NA units have less of a radius and are longer, so Lotus obviously did just fit any old thing onto the Turbo.

    Hilly

    Both my S3T cars have the long (45mm) stacks.. Budz stacks may be the ones used on the DHLA 40??

  7. Jan,

    How much did the 16mm stacks cost from DB? If you had to venture a guess, what would the result be of fitting 25mm stacks? It seems as if it would be enough to allow free flow to the throats.

    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.

  8. Jan,

    First of all thanks for answers to all the questions! Only a couple more! ITS ALL GOOD!

    Don't worry about pics if you don't already have them, no sense in taking it apart. I think I will lose my restrictors and go w/ the short trumpets. Have you noticed any difference in normal around town driving, either good or bad? VERY GOOD EXCEPT FOR THE SMALL PROGRESSION HESITATION I AM WORKING OUT..

    So your dyno graphs/gains are strictly due to the fitment of the short trumpets? YES Did you get any real world, seat-of-the-pants feeling from removal of the restrictors alone, before the short trumpets were installed? NO. I REMOVED THE RESTRICTORS AS PART OF THE CARS RESTORATION PROGRAM.. CAR WAS NOT DRIVABLE WHEN I GOT IT.. SO NO 'BEFORE' TESTING..

    ONCE I GOT HER ROADWORTHY, I DID DRIVE IT INITIALLY WITH FACTORY JETTING, WITHOUT THE RESTRICTORS, AND IT WAS ONLY DRIVABLE ON LIGHT THROTTLE AND WOULD NOT TAKE WOT AT ALL.. INITIALLY (SEAT OF PANTS TUNING) I WENT TO 58-IDLES AND 175-MAIN JETS TO MAKE IT DRIVABLE.. I AM NOW AT 42-PUMP, 55-IDLE, 185-MAIN AND WILL LIKELY NEED 250-AIRS TO LEAN OUT THE TOP END.

    I DRIVE THE CAR PRETTY HARD MOST OF THE TIME SO IT DOES USE FUEL LIKE A V8.. BUT IT DOES PULL LIKE ONE TOO.

    I would love to get my hands on @ least a back hatch complete w/ louvers in CF! I AM IN PROCESS OF MAKING SOME MOLDS.. I HAVE A LOUVER MOLD 95% COMPLETE AND AM DOING THE FINAL BODYWORK ON THE FRONT AND REAR TAILGATES AT THE MOMENT TO USE THEM AS MASTERS. NEXT YEAR I HOPE TO HAVE SOME INITIAL PARTS PULLED. RIGHT NOW I HAVE THE RAD SHROUD AND UNDERTRAY MOLD READY AND HAVE BUILT A CF/KEVLAR RAD SHROUD..SEE GARAGE AREA.

  9. 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

  10. I wondered if you had pics of the restrictor plates for those of us who have not had their carbs off. NO I DONT BUT I COULD TAKE SOME. Will you do a dyno run w/ the restrictors in place along w/ the 16mm trumpets to isolate the specific gains from each mod? I WASNT PLANNING TO BOTHER TESTING WITH THE PLATES IN.. TOO MUCH HASSLE AT THIS POINT AND I DONT GET A SENSE THAT THEY ARE ANY GOOD FOR POWER.. PERHAPS BETTER ECONOMY AND EMISSIONS (WHICH WE CANT REALLY TEST). I CAN TELL YOU THE PLATES ARE 40mm ID AND PROTRUDE INTO THE AIRSTREAM MORE THAN WHAT LOOKS ACCEPTABLE. I BELIEVE THE PLATES WERE DESIGNED FOR THE DOM/ROW 40DHLA AND SIMPLY USED ON THE 45DHLA FED CARS BECAUSE THEY COULDNT BE BOTHERED TO MAKE SPECIAL ONES FOR THE 45. (ALTHOUGH I COULD BE WRONG)

    IN CASE YOU WERE WONDERING, THE TESTING ON THE LONG VS SHORT STACKS WAS DONE WITHOUT THE RESTRICTOR PLATES. I DONT THINK THAT THE OE SETUP IE: LONG STACKS WITH THE PLATES WOULD HAVE BEEN BETTER THAN THE TEST WE DID WITH LONG STACKS ALONE.

    In re: to the weight loss, sometimes it is hard to remember, as it took a period of about ten years! I have gone soooo extreme w/ taking weight out, that the interior looks like a car that is only meant for the track. Much of the weight removal descriptions are in my garage, but I've done quite a bit of small stuff lately that seems to add up. I'll try to compile a list when time permits. I do believe that despite the extreme I have taken it to, that Colin would approve. I will be installing some sort of a lightweight interior asap, and will continue to design a light window regulator for the pass side and things like that. I'm pretty much starting w/ a clean slate, and would like to add amenities where feasible.

    The best thing about lightness is that it obviates the need to overstress the engine/trans, brakes, suspension... literally every component, to achieve the same performance, plus it usually saves many$$$ I LIVE THAT PHILOSOPHY !

    ..IT IS AMAZING HOW MUCH WEIGHT CAN BE ACTUALLY BE TRIMMED OFF.. THE HOOD AND BONNET COVERS ALONE ARE INSANELY HEAVY.. MY NEW CF VERSIONS WILL BE WORTH THE EFFORT.

  11. Doesn't the mere fact that we are turbocharged negate much of the tuning for ram effect etc? We're just jamming the air/fuel mixture in there! NO ITS MORE LIKE RUNNING AN ENGINE IN A VERY DENSE ATMOSPHERE.. THE PHYSICS ARE THE SAME.

    Also wondering if the dyno runs were done after you had changed those restrictors where the carbs mount, or whatever you did to them. NEVER RAN THE CAR ON THE DYNO WITH THE RESTRICTORS ALL TESTS WERE WITH ONLY THE STACKS BEING CHANGED.

    Interestingly, the NA 9XX inlet length is about 16" which is 406mm (0.4m) so...

    Hilly

    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

  12. Jan,

    Was this mod done before or after your dyno runs in the post discussing fitment of short trumpets?

    Could you include some pics of this process?

    Before unfortunately.. so no back to back testing.. I am not sure what process you would like pix of??

    If you dont have to kill me if you tell me.. how did you get over 400 lbs out of you car?

    Go lite or go home, I say! ... CABC would love us.

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