free hit
counters
Esprit Turbo project car - part3 - the further continuation - Page 188 - Esprit 'Project & Restoration' Room - The Lotus Forums Jump to content
Lotusfab

Esprit Turbo project car - part3 - the further continuation

Recommended Posts

Oily Knees by chance Dave.........................................

  • Like 1

A

Share this post


Link to post
Share on other sites

Upgrade today to remove Google ads and support TLF.

Sounds very 1960s.

Down to the swap to Smiths gauges probably.

Share this post


Link to post
Share on other sites

Well done chaps...

dont want to pee on the parade, but have you identified where the debris was coming from? Hopefully it was something foreign in the part rather than throughout the system! 

And Dan, lets just say I was glad I'd already removed the carpets .

Share this post


Link to post
Share on other sites

When I took the engine apart the wire gauze araldite had disintegrated. Even though it was spotless outside I didn't realise the valve was a piston with a spring and could be pushed in. Lesson here always clean the valve by using a similar method to the above . Although the debris was tiny it was enough to jam the valve.

Share this post


Link to post
Share on other sites

That’s great news Fabian! It’s always something small that creates a big problem!

  • Like 1

Share this post


Link to post
Share on other sites

Thanks Lads and especially for the help and input!

Share this post


Link to post
Share on other sites
4 hours ago, Lotusfab said:

IMG_0108.thumb.PNG.6f7aee37fc70338c25b66b644caa8e13.PNG

For a moment there I thought you'd bought a wetbike!!

  • Haha 2

Lotus Esprit [meaning] a 1:1 scale Airfix kit with a propensity to catch fire

Share this post


Link to post
Share on other sites

Here's the pressure relief valve and he oil flow diagram that will help anyone else with this issue. I would say do not run the engine for more that 60 secs with no oil pressure indication. Check the oil pressure valve for smooth operation during the rebuild. If you haven't and no oil pressure take it off and check it. It's easy to do. IMG_0099.thumb.PNG.0541050207212b836a83c5f1e1fe0202.PNGIMG_0100.thumb.PNG.85f0f3b809ea0c1dd75e86aa63d461f0.PNG

  • Like 1

Share this post


Link to post
Share on other sites

Maybe this valve causes a lot of oil pressure issues and no one thinks to check it? It's really easy when the engine is in bits to confirm it's free and closed!

Share this post


Link to post
Share on other sites

No doubt checking the condition of the relief valve should be mandatory when the pump assembly is serviced. I see the add-on restricting orifice is depicted in your diagram and would caution anyone taking that as best practice. There were oil return problems with the earliest 907's which burdened Jensen substantially, perhaps terminally, but those were remedied by other means. The flow of oil to the head serves to lubricate tappets and cams, obviously enough, but also provides the medium by which heat is transferred out of the valve springs. 

Cheers

Share this post


Link to post
Share on other sites

Tuning

So what is the ignition timing setting?

Share this post


Link to post
Share on other sites

IMG_0120.thumb.PNG.f3a3a371003f1724b5535b6e078c1a20.PNGSo 12 degrees BTDC?

The plan is to set it to 12 degrees BTDC and Morgan carbtune the balance and mixture. The fuel pressure is set. The Turbo side presumably takes care of itself. When does the Turbo cut in and how much boost should it have?

Share this post


Link to post
Share on other sites

The rebuilt fuel,pump is still not leaking!  However, in the interests of reliability I will fit the new one I got from PNM. Incidentally, I have put a PNM oil filter on to acknowledge Petes help with the engine rebuild, all the other mechanical stuff and tricky to get parts. 

  • Like 1

Share this post


Link to post
Share on other sites

The 12 degrees BTDC is purely for the initial start,   You now set the timing dyamically to 28 degrees BTDC with engine running at +3500RPM  (to ensure mechanical advance is fully deployed)

  • Like 1

Share this post


Link to post
Share on other sites

12 degrees BTDC is correct for static timing. Once done you need to set the dynamic timing using a strobe light to 28 degrees at 4000 rpm. 

The turbo doesn't really cut in, it starts to add boost pressure as the exhaust gas spins the turbo faster. The max PSI is dependent on the wastegate spring. The wastegate should have the rating printed on it. This is the max pressure before it opens. :)

  • Like 1

It's getting there......

Share this post


Link to post
Share on other sites

Ok Silly question time. Which one is the brake light the left or right red lense???IMG_0126.thumb.JPG.32aa20fadfede0cdaf5bec8374cb8df0.JPG

Share this post


Link to post
Share on other sites

lol, only air through the turbo. I'd be worried about having atomised fuel passing through a turbo at 1400 degrees! :)


It's getting there......

Share this post


Link to post
Share on other sites

Look at image at 1:24 the turbo is clearly downstream of a single giant SU carb.   i.e. the fuel air mixture is compressed, which is not that unusual for forced induction!

Edited by 910Esprit

Share this post


Link to post
Share on other sites

When the Turbo Esprit came out many observers were surprised that the carbs were after the turbo and had boosted air blown through them, without blowing up!

Share this post


Link to post
Share on other sites

Join the conversation

You can post now and register later. If you have an account, sign in now to post with your account.

Guest
Reply to this topic...

×   Pasted as rich text.   Paste as plain text instead

  Only 75 emoji are allowed.

×   Your link has been automatically embedded.   Display as a link instead

×   Your previous content has been restored.   Clear editor

×   You cannot paste images directly. Upload or insert images from URL.


×
×
  • Create New...