Teaser page for the new team site is now available at: www.phoenixesprit.com
Barry finally found my bank transfer - he'd been looking in the wrong account - he's had the money since 27th November £%&&^$&^$"£ - hopefully he'll now get things moving asap with an aim to have the trans with Phoenix before Xmas.
Mike Sekinger has decided to keep the gearbox so change of plan #5972.. however he has asked John Hazzard to send me up the linkage to borrow if I pay p&p. Will have to see how this shakes out.
No updates on carbon
New seats ordered and new s/wheel arrived. Rimstock can also supply wheels for £450 delivered, which is a massive saving over the Compos. Will order in the New Year.
Need to find a supplier of roll cage foam.
Got an ad from Gottfried - he's selling a full on sequential Hollinger trans and a 750bhp all-alu motor but both well out of budget.. spec is awesome tho.
I need to remind Barry to get those Morroso mufflers and clutch cylinder.
Sent Willie at Meercat Exhausts (www.meercat-exhausts.com) pics of the engine and engine bay with an aim to sorting out the pipe work once engine is in place.
Little done ~ lots to do
Latest pics (April 2011)
Tuesday, December 12, 2006
Monday, December 04, 2006
OMG - LOTRDC dates already out..!
If I'm lucky I'll make Donny - no way I'll be ready for Spa - a long-term dream for now..
24/3 & 25/3 - Brands Hatch Indy
7/4 – Silverstone
12/5 & 13/5 Snetterton
2/6 - Oulton Park
14/7 - Castle Coombe
1/9 & 2/9 - Donington Park
12/10,13/10 & 14/10 - Spa
10/11 & 11/11 - Brands Hatch Indy
24/3 & 25/3 - Brands Hatch Indy
7/4 – Silverstone
12/5 & 13/5 Snetterton
2/6 - Oulton Park
14/7 - Castle Coombe
1/9 & 2/9 - Donington Park
12/10,13/10 & 14/10 - Spa
10/11 & 11/11 - Brands Hatch Indy
Thursday, November 30, 2006
Bobby Hart racing - G50: shifter, linkage, pump and cooler..
Spoke to Bobby Hart in California re the G50 trans and side shifter kit he supplies -iirc I used to watch Bobby race in Champ/IRl years ago..
"Jon, 600 hp is a lot for G50 You should be looking at a 50/50 or 50/52 they have better Gear ratios and stronger Ring and pinion I assume you have about 550 lbs of torque, yes we can do a oil system, pump,cooler, oil filter, A 50/52 rebuilt With side shifter 80% or 40% LSD is $11000.00 us Hope this helps Bobby Hart"
This is the thing with Barry's engine - most V8s create huge low ened torque which is a massive problem for traction, hard to drive out of turns and threatens trans longevity - this is also usually coupled with a lazy hammer of a delivery: Barry's engine doesn't have so much torque - maybe about 470.lbft at the full 650bhp (4-bore); and 410.lbft currently with 575bhp (2-bore). But it's a seasoned wincaton/sportsman spec Dart block and heads (348 crank with slight bore to 358) and the torque curve has deliberately been moved up the rev band for traction; but revs outs nicely and spools up quickly with minimal inertia.
It also have a wide power band and redline at 9000rpm engine; but we're limiting to 7400-8300rpm for road circuit use. Only runs off a custom 700CFM Da Vinci 2-bore and doesn't have much porting over the standard Dart.. but all internals are very strong and light. We could run more torque but on road circuits the advantages may be outweighed by the disadvantages; not to mention the extra stresses etc. Aim is to gradually port the engine to give +50bhp each time and see how the set-up feels. Roller cams also pegged for next rebuild.
Some good news - Mike Sekinger is going to sell me the shifter and linkage from John Hazzard's G50 and Hazzard is also going to sell me a pump and cooler kit he had made up for one of his UN1s.
Cheers
Jon
"Jon, 600 hp is a lot for G50 You should be looking at a 50/50 or 50/52 they have better Gear ratios and stronger Ring and pinion I assume you have about 550 lbs of torque, yes we can do a oil system, pump,cooler, oil filter, A 50/52 rebuilt With side shifter 80% or 40% LSD is $11000.00 us Hope this helps Bobby Hart"
This is the thing with Barry's engine - most V8s create huge low ened torque which is a massive problem for traction, hard to drive out of turns and threatens trans longevity - this is also usually coupled with a lazy hammer of a delivery: Barry's engine doesn't have so much torque - maybe about 470.lbft at the full 650bhp (4-bore); and 410.lbft currently with 575bhp (2-bore). But it's a seasoned wincaton/sportsman spec Dart block and heads (348 crank with slight bore to 358) and the torque curve has deliberately been moved up the rev band for traction; but revs outs nicely and spools up quickly with minimal inertia.
It also have a wide power band and redline at 9000rpm engine; but we're limiting to 7400-8300rpm for road circuit use. Only runs off a custom 700CFM Da Vinci 2-bore and doesn't have much porting over the standard Dart.. but all internals are very strong and light. We could run more torque but on road circuits the advantages may be outweighed by the disadvantages; not to mention the extra stresses etc. Aim is to gradually port the engine to give +50bhp each time and see how the set-up feels. Roller cams also pegged for next rebuild.
Some good news - Mike Sekinger is going to sell me the shifter and linkage from John Hazzard's G50 and Hazzard is also going to sell me a pump and cooler kit he had made up for one of his UN1s.
Cheers
Jon
Thursday, November 23, 2006
Update - 23rd Nov 06
I'll start with the good news first - jst passed my ards test - woo hoo. I'm now 'legal'. Blimming easy tho took it all in and appreciate this is jst the start of my learning curve & not the end. Completed my track work in a Ibiza Cupra - it was wet but still fifty times easier than the Esprit in the dry..! What's better is that I can block-book time with one of the instructors to adapt to 'Eleanor's' new set-up and refine my craft.
re trans - Barry's blimming credit card wont accept money from my credit card.. how mad is that - it means I can't order the trns etc until the end of the month when my bonus come sin. Aaaaarggghhhh!
Small world - looks like I may be able to get the shifter arrangment from Mike Sekinger who bought the engine and box out of Eleanor's sister car. That would def work a treat.
team shirt arrived with new logo but I only managed to go and speel Phoenix wrong.. doh! Duly corrected before I order shirts etc for the rest of the guys.
Trying to source a wheel boss so I can order a new one. Hope to get a new carbon bucket from Martyn, new dash, new harness, new shifter, paint inside and new cage covers and hopefully make th ecar look a lot less tired looking and match Gary's eventual exterior transformation.
Parcelforce almost sent the nascar gauge back to the US - still checking whether they caught it in time.
Hoping Phoenix will service the brakes, hubs, bearings soon & I can order up new parts inc. spacers and those lovely Compomotive MOs..
Meanwhile Martyn down at MVS is cracking on with the aero package - rear diffuser is done - he's now starting on front end, wing, roof scoop and engine cover..
Lots to do.. long way to go.
Cheers
Jon
re trans - Barry's blimming credit card wont accept money from my credit card.. how mad is that - it means I can't order the trns etc until the end of the month when my bonus come sin. Aaaaarggghhhh!
Small world - looks like I may be able to get the shifter arrangment from Mike Sekinger who bought the engine and box out of Eleanor's sister car. That would def work a treat.
team shirt arrived with new logo but I only managed to go and speel Phoenix wrong.. doh! Duly corrected before I order shirts etc for the rest of the guys.
Trying to source a wheel boss so I can order a new one. Hope to get a new carbon bucket from Martyn, new dash, new harness, new shifter, paint inside and new cage covers and hopefully make th ecar look a lot less tired looking and match Gary's eventual exterior transformation.
Parcelforce almost sent the nascar gauge back to the US - still checking whether they caught it in time.
Hoping Phoenix will service the brakes, hubs, bearings soon & I can order up new parts inc. spacers and those lovely Compomotive MOs..
Meanwhile Martyn down at MVS is cracking on with the aero package - rear diffuser is done - he's now starting on front end, wing, roof scoop and engine cover..
Lots to do.. long way to go.
Cheers
Jon
Sunday, November 12, 2006
In-progress shots
Got to say Barry's 358ci looks awesome.. what surprised John and the Phoenix guys was just how light the engine was and how compact. Only possible problem may be the Stahl headers: if of course the tranny + adaptor etc isn't too long.
Lots of work to do - re-loom to start shortly and $7K trans should take 2 wks to come across. Still trying to track down the Chip Gnassi dash.
Friday, November 10, 2006
The challenge is on - the size of task daunts!
Finally ordered the $6000 G50 trans, adapter plate, fly, clutch etc last night - should take a cpl of weeks all in to send from CA to Texas then to Glasgow through Panalpina.
John L had mentioned the carb looked suspect and not a 'Da Vinci'? I spoke to Barry re the carb - it's a handbuilt carb using a holley casing and Da Vinci parts - i.e. a on-eoff: much of which are modified from a 4 barrel - so bigger jets etc but Barry can supply different parts to help set the car up. I believe the parts/time etc run into the $$$$.
Going down to the workshop tomorrow morning for a pow wow. Main thing is to discuss the install - this will of course become clearer once the trans arrives. As mentioned it may be necessary to move the firewall but critical measurements look ok; albeit with no major room left over. Width wise the Esprit is pretty wide to accomodate the block. However the rear roll cage tubes may need to be cut and modified. To run the headers it may be neccessary to re-house the fuel tank in the front and I can get a fuel cell from the US if needs be.
Have asked John if he can arrange to have one of the valve-covers removed then we can have a look at what all the fuss is about. I was suprised to hear the engine had chromed covers - my preference would be the whole thing to be in matt black but will take what we get, and I guess a small bit of chrome will look quite 'bling'. There is approx £35K of internals in that engine I'm told. MSD has a 7200rpm chip in currently but there's chips there up to 8300rpm! The valves are not hydraulic and need to be set-up jst before the engine is fired (and before every event). Race springs are tight and so weaken if let to stand, even titanium ones. They also get replaced every year or 2 because of this.
Before the trans gets here I suggested removing the back-end bodywork for easier access and engine crane the block over the car to see how the block may sit and work out what needs chopping. I reckon the length of the trans, adapter plate etc wont cause any problems. The tubes can be cut as the chassis is backboned and the tubes are part of the cage. However once put together we need to make it look as close to blue book as poss but we can perhaps bolt the rear sections.
Once the tranny arrives I see the project has 5 main stages:
- The initial install: making the hardware, mounts and any chassis mods to accomodate. Clearly a massive amount of work to be done but then this is no normal project. I'm hoping Phoenix enjoy the challenge?
- Re-loom and wiring: hooking up new wiring/fuses to fit the new engine, dash etc. Should hopefully be a lot less than what's in there currently. At this stage we'd probably best put in one very large red top battery or 2 batteries given the lack of an alternator. This will make a massive difference to the car's reliability.
- Engine set-up: Clearly this is the most risky stage for the engine and Barry made a point that the fine tolerances in the engine could be easily damaged from poor set-up. Although I know he's left notes and is a phonecall away - I appreciate this is the first Phoenix will have set up an engine like this; so may look to fly Barry over after Xmas to help set yup the car for the first time and show Alan around the valves etc which all need to be set being race springs. This will then be completed on the rollers for final tuning. Unless Phoenix a pref I thought of calling Gerry @ Dastek for use of their dyno and let Barry tune it up.
- Chassis: Hopefully a fun stage as it means getting the car on track and working out damper settings etc. It's probably worth talking to John at Leda and maybe send down the current springs to measure poundage unless they're marked or you have spring testers? From that John (if we give him the increase in weight etc) will be able to have an idea of what springs to try. I suspect as I'll be running ground effects that the springs will be 1000lb+ (certainly on the rear). At that stage we can work out if the dampers need removed, serviced and revalved accordingly. Brakes should hopefully involve new lines, pads, salve cylinders and that pedal box assembly. I'll likely be going for 17 or 18" (x10J) wheels with new rubber so we can get the power down and sort the corner weights.
- Bodywork/livery: again a fund stage & all down to Mr Codling Jr. We decide on a livery scheme and decide how Phoenix want to use the car for promo work etc. I've promised Rob Barnes a showstopper!
Housekeeping: I'm getting some heat from buyers - I'll pick up the lights and motors tomorrow (Brian is coming over in the avo). I'll also stick the delivery address on the box with the block and chargecooler for Magnus, and have UPS pick that up in the week. Also the main engine needs to be drained and tied to the block - Garry K will then send courier to pick up. The speedo needs to be removed for Darren and I'll pick that up in the week if okay.
All this by mid-March before the first timeattack event, which the team is already registered and really hope Phoenix still want to be involved with. I'm sure they must have some concerns re' the install but I have no doubt they can work round these and make work what is already £20K+ project. What I need reassurance on, now that I've vested this money, is that they're still enthusiastic and confident to get the job done. Will chat it all over with John L tomorrow.
Hopefully I'll feel more confident in my next update..
John L had mentioned the carb looked suspect and not a 'Da Vinci'? I spoke to Barry re the carb - it's a handbuilt carb using a holley casing and Da Vinci parts - i.e. a on-eoff: much of which are modified from a 4 barrel - so bigger jets etc but Barry can supply different parts to help set the car up. I believe the parts/time etc run into the $$$$.
Going down to the workshop tomorrow morning for a pow wow. Main thing is to discuss the install - this will of course become clearer once the trans arrives. As mentioned it may be necessary to move the firewall but critical measurements look ok; albeit with no major room left over. Width wise the Esprit is pretty wide to accomodate the block. However the rear roll cage tubes may need to be cut and modified. To run the headers it may be neccessary to re-house the fuel tank in the front and I can get a fuel cell from the US if needs be.
Have asked John if he can arrange to have one of the valve-covers removed then we can have a look at what all the fuss is about. I was suprised to hear the engine had chromed covers - my preference would be the whole thing to be in matt black but will take what we get, and I guess a small bit of chrome will look quite 'bling'. There is approx £35K of internals in that engine I'm told. MSD has a 7200rpm chip in currently but there's chips there up to 8300rpm! The valves are not hydraulic and need to be set-up jst before the engine is fired (and before every event). Race springs are tight and so weaken if let to stand, even titanium ones. They also get replaced every year or 2 because of this.
Before the trans gets here I suggested removing the back-end bodywork for easier access and engine crane the block over the car to see how the block may sit and work out what needs chopping. I reckon the length of the trans, adapter plate etc wont cause any problems. The tubes can be cut as the chassis is backboned and the tubes are part of the cage. However once put together we need to make it look as close to blue book as poss but we can perhaps bolt the rear sections.
Once the tranny arrives I see the project has 5 main stages:
- The initial install: making the hardware, mounts and any chassis mods to accomodate. Clearly a massive amount of work to be done but then this is no normal project. I'm hoping Phoenix enjoy the challenge?
- Re-loom and wiring: hooking up new wiring/fuses to fit the new engine, dash etc. Should hopefully be a lot less than what's in there currently. At this stage we'd probably best put in one very large red top battery or 2 batteries given the lack of an alternator. This will make a massive difference to the car's reliability.
- Engine set-up: Clearly this is the most risky stage for the engine and Barry made a point that the fine tolerances in the engine could be easily damaged from poor set-up. Although I know he's left notes and is a phonecall away - I appreciate this is the first Phoenix will have set up an engine like this; so may look to fly Barry over after Xmas to help set yup the car for the first time and show Alan around the valves etc which all need to be set being race springs. This will then be completed on the rollers for final tuning. Unless Phoenix a pref I thought of calling Gerry @ Dastek for use of their dyno and let Barry tune it up.
- Chassis: Hopefully a fun stage as it means getting the car on track and working out damper settings etc. It's probably worth talking to John at Leda and maybe send down the current springs to measure poundage unless they're marked or you have spring testers? From that John (if we give him the increase in weight etc) will be able to have an idea of what springs to try. I suspect as I'll be running ground effects that the springs will be 1000lb+ (certainly on the rear). At that stage we can work out if the dampers need removed, serviced and revalved accordingly. Brakes should hopefully involve new lines, pads, salve cylinders and that pedal box assembly. I'll likely be going for 17 or 18" (x10J) wheels with new rubber so we can get the power down and sort the corner weights.
- Bodywork/livery: again a fund stage & all down to Mr Codling Jr. We decide on a livery scheme and decide how Phoenix want to use the car for promo work etc. I've promised Rob Barnes a showstopper!
Housekeeping: I'm getting some heat from buyers - I'll pick up the lights and motors tomorrow (Brian is coming over in the avo). I'll also stick the delivery address on the box with the block and chargecooler for Magnus, and have UPS pick that up in the week. Also the main engine needs to be drained and tied to the block - Garry K will then send courier to pick up. The speedo needs to be removed for Darren and I'll pick that up in the week if okay.
All this by mid-March before the first timeattack event, which the team is already registered and really hope Phoenix still want to be involved with. I'm sure they must have some concerns re' the install but I have no doubt they can work round these and make work what is already £20K+ project. What I need reassurance on, now that I've vested this money, is that they're still enthusiastic and confident to get the job done. Will chat it all over with John L tomorrow.
Hopefully I'll feel more confident in my next update..
Thursday, October 26, 2006
MIA engine - phew! stress?
Phew! Been a bit of 'mare getting the engine through customs etc - jst waiting on courier's bank showing the BACS transfer I sent yesterday - pending that: crate is good to go for collection.. unfortunately I am now being charged £24 per day holding fee on top of the £416 charged (better than initial £2000 quoted tho)!!!
Hopefuly Phoenix can move quickly to get across to Prestwick and pick up the 370kg crate.
New site, merchandise shop well under way - new logos incorporated. Passed basic mock-up to Tom to work on a 'teaser' site.
I've now registered the car/team with Rob Barnes for the 'tuner class' for the UK time-attack series for next year. It's about 6 spaced-out rounds dotted around UK's tracks - will need to sit down and chat with JL what resource Phoenix have to support this next year but it's a great opportunity for John and group to promote the workshop as a 'tuner' on the aftermarket. Fingers crossed - given nature of the engine, I'll need regular mechanical support either way. Also need a flatbed to transport car/parts to events. I should have draft regs and dates, from Rob, over next month or so.
www.timeattack.co.uk
Hopefuly Phoenix can move quickly to get across to Prestwick and pick up the 370kg crate.
New site, merchandise shop well under way - new logos incorporated. Passed basic mock-up to Tom to work on a 'teaser' site.
I've now registered the car/team with Rob Barnes for the 'tuner class' for the UK time-attack series for next year. It's about 6 spaced-out rounds dotted around UK's tracks - will need to sit down and chat with JL what resource Phoenix have to support this next year but it's a great opportunity for John and group to promote the workshop as a 'tuner' on the aftermarket. Fingers crossed - given nature of the engine, I'll need regular mechanical support either way. Also need a flatbed to transport car/parts to events. I should have draft regs and dates, from Rob, over next month or so.
www.timeattack.co.uk
Tuesday, October 24, 2006
Update - 24th Oct
Bit of a rollercoaster of a day..
Initially Barry's engine was supposed to have touched down on Saturday but no word was heard until today (Tuesday). Chased back through Barry who chased his courier who then contacted Phoenix who then contacted me, phew!
It turns out the engine was stuck in customs and being held in dock. Spoke to the shipper in Glasgow - customs'excise charge was going to work to almost £2K.. argh!
This was because they had used the invoice which showed the insurance value rather than what I had paid. Straight back onto phone with Barry who will duly send the correct invoice for the subsidised value paid. That's being faxed straight over to the lovely Elaine who has been great so far,
Hopefully tomorrow I can pay the cpl of hundred owed and once cleared then Phoenix guys can trip over to Prestwick to collect the engine as planned.. I'll be glad when the engine is safe n sound in the workshop.
On a brighter note - spoke to Martyn @ MVS - carbon bits coming along nicely - he has a cracking Group-C type wing that'll do the job and he hopes to tackle the front end over the winter. Rear diffuser is more or less good-to-go will be deivered over next few weeks. We also discussed a second skin roof panel come scoop that would ram air straight into the Da Vinci 2-bore. This wouldn't be very high but would work a treat...max air flow - minimal drag. The panel could be a complete section inc. engine cover.. Ultima eat your heart out. No massive rush as no plans to get the car into Gary's until end of Jan-Feb anyway.
Medical for race license all green - ards booked for November. One more check-box ticked!
Spoke to Rob Barnes - possibility we may have to replace the marguard front screen to comply with timeattack regs - should be confirmed by New Year.
Off to design a mock-up for Tom for the new website www.phoenixesprit.com
Drop in and buy lots - shop already updated: www.cafe-press.com/phoenixesprit
Initially Barry's engine was supposed to have touched down on Saturday but no word was heard until today (Tuesday). Chased back through Barry who chased his courier who then contacted Phoenix who then contacted me, phew!
It turns out the engine was stuck in customs and being held in dock. Spoke to the shipper in Glasgow - customs'excise charge was going to work to almost £2K.. argh!
This was because they had used the invoice which showed the insurance value rather than what I had paid. Straight back onto phone with Barry who will duly send the correct invoice for the subsidised value paid. That's being faxed straight over to the lovely Elaine who has been great so far,
Hopefully tomorrow I can pay the cpl of hundred owed and once cleared then Phoenix guys can trip over to Prestwick to collect the engine as planned.. I'll be glad when the engine is safe n sound in the workshop.
On a brighter note - spoke to Martyn @ MVS - carbon bits coming along nicely - he has a cracking Group-C type wing that'll do the job and he hopes to tackle the front end over the winter. Rear diffuser is more or less good-to-go will be deivered over next few weeks. We also discussed a second skin roof panel come scoop that would ram air straight into the Da Vinci 2-bore. This wouldn't be very high but would work a treat...max air flow - minimal drag. The panel could be a complete section inc. engine cover.. Ultima eat your heart out. No massive rush as no plans to get the car into Gary's until end of Jan-Feb anyway.
Medical for race license all green - ards booked for November. One more check-box ticked!
Spoke to Rob Barnes - possibility we may have to replace the marguard front screen to comply with timeattack regs - should be confirmed by New Year.
Off to design a mock-up for Tom for the new website www.phoenixesprit.com
Drop in and buy lots - shop already updated: www.cafe-press.com/phoenixesprit
Sunday, October 08, 2006
Update - 8th Oct 06
Started morning - 5am to watch Japan GP - Schuey's engine blew - pretty much handed c'ship to Alonso - not a great start to my day. I'm not tifosi but I'd like to see the old man go out with a 8th title - hopefully he can finish his last ever Gp with a win in Brazil.
LBM cafe-press goodies arrived - after a £9 customs and royal mail charge. However stuff looks good - BB cap, hoodie for wife and team shirt for moi. Guess what folks getting for Xmas this year (LBM goodie bag..lol) + gonna get the guys at the workshop some team shirts.
The great lotus sell-off continues - if all goes well I may find buyers for top end inc. TBs, injectors, BOV, chip etc. Also had some interest on the trannies and looks as if headlights and 2 spare rear wheels will find a home. Waiting on Garry Kemp to confirm back on the main engine. Turbo, c'cooler, spare block and ecu are sold. All money made towards the cause.
Still waiting on shipping costs from Barry - engine dimensions look ok so jst need to confirm G50 housing dimensions and adaptor plate.
Garage re-jigged ready for Esprit's return. Nothing better than a tidy workspace even if all work done down at Phoenix..lol : John & guys are doing a great job and I've no doubts they'll get the job done. News that they will reloom the whole car gave me a warm feeling inside. Jenny got some in-progress pics - will post asap.
Trailer sold to Rog - as soon as I add 1cm to the track on the car then it'd be useless anyway - hoping Pheonix will oblige for testing and most events.
Still exploring wheel-tire options - Stevei at Unique styling is looking into it - 17s look most likely but they need to be light and Garry will need to mod arches to fit but means they don't have to be mega wide as you can't get semi-slicks in silly ass wide rubber and slicks not eligible for timeattack..
LBM cafe-press goodies arrived - after a £9 customs and royal mail charge. However stuff looks good - BB cap, hoodie for wife and team shirt for moi. Guess what folks getting for Xmas this year (LBM goodie bag..lol) + gonna get the guys at the workshop some team shirts.
The great lotus sell-off continues - if all goes well I may find buyers for top end inc. TBs, injectors, BOV, chip etc. Also had some interest on the trannies and looks as if headlights and 2 spare rear wheels will find a home. Waiting on Garry Kemp to confirm back on the main engine. Turbo, c'cooler, spare block and ecu are sold. All money made towards the cause.
Still waiting on shipping costs from Barry - engine dimensions look ok so jst need to confirm G50 housing dimensions and adaptor plate.
Garage re-jigged ready for Esprit's return. Nothing better than a tidy workspace even if all work done down at Phoenix..lol : John & guys are doing a great job and I've no doubts they'll get the job done. News that they will reloom the whole car gave me a warm feeling inside. Jenny got some in-progress pics - will post asap.
Trailer sold to Rog - as soon as I add 1cm to the track on the car then it'd be useless anyway - hoping Pheonix will oblige for testing and most events.
Still exploring wheel-tire options - Stevei at Unique styling is looking into it - 17s look most likely but they need to be light and Garry will need to mod arches to fit but means they don't have to be mega wide as you can't get semi-slicks in silly ass wide rubber and slicks not eligible for timeattack..
Thursday, September 28, 2006
New LBM Racing Logo.. LBM film..? bumper off to MVS..>
To reflect the new collaboration with John Leitch's workshop at Pheonix Honda Grangemouth - I've put together a new team logo - this is already reflected in the shop and will appear in the website and blog template soon.
LBM - the movie?
This google video gives me an idea to do a video diary of the conversion at Pheonix - will speak to John about that. Also need to speak to F&M wghether they'd want to chronicle or feature the conversion. very cool car BTW - twin GT35R turbo Ford GT...
http://video.google.co.uk/videoplay?docid=-3573124479659719523&q=ford+gt
Front bumper section sent off to MVS today - 2 rolls of gaffer tape and yards of bubble wrap. Looking to put a fuel cell in the front which means Martyn (MVS) could close the front intake for lower drag.. will speak to him next week re that - in fact it may be better to use the bumper to make a mould and produce lighter skins redesigned for the smoother front end but depends on cost..
Shakin n Bakin: Project Pheonix-Esprit has started
Well after a chat with John Leitch (www.pheonixcar.co.uk) it's official - all systems go go go..
Eleanor safely down to Pheonix Honda (Grangemouth) Tuesday night thoughat first she was too wide to fit their trailer.. car needs spacers for the rear callipers but we managed by swapping to a small front wheel and a bit of muscle.
- work commencing in earnest Monday.. once done car will also be used for promo work for the workshop/group so will also get tarted up inside and a new Auotecnique livery outside (www.autotecnique.com) but that's all down the line. Initially its about getting the set-up to work but lots to do.. However I'm hoping we'll have some sort of small get together for the unveiling (or at least turning the engine over).. down in Grangemouth.
Very nice premises (prev VAG) and a nice big workshop. Great guys down there who are happy to take jst about anything on and see this project as an opportunity to show what they can do. Going to sort out electrics as well as the conversion - just what Eleanor needs as she's a bloody shambles!!
Engine hopefully over in next 10 days or so. Spoke to Barry last night to finalise and will get figures and bank details tonight as well as give Barry Pheonix's address for delivery..
Shakin n Bakin'
Eleanor safely down to Pheonix Honda (Grangemouth) Tuesday night thoughat first she was too wide to fit their trailer.. car needs spacers for the rear callipers but we managed by swapping to a small front wheel and a bit of muscle.
- work commencing in earnest Monday.. once done car will also be used for promo work for the workshop/group so will also get tarted up inside and a new Auotecnique livery outside (www.autotecnique.com) but that's all down the line. Initially its about getting the set-up to work but lots to do.. However I'm hoping we'll have some sort of small get together for the unveiling (or at least turning the engine over).. down in Grangemouth.
Very nice premises (prev VAG) and a nice big workshop. Great guys down there who are happy to take jst about anything on and see this project as an opportunity to show what they can do. Going to sort out electrics as well as the conversion - just what Eleanor needs as she's a bloody shambles!!
Engine hopefully over in next 10 days or so. Spoke to Barry last night to finalise and will get figures and bank details tonight as well as give Barry Pheonix's address for delivery..
Shakin n Bakin'
Saturday, September 23, 2006
LBM Shop now live.. at last
Click here for to buy LBM racing shirts, caps and goodies - reasonable prices all handled by Cafe Press. Support Team LBM and come and shop securely online.
http://www.cafepress.com/lbmracing
I finally updated everything with the new logos - look good imho - hope you agree!
http://www.cafepress.com/lbmracing
I finally updated everything with the new logos - look good imho - hope you agree!
Thursday, September 21, 2006
Update: Thursday
Making some progress -
Spoke to both workshop and Barry over at B&A in San Antonio, Texas.
Final costs/specs for engine coming in on budget - hopefully enough to also source a lsd G50 tranny, which will work well, are strong and rated to 700bhp. Barry also mentioned one idea would be to have the fuel cell mounted in the front compartment.
Great news is that Demon Tweeks stock Sunoco 114 NASCAR grade fuel, which is what Barry has that engine set-up for. It cost £68 + delivery for 25 litres [gulp].. but worth it..
Workshop coming to pick-up Esprit on Monday so they ca start to strip engine in lieu of engine/tranny arriving.
Spoke to MVS - sending front bumper down so they can modify and add front splitter/diffuser arrangement - rear diffuser almost complete.
Full engine spec to follow.
Spoke to both workshop and Barry over at B&A in San Antonio, Texas.
Final costs/specs for engine coming in on budget - hopefully enough to also source a lsd G50 tranny, which will work well, are strong and rated to 700bhp. Barry also mentioned one idea would be to have the fuel cell mounted in the front compartment.
Great news is that Demon Tweeks stock Sunoco 114 NASCAR grade fuel, which is what Barry has that engine set-up for. It cost £68 + delivery for 25 litres [gulp].. but worth it..
Workshop coming to pick-up Esprit on Monday so they ca start to strip engine in lieu of engine/tranny arriving.
Spoke to MVS - sending front bumper down so they can modify and add front splitter/diffuser arrangement - rear diffuser almost complete.
Full engine spec to follow.
Friday, September 15, 2006
LBM goes NASCAR..?
A fortunate conversation with Gary @ Auotecnique meant talking to his pop over in San Antonio. Texas. Barry is ex-NASCAR and owns a couple of speical 358ci v8s. These are no run o' the mill neither - big power and can rev.. 105 octane, steel bottom ends, special blocks, titanium runngin gear. awesome spec - mouth watering even.. all about crunching figures.. £35,000 in parts for approx £9K.. can't be bad.,
On top of that got to get it across - then cost of conversion of course..
Which led to the second fruitful discussion with a a certain service manager, whom Gary put me onto, at a certain local franchise - they are prepared to take on the project and subsidise the build for the profile - the prospect of a NASCAR engine'd Esprit is apparently..an attractive one - even thanking me for the opportunity. fair enough.
They intend to support the project and work out the particular issues involved with this sort of project - having that sort of suppot is great. 4 main issues being: space, cooling, tranny and weight effect on chassis. All addressable but not without time and money - the garage deal can hopefully make this happen.
Hopefully I can get the Esprit down to the workshop over the next fortnight so work can begin - have engine shipped over in next 2-3 weeks and let the fun begin.. if it gets going then I'll cover progress here wwith pics.. culminating with the first engine tests and finally starting the engine over in car.. wooooooooo!
I also sent MVS an email to keep the aero side moving along. Finally Gary will hopefully bring it all together, make the body mods, fit Martyn's aero bits and finish the car in the sponsored colours come NASCAR racer look.. should be very IMSA looking circa 1990s.. should be awesome
650bhp p/tonne.. !
8000-9000rpm
On top of that got to get it across - then cost of conversion of course..
Which led to the second fruitful discussion with a a certain service manager, whom Gary put me onto, at a certain local franchise - they are prepared to take on the project and subsidise the build for the profile - the prospect of a NASCAR engine'd Esprit is apparently..an attractive one - even thanking me for the opportunity. fair enough.
They intend to support the project and work out the particular issues involved with this sort of project - having that sort of suppot is great. 4 main issues being: space, cooling, tranny and weight effect on chassis. All addressable but not without time and money - the garage deal can hopefully make this happen.
Hopefully I can get the Esprit down to the workshop over the next fortnight so work can begin - have engine shipped over in next 2-3 weeks and let the fun begin.. if it gets going then I'll cover progress here wwith pics.. culminating with the first engine tests and finally starting the engine over in car.. wooooooooo!
I also sent MVS an email to keep the aero side moving along. Finally Gary will hopefully bring it all together, make the body mods, fit Martyn's aero bits and finish the car in the sponsored colours come NASCAR racer look.. should be very IMSA looking circa 1990s.. should be awesome
650bhp p/tonne.. !
8000-9000rpm
Thursday, August 31, 2006
LBM Shop almost ready.. delays to engine/turbo
Will set-up a link to the new LBM shop for various goodies and apparel. Using Cafe-Press in the US - should work a treat. May help attract sponsors - can't harm and will make eays Xmas gifts.. even includes a baby line,,lol
No word back from V8 folks, now prices back from John Welch and Dunc can't commit to a slot in the workshop as he's floored... light at the end of the tunnel...?
still looking, still in the dark.
No word back from V8 folks, now prices back from John Welch and Dunc can't commit to a slot in the workshop as he's floored... light at the end of the tunnel...?
still looking, still in the dark.
Aeromods - some progress @ MVS
Pics of rear diffuser and undertray - MVS' access to an Esprit is really helping. How cool is that!!!
MVS' rear diffuser plan
The advantage of the aero mods should really pay dividend on the faster tracks. Hopefully progress on the front diffuser and rear wing will also move along. I've also canvassed Martyn @ MVS to make a lightweight carbon roof panel and rear hatch.
MVS' rear diffuser plan
The advantage of the aero mods should really pay dividend on the faster tracks. Hopefully progress on the front diffuser and rear wing will also move along. I've also canvassed Martyn @ MVS to make a lightweight carbon roof panel and rear hatch.
Thursday, August 17, 2006
Just imagine - letstorque!
Imagine - if I could hit both power and weight targets - hypothetically speaking of course..
http://www.letstorquebhp.com/calculator.asp
Power at Flywheel (BHP) : 525 @ 1.2bar on T04E Stage 4
Weight without Driver (KG) : 980
Power to Weight Ratio (BHP Per Ton) : 544.31
0 - 60 (Secs) : 3.20
0 - 100 (Secs) : 6.75
60 - 100 (Secs) : 3.55
Quarter Mile (Secs) : 11.27
Terminal Speed (MPH) : 129.25
Drag Strip Quarter Mile (Secs) : 11.17
Drag Strip Terminal Speed (MPH) : 130.73
or at max boost: (est.)
Power at Flywheel (BHP) : 600 @ 1.5bar on T04E Stage 4
Weight without Driver (KG) : 980
Power to Weight Ratio (BHP Per Ton) : 622.07
0 - 60 (Secs) : 2.98
0 - 100 (Secs) : 6.07
60 - 100 (Secs) : 3.09
Quarter Mile (Secs) : 10.98
Terminal Speed (MPH) : 134.47
Drag Strip Quarter Mile (Secs) : 10.88
Drag Strip Terminal Speed (MPH) : 136.01
WOW!!!! If I coudl get the traction and not blow the gearbox..lol :o)
http://www.letstorquebhp.com/calculator.asp
Welcome to letstorquebhp.com, the site about theory acceleration figures for standard, modified and yet-to-be-tested performance cars. Using very limited data we predict 0-60mph, 0-100mph and ¼ mile (with ET) figures for road legal cars within a few tenths of its correct real times. The main aim of the site is for a fun comparison between all types of performance cars, from standard to the highly modified. How quick is yours?……Use our guide lists (above) for your car’s weight, and then check out our performance calculator.
Power at Flywheel (BHP) : 525 @ 1.2bar on T04E Stage 4
Weight without Driver (KG) : 980
Power to Weight Ratio (BHP Per Ton) : 544.31
0 - 60 (Secs) : 3.20
0 - 100 (Secs) : 6.75
60 - 100 (Secs) : 3.55
Quarter Mile (Secs) : 11.27
Terminal Speed (MPH) : 129.25
Drag Strip Quarter Mile (Secs) : 11.17
Drag Strip Terminal Speed (MPH) : 130.73
or at max boost: (est.)
Power at Flywheel (BHP) : 600 @ 1.5bar on T04E Stage 4
Weight without Driver (KG) : 980
Power to Weight Ratio (BHP Per Ton) : 622.07
0 - 60 (Secs) : 2.98
0 - 100 (Secs) : 6.07
60 - 100 (Secs) : 3.09
Quarter Mile (Secs) : 10.98
Terminal Speed (MPH) : 134.47
Drag Strip Quarter Mile (Secs) : 10.88
Drag Strip Terminal Speed (MPH) : 136.01
WOW!!!! If I coudl get the traction and not blow the gearbox..lol :o)
Wednesday, August 16, 2006
Merde: Uprating the Renault UN-1.. no way round it!
Spoke with Kev at GTO Engineering who use the Derek Bell UN1 5-speed conversion - looks like I'll def need to upgrade plus drop in a Quaife atb l.s.d.
more money.. £2K prb once VAT and installed,, merde!
more money.. £2K prb once VAT and installed,, merde!
aero evolution.. ground effects undertray
spoke with MVS - firm who is making the rear diffuser/undertray - they're instead going to make me a full undertray, diffuser etc to fit the Esprit - 4' 6" long x 4' wide to fit under engine bay then another section under front of car to tie up main underbody whcih is pretty flat already.. they have access to an Esprit to get shape etc right.. They also know where to cut the correct holes in the tray to improve suction.
Larger front splitter will bring the car down an inch at the front plus more aggressive top wing in due course. With some adjustments to the suspension and slicks she should go well... eventually.
Larger front splitter will bring the car down an inch at the front plus more aggressive top wing in due course. With some adjustments to the suspension and slicks she should go well... eventually.
Tuesday, August 08, 2006
John Welch T04E Stage4 upgrade (notes)
This will give Garry K a basis to build a 910 for me:
Engine spec:
1-2 mm over size intale valves
104 intake cam moved 4 degrees
370ccpm mains 440ccpm secondarys
43 psi rail pressure
Open exhaust
Electronic stand alone boost controller (no fuzzy logic BS)
Good compression numbers..
Turbo: Garret T04E
T-3 turbine housing with a special internal wastegate setup that has a 3" v-band discharge. Compressor side has a 3" inlet and the normal 2.35 outlet to go to the charge cooler. Still uses a ceramic BB centersection. There is a bit of lag over some smaller turbos, but still less than the stock Sport 300. Highest we have tuned to so far is 441hp at the wheels.
I've also got a 3" down pipe for it, you can use as the start of an exhaust system, or if you have left hand exit, we have a one piece pipe with an additional o2 bung for a wide-band sensor.
I have several of the turbos from the original X180r's and what bothers me is how small they are. People claim that they were making 400-500hp on these engines, but the turbos are smaller that what I sell people for use on their street cars.
We can supply mem-cals or EPROM's with code if your's already have a socket.
John Welch
Engine spec:
1-2 mm over size intale valves
104 intake cam moved 4 degrees
370ccpm mains 440ccpm secondarys
43 psi rail pressure
Open exhaust
Electronic stand alone boost controller (no fuzzy logic BS)
Good compression numbers..
Turbo: Garret T04E
T-3 turbine housing with a special internal wastegate setup that has a 3" v-band discharge. Compressor side has a 3" inlet and the normal 2.35 outlet to go to the charge cooler. Still uses a ceramic BB centersection. There is a bit of lag over some smaller turbos, but still less than the stock Sport 300. Highest we have tuned to so far is 441hp at the wheels.
I've also got a 3" down pipe for it, you can use as the start of an exhaust system, or if you have left hand exit, we have a one piece pipe with an additional o2 bung for a wide-band sensor.
I have several of the turbos from the original X180r's and what bothers me is how small they are. People claim that they were making 400-500hp on these engines, but the turbos are smaller that what I sell people for use on their street cars.
We can supply mem-cals or EPROM's with code if your's already have a socket.
John Welch
Possible 910 'Kemp' Race Engine spec
Possible spec for the proposed 910 engine - hopefully I can swing the forged conrods..
I agree that John's turbo will provide a big chunk of the extra power; so I will focus more on the reliability. The standard induction system is quite restrictive and while a bit of detailed work in the diffuser, plenum and intake manifold makes a big difference there isn't really any point in going for a seriously ported head: I could do you a head that flows 180cfm; but what's the point if the induction system will cap the flow at 150cfm?
I would therefore propose a head with just +1mm inlets - like the S300, a bit of tidying up on the short side of the port and some matching of the inlet manifold. I'd rather save the money and use it towards a crank or dry sump.
Regarding transaxles; the V8 version or the GT3 one are the strongest - they had a different material specification for the gears to the Renault versions. I suspect that 500hp will standard transmission quite quickly. The Derek Bell conversion seems to me a rfeasonable upgrade at sensibe money. I have however just read an article about "isotropic superfinishing" ; it is a new finishing / stress-relief process that is heavily used in high end motor sport and military applications (helicopter gears); it is not expensive and it apparently works wonders on gear sets ; extending lifespan massively; it's not particularly expensive; if you were to rebuild a stock transmission, put in a quaiffe LSD and superfinish the gears; it may well solve the problem at reasonable cost.
I think I would build you an engine from scratch; the other engine would need too much stripping down; I may as well start again. In terms of tuning it would be similar to the one advertised; but I would include some additional items:
ARP heads studs,
Iron liners or closed deck block,
10 dowelled mains
10 dowelled head gasket joint,
Extrude hone your exhaust manifold,
high quality balance of reciprocating components
I'd like to include steel rods, steel crank and dry sump; but that collectively will run to around ?3500; so we can't have them all. I suspect that the rods will have to go and possibly the dry sump.
I would therefore modify an S4 sump and a set of standard rods - I can lighten the rods a little and polish and shot peen them. The sump I can add extra baffles; maybe a windage tray and do some extra work to the oil system.
Garry
I agree that John's turbo will provide a big chunk of the extra power; so I will focus more on the reliability. The standard induction system is quite restrictive and while a bit of detailed work in the diffuser, plenum and intake manifold makes a big difference there isn't really any point in going for a seriously ported head: I could do you a head that flows 180cfm; but what's the point if the induction system will cap the flow at 150cfm?
I would therefore propose a head with just +1mm inlets - like the S300, a bit of tidying up on the short side of the port and some matching of the inlet manifold. I'd rather save the money and use it towards a crank or dry sump.
Regarding transaxles; the V8 version or the GT3 one are the strongest - they had a different material specification for the gears to the Renault versions. I suspect that 500hp will standard transmission quite quickly. The Derek Bell conversion seems to me a rfeasonable upgrade at sensibe money. I have however just read an article about "isotropic superfinishing" ; it is a new finishing / stress-relief process that is heavily used in high end motor sport and military applications (helicopter gears); it is not expensive and it apparently works wonders on gear sets ; extending lifespan massively; it's not particularly expensive; if you were to rebuild a stock transmission, put in a quaiffe LSD and superfinish the gears; it may well solve the problem at reasonable cost.
I think I would build you an engine from scratch; the other engine would need too much stripping down; I may as well start again. In terms of tuning it would be similar to the one advertised; but I would include some additional items:
ARP heads studs,
Iron liners or closed deck block,
10 dowelled mains
10 dowelled head gasket joint,
Extrude hone your exhaust manifold,
high quality balance of reciprocating components
I'd like to include steel rods, steel crank and dry sump; but that collectively will run to around ?3500; so we can't have them all. I suspect that the rods will have to go and possibly the dry sump.
I would therefore modify an S4 sump and a set of standard rods - I can lighten the rods a little and polish and shot peen them. The sump I can add extra baffles; maybe a windage tray and do some extra work to the oil system.
Garry
Notes from Garry Kemp (proposed 910 engine)
"I think ceramic coating is worthwhile at times; but the Esprit engine won't need that much: the pistons have chrome plated crowns and grafal coated skirts as standard. The exhaust manifold may be worthwhile; but beyond that I can't see anything in particular need of coating.
No problem to put my name on the engine; but if you don't mind I would like to agree the format. The inlet cam is the only one I'd change - I have one with more lift but similar overall duration to stock - which means it won't screw up the calibration of the race chip.
I don't think you need adjustable pulleys; I would swap to 104 / 104 cam timing; but you can use a production pulley for that. I would stick with the stock SE water pump; it works well and we don't have money to throw around on non essentials; although I may fit a larger pulley to slow it down a little. I would rather save money on bits and pieces and fit a set of rods or a dry sump, if we can run to it; than tinker around the edges.
Your larger chargecooler is fine; an electric chargecoler pump is worthwhile - I can find a large capacity one - there is a 21 litre per minute item available; but most people use the davies craig one which only flows 13L. I'll get the bigger one. a stock alternator will be fine; maybe with a slightly larger pulley. The standard starter has gear reduction and is an excellent item - no need to change that.
I will modify the sump and oil system; although it won't need an external feed. The Lotus engine suffers the opposite problem - it overfeeds the head and needs a restrictor to stop it doing that."
No problem to put my name on the engine; but if you don't mind I would like to agree the format. The inlet cam is the only one I'd change - I have one with more lift but similar overall duration to stock - which means it won't screw up the calibration of the race chip.
I don't think you need adjustable pulleys; I would swap to 104 / 104 cam timing; but you can use a production pulley for that. I would stick with the stock SE water pump; it works well and we don't have money to throw around on non essentials; although I may fit a larger pulley to slow it down a little. I would rather save money on bits and pieces and fit a set of rods or a dry sump, if we can run to it; than tinker around the edges.
Your larger chargecooler is fine; an electric chargecoler pump is worthwhile - I can find a large capacity one - there is a 21 litre per minute item available; but most people use the davies craig one which only flows 13L. I'll get the bigger one. a stock alternator will be fine; maybe with a slightly larger pulley. The standard starter has gear reduction and is an excellent item - no need to change that.
I will modify the sump and oil system; although it won't need an external feed. The Lotus engine suffers the opposite problem - it overfeeds the head and needs a restrictor to stop it doing that."
Monday, July 31, 2006
Disappointment in 06, looking fwd to 07?
Decisions, decisions: V8 or replacement 910 - both race spec, both forged - both 10K installed..[ouch]
Much hangs on tranny options for the Chevy V8 and available room. Switching to a different tranny makes sense but it's more cost and perhaps more space required.
British American V8s have come back with quote - their Stroker 383 'M' looks very cool - 425bhp approx and 470lbft.. nice. Main thing is to have a new engine installed by Xmas. www.britishamericanengines.co.uk
Meanwhile I'm trying not to think about S'stone - possibility we can patch old 910 together for one last track day at Knockhill - SIDC - 19th Sept.
Stay tuned.
Jon
Sunday, July 30, 2006
Engines engines engines
Decisions decisions decisions..
Should I get a new engine or try to rebuild existing>?
Both options would give me strong engines specific for racing and built to last - small block Chevy 350 would be stroked to 383 or 408 - it'd give a reliable 400bhp and 400lbft torque or so. 910 engine would be set up to same spec as the race Esprits in the US to give 500bhp and 400+lbft torque.
Both would be tuned to give nice linear delivery, top endy, willingness to rev out, strong top ends to handle that. Both would be fully balanced and lightened, forged bottom ends etc. Both would be nice - the V8 is the cheaper engine but requirs more installation. Both will come in around 10K fitted. the 910 would be the fastest package - more power + lighter block - Chevy tends to use an iron block - all alloy LS engines tend to fetch big bucks if you want the larger stroke and more power. The LS would probably have the larger torque curve most likely... and the noise of course.
The 910 can be tuned further but not much reliably beyond 600bhp for prolonged circuit use without need for constant rebuilds - V8 can be tuned more easily but as my engine builder says - only 2 circuits where I'd miss any power deficit above 500bhp.. i.e. Thruxton, Snetterton and S'stone to a degree (i.e. Hangar straight). I've no intention to go above 500bhp.. anything above 400bhp is worth the hassle. Intention would be to have either serviced once per annum by the builder to monitor wear.
'Kemp' 910 would also be nice - built by the best 910 engine builder in the UK who prepares drag engines etc. Forged bottom end: crank, H-beam rods, pistons, special cams, verniers, new block, iron liners or modded closed block, p&p and balanced, lightened fly, special cam gear, balanced, dry sumped, uprated gaskets, arp fixers throughout.. etc etc. Counts little for bragging rights but simply gives me the best base engine for racing next year - engine would then be dyno'd, run in and tightened down with my chosen turbo before crating up.
Need to decide on a mechanic to do the install - I'll prb give Dunc first refusal but I wont pass the business if he's snowed as he'll struggle to turn around in time, which he admits himself - inundated with Scobbies and Nissans.
I'd probably switch to a fuel cell and review the fuel pump-to-rail set-up.
All going well the new engine could be ready by end of Sept/Oct - aim to have install complete by end of year and start testing in the new year.
Should I get a new engine or try to rebuild existing>?
Both options would give me strong engines specific for racing and built to last - small block Chevy 350 would be stroked to 383 or 408 - it'd give a reliable 400bhp and 400lbft torque or so. 910 engine would be set up to same spec as the race Esprits in the US to give 500bhp and 400+lbft torque.
Both would be tuned to give nice linear delivery, top endy, willingness to rev out, strong top ends to handle that. Both would be fully balanced and lightened, forged bottom ends etc. Both would be nice - the V8 is the cheaper engine but requirs more installation. Both will come in around 10K fitted. the 910 would be the fastest package - more power + lighter block - Chevy tends to use an iron block - all alloy LS engines tend to fetch big bucks if you want the larger stroke and more power. The LS would probably have the larger torque curve most likely... and the noise of course.
The 910 can be tuned further but not much reliably beyond 600bhp for prolonged circuit use without need for constant rebuilds - V8 can be tuned more easily but as my engine builder says - only 2 circuits where I'd miss any power deficit above 500bhp.. i.e. Thruxton, Snetterton and S'stone to a degree (i.e. Hangar straight). I've no intention to go above 500bhp.. anything above 400bhp is worth the hassle. Intention would be to have either serviced once per annum by the builder to monitor wear.
'Kemp' 910 would also be nice - built by the best 910 engine builder in the UK who prepares drag engines etc. Forged bottom end: crank, H-beam rods, pistons, special cams, verniers, new block, iron liners or modded closed block, p&p and balanced, lightened fly, special cam gear, balanced, dry sumped, uprated gaskets, arp fixers throughout.. etc etc. Counts little for bragging rights but simply gives me the best base engine for racing next year - engine would then be dyno'd, run in and tightened down with my chosen turbo before crating up.
Need to decide on a mechanic to do the install - I'll prb give Dunc first refusal but I wont pass the business if he's snowed as he'll struggle to turn around in time, which he admits himself - inundated with Scobbies and Nissans.
I'd probably switch to a fuel cell and review the fuel pump-to-rail set-up.
All going well the new engine could be ready by end of Sept/Oct - aim to have install complete by end of year and start testing in the new year.
S'stone no-go - engine is dead..!
Finally ran the compression check - bad news - all cylinders at least 30psi down - most likely the rings are shot. It's not conclusive as the engine was cold but it ws cranked with full throttle.
Gutted - we stopped work pending a re-think - not much point taking to Datsek quite yet and not worth the risk to take down.
Need to think about whether to rebuild existing engin or swap to a fresh one
bu**er!
Gutted - we stopped work pending a re-think - not much point taking to Datsek quite yet and not worth the risk to take down.
Need to think about whether to rebuild existing engin or swap to a fresh one
bu**er!
Thursday, July 27, 2006
Boost controller..?
I've elected to go for an HKS EVC3 (doesn't have fuzzy logic) to control the boost - this will give me more control than the simple 2 buttom approach currently set-up. It also give sme options to lower the boost if I think the car is misbehaving mid-weekend and want to still try and run but at a lower boost. It should also allow me to run boost according to track type/conditions
Not sure what to do with the original Delco solenoid activated by the ecu.>? I know some guys frown on these but for racing they're bloody handy and John Welch reckons they are very useful for race and modified applications.
If I disconnect the original delco unit can I leave in situ or does it have to be removed completely - ie.. remove connectors to etc etc..??
more questions..????
Not sure what to do with the original Delco solenoid activated by the ecu.>? I know some guys frown on these but for racing they're bloody handy and John Welch reckons they are very useful for race and modified applications.
If I disconnect the original delco unit can I leave in situ or does it have to be removed completely - ie.. remove connectors to etc etc..??
more questions..????
Silverstone - not long now
The LOT track day at Silverstone GP looms near - prep for the Esprit is running overtime - but will it be ready in time.. who knows!
Thankfully LOT guys both organised and relaxed - wil literally turn up and pay on the day.
If all goes well then expect some pics over next cpl of week.
Thankfully LOT guys both organised and relaxed - wil literally turn up and pay on the day.
If all goes well then expect some pics over next cpl of week.
Airbox update
Well I've finally got there - to be honest the box is A1 but the seal between box lid and scoop was awful. luckily I had some polyurethane sealant/adhensive on the shelf so applied liberal amounts ot the join and bolted it all down tightly. I;ve used draft excluded adhensive tape on all of the other joins.. so fingers crossed.
Tonight I drilled the 7 hols for the special threaded rivets that use one of those fancy torque tools. All line up pretty well with the box and I have some decent screws that will do in the short term. Mullig whether I shoudl countersink the holes for the rivets - would then get more of a flush fit between roof panel and the lip of the air box that's bolted to it.
Scoop looks okay amd will look fine once on the car tho it doesn't look the money that's been spent on it.
Filter oiled and ready to go in - diameters measured and Dunc has ordered the requireed pipework.
Lots to do on Friday - but looks more positive now - then it all comes down to the rollers at Dastek.
Tomorrow I need to finish the last peice of the airbox assembly which is a very crude twisted bracket that will support/secure the airbox in the frame,
Tonight I drilled the 7 hols for the special threaded rivets that use one of those fancy torque tools. All line up pretty well with the box and I have some decent screws that will do in the short term. Mullig whether I shoudl countersink the holes for the rivets - would then get more of a flush fit between roof panel and the lip of the air box that's bolted to it.
Scoop looks okay amd will look fine once on the car tho it doesn't look the money that's been spent on it.
Filter oiled and ready to go in - diameters measured and Dunc has ordered the requireed pipework.
Lots to do on Friday - but looks more positive now - then it all comes down to the rollers at Dastek.
Tomorrow I need to finish the last peice of the airbox assembly which is a very crude twisted bracket that will support/secure the airbox in the frame,
Bliming wires...
Trying to re-fit the ecu but 2 wires have come out of their multi-plugs - we can't work out exactly where they've come off and my manual shows only 3 plugs not 4 as I have - ???
Tracking down the correct colour coding for the wires and ecu multi-plug connectors on pdf - I need this by Friday or I my chances are stuffed to do a shakedown at the w/e to get to S'stone next week.
It could be they are redundant as many things have been disconnected but who'd take the chance.. A re-loom for next year is a def must if I'm to make this bloody car reliable for racing.. Bliming awful set-up.
Tracking down the correct colour coding for the wires and ecu multi-plug connectors on pdf - I need this by Friday or I my chances are stuffed to do a shakedown at the w/e to get to S'stone next week.
It could be they are redundant as many things have been disconnected but who'd take the chance.. A re-loom for next year is a def must if I'm to make this bloody car reliable for racing.. Bliming awful set-up.
Monday, July 17, 2006
Back form Le Mans Bugatti - S'stone??
Yoshi and I decided to make the trip back from Le Mans in one stint, which gave me an extra day on the Esprit for S'stone on the 3rd August.
:o) talk about cutting it close - Compressions still to do ££$%^& Fitting brackets for 'modest' roof mounted airbox today and also cut prototype hatch to suit. Few hoses stil to replace, electrics still a joke. All 6 injectors in, new c'cooler pump in but couple of rogue wires loose into back of ecu so have to check and meant we couldn't do an idle test yesterday. Shakedown booked for 30th so fingers etc crossed.
I'm really trying to make it as it'll be invaluable experience for next year as I have no real idea of how fast she'll want to go with 350-360bhp - let alone when she's got 500bhp. It'll be a good marker and good chance to pick up tips for taking the faster turns ahead of racing next year..
Stay tuned... it's 50:50 !!
:o) talk about cutting it close - Compressions still to do ££$%^& Fitting brackets for 'modest' roof mounted airbox today and also cut prototype hatch to suit. Few hoses stil to replace, electrics still a joke. All 6 injectors in, new c'cooler pump in but couple of rogue wires loose into back of ecu so have to check and meant we couldn't do an idle test yesterday. Shakedown booked for 30th so fingers etc crossed.
I'm really trying to make it as it'll be invaluable experience for next year as I have no real idea of how fast she'll want to go with 350-360bhp - let alone when she's got 500bhp. It'll be a good marker and good chance to pick up tips for taking the faster turns ahead of racing next year..
Stay tuned... it's 50:50 !!
Tuesday, July 04, 2006
LOT Racing Driver's Club (LOTRDC)
I will be signing up for this in August once regulations become known. Aim will then be to run 3-4 weekends in year 1 as part of the class 4 invitation category. That will also give me chance to play with set-ups.
"The Lotus on Track Elise Trophy is being launched in 2007 in conjunction with MSVR - the racing club division of Motor Sport Vision - owners of Brands Hatch and four other major circuits. LoTRDC aims to provide a friendly, safe and financially viable series for those wishing to progress from attending LoT track days into racing. The series is open by invitation to like minded Elise & VX220 owners and will be a mix of straight class racing and an exciting handicapped race. There are only a handful of Elises racing on the same grid in the UK at the moment and we hope to change that with the Elise Trophy."
I will then also run 2-3 events in time attack to supplement. Hopefully both will make for good sponsorship opportunities.
Dunc is popping over Friday night to go over list of jobs.. phew!!
Saturday, July 01, 2006
SMRC or LOT series - 2007?
Gordon was busting my balls again as to entering the SMRC race series. Frankly I've been bombarded with the whole SMRC thing and it's getting tiring. Perhaps I don't share folks' obsessive ~ serious focus to win - the Esprit has her wins with her previous owner - she's got provinence and doesn't deserve to be raced full out season-on-season anymore. I'm here to learn, enjoy and compete with minimal financial and physical detriment as possible. Eleanor isn't an easy car to maintain so I want to be picky in what I have a go at. Running the car every weekend would cost a massive budget simply put.
I'm not going to to go and race big power cossies and mental specials etc in year 1 -I'd rather build up my own experience and develop the car which has 10yrs of tweaking to catch-up on. When I do go onto race GT cars I'd rather do it on a faster more flowing circuit.
I have nowt against folks racing SMRC but for me I want to learn the tracks down south - you learn one style of driving at KH - I want to broaden my experience on tracks with more than 6/7 deja-vu turns. Maybe after that I'll come back to SMRC, which I see as way more competitive, higher expense. I've watched enough SMRC to know there's more than the odd big off and trading of paintwork. Yes other big cars appear in SMRC but generally look bloody awkward and absolute sitting ducks for the likes of Kevin his Cossie and that weird Charade thingy. I'll only be lookng at 2-3 events in y1 to balance costs with developing car. y2 - who knows..
the appeals of LOT are plain to see and there's the chance of more Esprits coming into the fray not to mention nutzky's like Neil sticking on s'chargers eventually. I wont even be competing for cup points in class 4 so it's not about winning or losing in any case.
Besides Knockhill is a bloody dreary damp, cold and wet place at the best of times - I fancy some darn saaf sunshine thanks very much. and the chance to race on tracks I've only watched on telly or from the grandstand.
I'm not going to to go and race big power cossies and mental specials etc in year 1 -I'd rather build up my own experience and develop the car which has 10yrs of tweaking to catch-up on. When I do go onto race GT cars I'd rather do it on a faster more flowing circuit.
I have nowt against folks racing SMRC but for me I want to learn the tracks down south - you learn one style of driving at KH - I want to broaden my experience on tracks with more than 6/7 deja-vu turns. Maybe after that I'll come back to SMRC, which I see as way more competitive, higher expense. I've watched enough SMRC to know there's more than the odd big off and trading of paintwork. Yes other big cars appear in SMRC but generally look bloody awkward and absolute sitting ducks for the likes of Kevin his Cossie and that weird Charade thingy. I'll only be lookng at 2-3 events in y1 to balance costs with developing car. y2 - who knows..
the appeals of LOT are plain to see and there's the chance of more Esprits coming into the fray not to mention nutzky's like Neil sticking on s'chargers eventually. I wont even be competing for cup points in class 4 so it's not about winning or losing in any case.
Besides Knockhill is a bloody dreary damp, cold and wet place at the best of times - I fancy some darn saaf sunshine thanks very much. and the chance to race on tracks I've only watched on telly or from the grandstand.
Wednesday, June 28, 2006
Airbox arrives
Airbox finally arrives and looks the biz. Pics to follow. Meanwhile LOT race series looks on for 2007
Saturday, June 24, 2006
New colour scheme ideas now turning to a JPS black n gold scheme
Possibly with Sunoco pinstripe flames. Will look at options ovr winter with Gary at Autotecnique.
Time Attack no go
Dunc cant get over so no chance to make time attak. Airbox arrives next week and hks ecv boost controller arrived and looks good... stay tuned
Monday, June 12, 2006
Quik update
Injectors finally tracked down for delivery
No other progress
Airbox about a week away
Dilehma is do I enter the time attack at KH as my shakedown or an easier track day...
Still need to pin Dunc to a time to come down and do the work
S'stone looks 50:50 at the mo..
Lots to do..
No other progress
Airbox about a week away
Dilehma is do I enter the time attack at KH as my shakedown or an easier track day...
Still need to pin Dunc to a time to come down and do the work
S'stone looks 50:50 at the mo..
Lots to do..
Monday, June 05, 2006
First stab at a short promo vid
Efforts to gain sponsorship continue.. Knocked this up on Sunday -
Only 4 mins long - rehash of the SIDC footage..
No commentary or overlay - posted to www.youtube.com for extra exposure.
http://www.youtube.com/watch?v=0XXcv-uxQM4
Will also change music on final version.
Meanwhile - talk of change to bright gren colour scheme continues - suggested an idea to some of the Caterham/Elise guys to set up a 'Super-Green' Racing Team..
Only 4 mins long - rehash of the SIDC footage..
No commentary or overlay - posted to www.youtube.com for extra exposure.
http://www.youtube.com/watch?v=0XXcv-uxQM4
Will also change music on final version.
Meanwhile - talk of change to bright gren colour scheme continues - suggested an idea to some of the Caterham/Elise guys to set up a 'Super-Green' Racing Team..
Saturday, June 03, 2006
Injectors still AWOL - c'cooler pump arrives - colours?
Ok - injectors from Bruce at 5-0 have gone AWOL - USPS are complete monkeys and I have no way to track the order. I've asked 5-0 to send some more by alternate courier. AAAAARRRGHH !
It means Mexitowers is def off tho it was probably def off over a week ago..
Chargecooler pump arrived from John Welch - just need to get hold of Dunc - swapping, draining and refilling system can be a tricky and suprisingly long job to do.
Will pass a template for extended spoiler legs to sis-in-law to take to Matt and Graham at Enduro cars.
Gary at the bodyshop (www.Autotecnique.com) got me to thinking about a new clour scheme - lime green against black detailing; or lime and gunmetal, just sounds so right for the Esprit and new canvas for sponsor, event and racing liveries for next year/season.
This would make the car's 4th racing colours since it began racing over 10 yrs ago. It also takes my mind off the injectors !!!
It means Mexitowers is def off tho it was probably def off over a week ago..
Chargecooler pump arrived from John Welch - just need to get hold of Dunc - swapping, draining and refilling system can be a tricky and suprisingly long job to do.
Will pass a template for extended spoiler legs to sis-in-law to take to Matt and Graham at Enduro cars.
Gary at the bodyshop (www.Autotecnique.com) got me to thinking about a new clour scheme - lime green against black detailing; or lime and gunmetal, just sounds so right for the Esprit and new canvas for sponsor, event and racing liveries for next year/season.
This would make the car's 4th racing colours since it began racing over 10 yrs ago. It also takes my mind off the injectors !!!
Friday, June 02, 2006
Quick update: Delays means Mexitowers (9th June) is off !
No way car will be ready now for Knockhill Scottish Elises/SIDC track night - delay in getting Dunc over, bits from US have not arrived and airbox wont be ready for another fortnight..
Will look to do a shakedown next month b4 confirming back to Paul @ LOT for S'stone.
I know it'll be worth it but it's a painfully slow process in the meantime!
Have sent an email to John Stewart @ SIDC to confirm www.sidc.co.uk
Will look to do a shakedown next month b4 confirming back to Paul @ LOT for S'stone.
I know it'll be worth it but it's a painfully slow process in the meantime!
Have sent an email to John Stewart @ SIDC to confirm www.sidc.co.uk
One possible path for the project www.timeattack.co.uk
www.timeattack.co.uk
Perhaps more realistic than a full on race season?
Should be able to get car in line with regs for '07 plus compete in local sprint events for experience. Esprit will be heavily outgunned but will hold it's own once it has the Stage4 upgrade from John Welch.
Needs sponsorship though to keep the car running quick and reliable.
First of all I'd need a new seat, harness and fire-eater then check the car over against the regs.
Saturday, May 27, 2006
Quick update
Not a lot happening this week -
However spok with Vic - confirmed a few more measurements today - should know costs by next week.. possibility of aero grade pre-preg still on the cards if it's near to 'use-by' date
Paul on standby with new rear hatch - once size of cut out known then polycarb hatch will be made up
Dunc will prb phone Monday/Tuesday to arrange time to come down to do engine check etc.
Still waiting on injectors & c'cooler pump
Once car running - will switch over A032s for the racing mags & A008s ready for S'stone.
May cut some new larger end-peices for the wing out of the carbon left over.
New pic source - nice
Thursday, May 25, 2006
The light at the end of the tunnel.. Stage4
Ultimately I want to follow in the tyre tracks of the uprated X180R SCCA racers out in US..
John Welch said: "Just got back from Road America (4 mile road course)
There is nothing like passing a big block Corvette on the front straight with a little 4 banger with a turbo.. at 147 MPH... Then running a 67 Camero down the front straight and out braking him into turn 1...
Took third in the class (best the team has ever finished so far) and they were faster than several cars in faster classes.
The engine currently in the car is a bit low on compression, so I can't wait until they get a fresh one in there and get the drivers reaction."
I can't wait for my Stage4 turbo neither...
John Welch said: "Just got back from Road America (4 mile road course)
There is nothing like passing a big block Corvette on the front straight with a little 4 banger with a turbo.. at 147 MPH... Then running a 67 Camero down the front straight and out braking him into turn 1...
Took third in the class (best the team has ever finished so far) and they were faster than several cars in faster classes.
The engine currently in the car is a bit low on compression, so I can't wait until they get a fresh one in there and get the drivers reaction."
I can't wait for my Stage4 turbo neither...
Tuesday, May 23, 2006
Quick update (23/5).. merde!
Esprit no further forward due to my trip to Paris..
To-do's - as at 23/5
Check engine for detonation damage - compression test etc.
Reconnect ecu - check wiring, earth points etc
Replace chargecooler pump, empty and refill system
Fit new primary and secondary injectors from 5-0 Motorsport
Adjust fuel pressure reg to 4.2-4.3 bar
Fit IW77 Denso Iridium plugs (1 stage colder)Dunc to order
Remove plenum (again) and send to camcoat for coating
Fit new airbox once built and fitted - source new induction pipe until new induction ready
Mark off and cut rear hatch to fit new airbox
Switch to slicks - check brakes & front suspension for play whilst on jacks
Mexitowers on 9th June looks very unlikely and major work needs ot be dome to get car ready for S'stone. Darn pity about KH too as a 993 GT2 was coming out to play..!
Neither c'cooler pump or injectors have arrived form US and Dunc not yet booked to start work on car. Airbox looks weeks off.
merde!
To-do's - as at 23/5
Check engine for detonation damage - compression test etc.
Reconnect ecu - check wiring, earth points etc
Replace chargecooler pump, empty and refill system
Fit new primary and secondary injectors from 5-0 Motorsport
Adjust fuel pressure reg to 4.2-4.3 bar
Fit IW77 Denso Iridium plugs (1 stage colder)Dunc to order
Remove plenum (again) and send to camcoat for coating
Fit new airbox once built and fitted - source new induction pipe until new induction ready
Mark off and cut rear hatch to fit new airbox
Switch to slicks - check brakes & front suspension for play whilst on jacks
Mexitowers on 9th June looks very unlikely and major work needs ot be dome to get car ready for S'stone. Darn pity about KH too as a 993 GT2 was coming out to play..!
Neither c'cooler pump or injectors have arrived form US and Dunc not yet booked to start work on car. Airbox looks weeks off.
merde!
Tuesday, May 16, 2006
New ram-airbox design (F1 Carbon)
Vic @ F1 Carbon is helping to design an air box design around a custom oversize Subaru intercooler intake (45cm x 10cm) which will then feed into a tapered air box, which will in turn house a ram air cone filter. The scoop will be centrally roof mounted and made entirely of carbon.
Downsides will be the reduced visibility; but the rear hatch proved rear visibility would be severely restricted in any case. The final rear hatch will be cut to fit around the central feed.
The air box should ensure a strong constant air pressure which will rise at speed to feed the increased breathing required by the engine.
Downsides will be the reduced visibility; but the rear hatch proved rear visibility would be severely restricted in any case. The final rear hatch will be cut to fit around the central feed.
The air box should ensure a strong constant air pressure which will rise at speed to feed the increased breathing required by the engine.
Front bumper modifications
Gary at
Has repainted the lower half of the front bumper wiht a black stone chip finish. H ei is also looking out lower splitter options as Duffus picture showed the front profile was still to high to the track. Of course have to be careful not to go too low or else it'll be ripped off at tracks like KH and Cadwell.
Eventually I'll ask Gaz to help make rear venturi section.
Has repainted the lower half of the front bumper wiht a black stone chip finish. H ei is also looking out lower splitter options as Duffus picture showed the front profile was still to high to the track. Of course have to be careful not to go too low or else it'll be ripped off at tracks like KH and Cadwell.
Eventually I'll ask Gaz to help make rear venturi section.
LOT Race Series - Esprit admitted?
Esprit may be admitted to LOT's new lowcost race series. This would be a great focus for the esprit and opens up sponsorship options. Depends on regs, getting Esprit readt and costs.
"The old gal would be more than welcome I'm sure...
We should have a lot more information up on the forums by the end of
next week.
We've been doing a lot of research into what members would like to see
and also how to get cars prepped sensibly. A team of existing elise
racers, ex-seloc bmw racers and a large number of members who have yet
to sit on a grid are putting things together.
At the moment we expect people to be able to get all the kit required to
race an Elise for about £1200-£1300 - most of which can be fitted by the
majority of members but for people like me who have no idea mechanically
garages should be able to offer an all in package of turn up and drive
the car out a day later for £2000 max. Some of that equipment will be
worthwhile having just for track days anyway - such as fire
extinguisher.
Plumbed in fire ext, roll bar, transponder, electric cut offs - people
may need harness if don't already have and there will be small things
such as rear towing eye.
We know we will only attract enough people to build a decent grid if we
can keep the series as safe as possible so one of the things that has
come over is people knowing who they are on the grid with and having
done t/days with them so all look after each other. We also have to find
ways of making even a std elise at least competitive against a 300 bhp
monster and have ideas being discussed at the moment. It's also got to
stay within tight budgets.
For circuits we expect to have 6 meets in 2007 with Brands, Snetterton,
Cadwell, Oulton, Silverstone plus one other obvious choices - we have
meetings next week which should be able to confirm some of these and
have already been offered a couple of meets at Brands this year - one we
may use as a dummy run.
More info in a week or so's time but I'll add you to the interested
list.
Hope this helps."
Regards
Paul Golding
"The old gal would be more than welcome I'm sure...
We should have a lot more information up on the forums by the end of
next week.
We've been doing a lot of research into what members would like to see
and also how to get cars prepped sensibly. A team of existing elise
racers, ex-seloc bmw racers and a large number of members who have yet
to sit on a grid are putting things together.
At the moment we expect people to be able to get all the kit required to
race an Elise for about £1200-£1300 - most of which can be fitted by the
majority of members but for people like me who have no idea mechanically
garages should be able to offer an all in package of turn up and drive
the car out a day later for £2000 max. Some of that equipment will be
worthwhile having just for track days anyway - such as fire
extinguisher.
Plumbed in fire ext, roll bar, transponder, electric cut offs - people
may need harness if don't already have and there will be small things
such as rear towing eye.
We know we will only attract enough people to build a decent grid if we
can keep the series as safe as possible so one of the things that has
come over is people knowing who they are on the grid with and having
done t/days with them so all look after each other. We also have to find
ways of making even a std elise at least competitive against a 300 bhp
monster and have ideas being discussed at the moment. It's also got to
stay within tight budgets.
For circuits we expect to have 6 meets in 2007 with Brands, Snetterton,
Cadwell, Oulton, Silverstone plus one other obvious choices - we have
meetings next week which should be able to confirm some of these and
have already been offered a couple of meets at Brands this year - one we
may use as a dummy run.
More info in a week or so's time but I'll add you to the interested
list.
Hope this helps."
Regards
Paul Golding
Friday, May 12, 2006
SIDC Knockhill vid finally posted
Right click link here or visit through the main site.
Please feel free to post comments on what you think.
Car still nowhere running proprly but progress made.
http://www.lbmracing.com/videos/lbm_knockhill.wmv
Please feel free to post comments on what you think.
Car still nowhere running proprly but progress made.
http://www.lbmracing.com/videos/lbm_knockhill.wmv
Thursday, May 11, 2006
Engine uncertainty...
Next fortnight will be a big one for the project depending on state of current engine and will have a knock-on effect to how much modding i can do over next 6-12 months and hwo much track time I can get in.
Garry Kemp wrote:
"Oil analysis can give you some insights; you have to send a sample away to a
lab to test for trace elements / contaminants. It will tell you if there is
fuel contamination from overfueling; if the bearings are worn there is often
lead / copper in the oil, if the bores are wearing you will find nickel /
silicone carbide from the bores, if the crank / cams are wearing you'll find
iron. However I suspect your engine has issues of a different kind - we know
it has been running lean so there won't necessarily be fuel contamination of
the oil - what oil sampling can't detect is damage in the combustion
chambers; which is what you engine may have.
If an engine was being done for you I would probably 10 dowel the head
and fit ARP studs; however I wonder if John Welsh has gone to that trouble -
probably not; so I may be being over cautious - maybe just the ARP studs
would be enough for around the 400-450hp mark. The other thing I would do
for you is to fit iron liners - the alloy liners are a bit marginal at high
boost - they don't break; but they "pant" on the combustion cycle - which
can pop the head gasket. "
Garry Kemp wrote:
"Oil analysis can give you some insights; you have to send a sample away to a
lab to test for trace elements / contaminants. It will tell you if there is
fuel contamination from overfueling; if the bearings are worn there is often
lead / copper in the oil, if the bores are wearing you will find nickel /
silicone carbide from the bores, if the crank / cams are wearing you'll find
iron. However I suspect your engine has issues of a different kind - we know
it has been running lean so there won't necessarily be fuel contamination of
the oil - what oil sampling can't detect is damage in the combustion
chambers; which is what you engine may have.
If an engine was being done for you I would probably 10 dowel the head
and fit ARP studs; however I wonder if John Welsh has gone to that trouble -
probably not; so I may be being over cautious - maybe just the ARP studs
would be enough for around the 400-450hp mark. The other thing I would do
for you is to fit iron liners - the alloy liners are a bit marginal at high
boost - they don't break; but they "pant" on the combustion cycle - which
can pop the head gasket. "
The secrets of George Howard-Chapel's 'red' code
John Welch examined the binary code Dermot had sent him - the secrets of the George Howard-Chappel 'red race' code are finally unravelled. It's worth pointing out at this stage the S4S was even around. John wrote:
"As for code that is more than the S4s, you would really be suprised if you looked at the code you running and the S4s code. The ignition maps are actually not that different. The code you are running has a bit more advance in the ignition, I presume for a high octane fuel. It also is not using the secondarys.. why I don't know.. the secondarys are the greatest thing for getting more fuel at the top end.
As for over 1.25 BAR.. I'm still confused why everybody asks about this.. too much internet hype is my opinion. The 1.25 BAR cut off is VERY eaisly disabled. However, the ECM's boost control system is not very good. It's highly recommended to use a stand alone boost controller, they are far more accurate. Anyway.. aren't you running a 3 bar sensor? It looked like that in your logs that Dermot sent for me to analyse.. are you hitting a cut off? I would have thought that was disabled.. I'll check it over..."
Will make use of the Sport300 1.25 bar code John had - which should work fine.
"As for code that is more than the S4s, you would really be suprised if you looked at the code you running and the S4s code. The ignition maps are actually not that different. The code you are running has a bit more advance in the ignition, I presume for a high octane fuel. It also is not using the secondarys.. why I don't know.. the secondarys are the greatest thing for getting more fuel at the top end.
As for over 1.25 BAR.. I'm still confused why everybody asks about this.. too much internet hype is my opinion. The 1.25 BAR cut off is VERY eaisly disabled. However, the ECM's boost control system is not very good. It's highly recommended to use a stand alone boost controller, they are far more accurate. Anyway.. aren't you running a 3 bar sensor? It looked like that in your logs that Dermot sent for me to analyse.. are you hitting a cut off? I would have thought that was disabled.. I'll check it over..."
Will make use of the Sport300 1.25 bar code John had - which should work fine.
WC Engineering.. the options are endless
Pending a full healthcheck of heads etc it's nice to stop a minute and think about the nice things, such as the turbo tuning potential of the car.
John Welch at WC Engineering got me thinking..
"The Sport 300 turbo is small.. We were using T04E46 trim compressors on the street turbos, which has almost 50% more flow than the SP300 turbo, I've got a customer with that turbo that just laid down a 385hp at the wheels on 92 octane pump fuel.
I don't have a peak CFM number on our "race" turbo setup, but that 441hp pull was made at only 18psi of boost, it's not always about high boost, but about clean boost and a good intercooler. Engine mods: 104 intake cam, larger intake valves, match ported head/manifolds, Adjustable pulleys, 370ccpm main injectors, 600ccpm secondarys, no cat, larger charge cooler, electric pump. Idles smooth and pulls like a freight train."
Wednesday, May 10, 2006
Ever expanding shopping list
Electric pump ordered from States - check
New injectors from US - check
New airbox - under design
Probably send c'cooler + plenum to camcoat to finish
Denso Iridium plugs - tbc
Must also remember to set fuel pressure to 4.2 bar
Next stop bankruptcy..!!!
New injectors from US - check
New airbox - under design
Probably send c'cooler + plenum to camcoat to finish
Denso Iridium plugs - tbc
Must also remember to set fuel pressure to 4.2 bar
Next stop bankruptcy..!!!
Monday, May 08, 2006
New 5-0 Motorsport injectors on their way
New injectors have been ordered from Bruce at 5-0 Motorsport www.fiveomotorsport.com
$380 delivered for:
4 x primary Bosch Motorsport (low impedance) 380cc (5.5 bar max)
2 x 270cc Bosch (Ford SVO for the Cobra SVT-R) (6 bar max)
Excellent value - latest deisgn with good spray pattern - should liven throttle response. These match the specs from Garry and Dermot pretty closely. The primaries are slightly smaller than stock but the secondaries are a good deal larger for high boost application.
Unfortunately I forgot to pay the extra to have them flow matched ('blueprinted') but after having spoken to Bruce he assured me Bosch units were pretty well matched form outset with 1-2% max variance.
Note from Garry
"I would look for a standard 380cc injector; remember though the Lotus fuel
system runs at 3.8 bar; or in the case of the S300 4.2 bar - a lot of
injector flow is quoted at 3 bar; so check with the supplier what pressure
the injector is rated at. What you want is good atomization; RC engineering
offer some suitable for the Esprit, Bruce at Five-O may be able to help; he
supplies the new Bosch series 3 injector; which have great atomization but
they are high impedance; I think you need low impedance primaries and high
impedance secondaries. However, you may be able to run the higher impedance
ones; the Carlton injectors are definitely high impedance; Dermot may be
able to advise you if that will work OK. I know it is usually a problem to
go the other way; i.e. fitting low impedance into a system designed for a
High Impedance injector; but I have a feeling it is probably Ok the other
way around."
"You honestly just need stock size primaries; the car won't make significantly different power to a stock engine until the boost is well up. The secondary injectors don't trigger until 75% throttle opening and I think 0.75 bar of boost.
I did one that had an old style T3/T4: basically an S300 turbo. It illustrates the power and fuelling requirements quite well: it picked up about 180hp in 1200 rpm as the engine came on boost. So you can see it is really the secondary injectors that do all the work when the engine is producing high power.
The other thing to bear in mind is that the Esprit management system is a kind of half way house between batch fire and fully sequential; most modern engines are now fully sequential and they require much larger injectors than batch fire systems. You may see the current crop of Jap cars quoting huge injectors sizes; they need them because they are running fully sequential injection and as such need the higher capacity injector.
I would look for a standard 380cc injector; remember though the Lotus fuel system runs at 3.8 bar; or in the case of the S300 4.2 bar - a lot of injector flow is quoted at 3 bar; so check with the supplier what pressure the injector is rated at. What you want is good atomization; RC engineering offer some suitable for the Esprit, Bruce at Five O may be able to help; he supplies the new Bosch series 3 injector; which have great atomization but they are high impedance; I think you need low impedance primaries and high impedance secondaries. However, you may be able to run the higher impedance ones; the Carlton injectors are definitely high impedance; Dermot may be able to advise you if that will work OK. I know it is usually a problem to go the other way; i.e. fitting low impedance into a system designed for a High Impedance injector; but I have a feeling it is probably Ok the other way around. Dermot is probably best placed to advise you about secondary injector
sizes; I believe that stock is 190cc. I recently put together an engine that went to Turkey and was designed for 400hp; I think I used a 270cc secondary injector for that engine; but in all honesty until you get it on the dyno rollers it is a bit of guesswork."
We shall see..
$380 delivered for:
4 x primary Bosch Motorsport (low impedance) 380cc (5.5 bar max)
2 x 270cc Bosch (Ford SVO for the Cobra SVT-R) (6 bar max)
Excellent value - latest deisgn with good spray pattern - should liven throttle response. These match the specs from Garry and Dermot pretty closely. The primaries are slightly smaller than stock but the secondaries are a good deal larger for high boost application.
Unfortunately I forgot to pay the extra to have them flow matched ('blueprinted') but after having spoken to Bruce he assured me Bosch units were pretty well matched form outset with 1-2% max variance.
Note from Garry
"I would look for a standard 380cc injector; remember though the Lotus fuel
system runs at 3.8 bar; or in the case of the S300 4.2 bar - a lot of
injector flow is quoted at 3 bar; so check with the supplier what pressure
the injector is rated at. What you want is good atomization; RC engineering
offer some suitable for the Esprit, Bruce at Five-O may be able to help; he
supplies the new Bosch series 3 injector; which have great atomization but
they are high impedance; I think you need low impedance primaries and high
impedance secondaries. However, you may be able to run the higher impedance
ones; the Carlton injectors are definitely high impedance; Dermot may be
able to advise you if that will work OK. I know it is usually a problem to
go the other way; i.e. fitting low impedance into a system designed for a
High Impedance injector; but I have a feeling it is probably Ok the other
way around."
"You honestly just need stock size primaries; the car won't make significantly different power to a stock engine until the boost is well up. The secondary injectors don't trigger until 75% throttle opening and I think 0.75 bar of boost.
I did one that had an old style T3/T4: basically an S300 turbo. It illustrates the power and fuelling requirements quite well: it picked up about 180hp in 1200 rpm as the engine came on boost. So you can see it is really the secondary injectors that do all the work when the engine is producing high power.
The other thing to bear in mind is that the Esprit management system is a kind of half way house between batch fire and fully sequential; most modern engines are now fully sequential and they require much larger injectors than batch fire systems. You may see the current crop of Jap cars quoting huge injectors sizes; they need them because they are running fully sequential injection and as such need the higher capacity injector.
I would look for a standard 380cc injector; remember though the Lotus fuel system runs at 3.8 bar; or in the case of the S300 4.2 bar - a lot of injector flow is quoted at 3 bar; so check with the supplier what pressure the injector is rated at. What you want is good atomization; RC engineering offer some suitable for the Esprit, Bruce at Five O may be able to help; he supplies the new Bosch series 3 injector; which have great atomization but they are high impedance; I think you need low impedance primaries and high impedance secondaries. However, you may be able to run the higher impedance ones; the Carlton injectors are definitely high impedance; Dermot may be able to advise you if that will work OK. I know it is usually a problem to go the other way; i.e. fitting low impedance into a system designed for a High Impedance injector; but I have a feeling it is probably Ok the other way around. Dermot is probably best placed to advise you about secondary injector
sizes; I believe that stock is 190cc. I recently put together an engine that went to Turkey and was designed for 400hp; I think I used a 270cc secondary injector for that engine; but in all honesty until you get it on the dyno rollers it is a bit of guesswork."
We shall see..
ECU switch cont.
Dermot opened up the ecu. The memcal has a chip in it labelled "GH-C, Red Race Chip". He sucessfully downloaded the binary contents of the chip to his laptop. He then sent the binary code to John Welch in the US. They have been discussing what this code could be doing, JW should be able to tell us what exactly G H-C was trying to achieve with this map.
Dermot has put the Sport 300 code back in place. He checked this chip and it is still good.
ECU on its way back - now electrical testing will ensue.
Dermot has put the Sport 300 code back in place. He checked this chip and it is still good.
ECU on its way back - now electrical testing will ensue.
Saturday, May 06, 2006
So.. v8 conversion anyone?
Almost certainly the failing chargecooler combined with hot temps forced the engine lead at higher loads.. the dodgey ecu chip then also failed to trigger the secondary injectors. We'll juts have to see.
Will inpsect bores, most likely inspect head or at least under rocker cover and also test compression etc. If she passes on all of those then will continue to run if we get the a/f running okay then do deeper inspections after S'stone.
I have an option on another engine which is good for 400bhp but at £5K I'd rather run what I have as the spec is similar/ That or send my engine for a rebuild at a cost of approx £3K.. was hoping to run existing engine for couple of years then splash out on a steel 600bhp engine with 2.6 crank etc.
Also had an option on a quaife sequential for 3K so that'd be down the river if engine if shot..
Might be easier to have a V8 shoved in...
Will inpsect bores, most likely inspect head or at least under rocker cover and also test compression etc. If she passes on all of those then will continue to run if we get the a/f running okay then do deeper inspections after S'stone.
I have an option on another engine which is good for 400bhp but at £5K I'd rather run what I have as the spec is similar/ That or send my engine for a rebuild at a cost of approx £3K.. was hoping to run existing engine for couple of years then splash out on a steel 600bhp engine with 2.6 crank etc.
Also had an option on a quaife sequential for 3K so that'd be down the river if engine if shot..
Might be easier to have a V8 shoved in...
Worst case scenario?
Msg from Garry Kemp - Engine builder -following Freescan analysis from Dermot..
"I am sorry to say I think your engine may have suffered quite a bit of damage from the detonation; 1000 incidences of detonation is very serious. High speed det - which it looks like it is (Dermot has ID'd 6000rpm as a particularly lean area), is horendously damaging to engines. The inside of your combustion chambers and the tops of piston will almost certainly be damaged - the alloy will quite likely be eaten away. To be honest I am surprised it has held together. The big end bearings also typically get wiped out due to the shock loadings of the detonation - which the oil film just can't withstand.
High engine temps and a lean condition are a dangerous combination and it appears that yours has been functioning like that for some time; to make it worse it's been driven hard at the same time. The non-functioning chargecooler will have elevated the inlet temps; the fact you only had partial throttle opening may have prevented the secondary injectors triggering, which may have caused the lean condition and the high exhaust gas temps.
I suspect there may be some problems with the engine; these are likely ones:
The high cylinder temps will have taken their toll on the exhaust valves and valve seats; I suspect errosion of the valve-seat faces. Above about 800 degrees the valve and valve seat start to weld themselves together,when the valve opens they start to pull pieces out of each other. This then reduces the heat transfer from the valve into the seat - about 70% of the heat in the exhaust valve is transmitted to the engine coolant through the valve seat. So the next problem is the exhaust valve starts to run even hotter - this creates two further problems: above 8-900 degrees the creep strength of the steel in the valve reduces dramatically and the chances of the valve head falling off becomes very real. The other problem is that the very hot exhaust valve tends to become a source of secondary ignition; so the incidences of detonation become more frequent.
High speed detonation will probably be occuring near the exhaust valve due to the high valve temperature - so I suspect the pistons will be getting eaten away near the exhaust side - probably down the side near the top ring groove. The head may also be getting eaten away very close to the head gasket fire ring; again probably near the exhaust side. The alloy around the exhaust valve seats also tends to get eaten away; ultimately they can fall out - triggering the end.
The little end and big end bearings also tend to take a beating; so while they may still be intact I suspect they will have suffered accelerated wear as a consequence of the detonation.
I wish I could give you better news, but I would suggest not driving the car until the chargecooler and ECM issues are resolved. I would also see if you can get a bore scope into the chambers soon; or whip the head off and see how it looks in there. If your engine lets go at high revs it could lock up and spit you off the track; it has to be worth checking out before you drive the car again."
bu**er !!!
"I am sorry to say I think your engine may have suffered quite a bit of damage from the detonation; 1000 incidences of detonation is very serious. High speed det - which it looks like it is (Dermot has ID'd 6000rpm as a particularly lean area), is horendously damaging to engines. The inside of your combustion chambers and the tops of piston will almost certainly be damaged - the alloy will quite likely be eaten away. To be honest I am surprised it has held together. The big end bearings also typically get wiped out due to the shock loadings of the detonation - which the oil film just can't withstand.
High engine temps and a lean condition are a dangerous combination and it appears that yours has been functioning like that for some time; to make it worse it's been driven hard at the same time. The non-functioning chargecooler will have elevated the inlet temps; the fact you only had partial throttle opening may have prevented the secondary injectors triggering, which may have caused the lean condition and the high exhaust gas temps.
I suspect there may be some problems with the engine; these are likely ones:
The high cylinder temps will have taken their toll on the exhaust valves and valve seats; I suspect errosion of the valve-seat faces. Above about 800 degrees the valve and valve seat start to weld themselves together,when the valve opens they start to pull pieces out of each other. This then reduces the heat transfer from the valve into the seat - about 70% of the heat in the exhaust valve is transmitted to the engine coolant through the valve seat. So the next problem is the exhaust valve starts to run even hotter - this creates two further problems: above 8-900 degrees the creep strength of the steel in the valve reduces dramatically and the chances of the valve head falling off becomes very real. The other problem is that the very hot exhaust valve tends to become a source of secondary ignition; so the incidences of detonation become more frequent.
High speed detonation will probably be occuring near the exhaust valve due to the high valve temperature - so I suspect the pistons will be getting eaten away near the exhaust side - probably down the side near the top ring groove. The head may also be getting eaten away very close to the head gasket fire ring; again probably near the exhaust side. The alloy around the exhaust valve seats also tends to get eaten away; ultimately they can fall out - triggering the end.
The little end and big end bearings also tend to take a beating; so while they may still be intact I suspect they will have suffered accelerated wear as a consequence of the detonation.
I wish I could give you better news, but I would suggest not driving the car until the chargecooler and ECM issues are resolved. I would also see if you can get a bore scope into the chambers soon; or whip the head off and see how it looks in there. If your engine lets go at high revs it could lock up and spit you off the track; it has to be worth checking out before you drive the car again."
bu**er !!!
Thursday, May 04, 2006
Another good source for the ecu
The Lotus manual has become my reading buddy (not through choice but neccessity).
This is another good source
http://www.espritfactfile.com/ECM.html
Switching chips and memcal
This is the culprit - may try to run Sport300 1.25 bar chip next..
Hopefully Dermot will switch round for me
All I need to do now is hunt the elusive MAP sensor
ECU removal
Removing ecu tonight to send to Dermot to scan.
removal guide here
http://www.espritfactfile.com/Memcal.html
Also found 2 loose brown wires.. doh! and looks like I need a special tool to reconnect.. of course reconnect to where.. wil have to try and guess based on wrire length/shape. Tho they did have black tape at the ends as if they had been blanked off...??
Wednesday, May 03, 2006
Next steps..
With Dunc's help from Hypertech www.hypertech-scotland.co.uk
1.inspect the pistons/bores with an endoscope through the plug holes - don't need to take head off (also worth compression testing as you say).
2. Drain c'cooler system and remove mechanical pump - check liquid for sludge
3. Purchase electric c'cooler pump and blank off where mechanical pump used to be
4. Remove ecu and replace chip and memcal with spare Sport 300 chip (1.25 bar) from John Hazzard
5. Replace throttle position sensor (TPS)
6. Set throttle position to 100% on Freescan
7. Switch primary injectors if neccessary
8. Refill c'cooler system
9. Move inlet temp sensor from outside of c'cooler to inlet
10. Set up car on Falkland rollers - check knock through Freescan and check a/f through wide band lambda.
11. Replace boost solenoid valve and check connections
12. Cross all fingers
Alternative is to retain chip and sensor, sort c'cooler and boost solenoid etc and recheck knock and a/f on rollers before replacing chip
1.inspect the pistons/bores with an endoscope through the plug holes - don't need to take head off (also worth compression testing as you say).
2. Drain c'cooler system and remove mechanical pump - check liquid for sludge
3. Purchase electric c'cooler pump and blank off where mechanical pump used to be
4. Remove ecu and replace chip and memcal with spare Sport 300 chip (1.25 bar) from John Hazzard
5. Replace throttle position sensor (TPS)
6. Set throttle position to 100% on Freescan
7. Switch primary injectors if neccessary
8. Refill c'cooler system
9. Move inlet temp sensor from outside of c'cooler to inlet
10. Set up car on Falkland rollers - check knock through Freescan and check a/f through wide band lambda.
11. Replace boost solenoid valve and check connections
12. Cross all fingers
Alternative is to retain chip and sensor, sort c'cooler and boost solenoid etc and recheck knock and a/f on rollers before replacing chip
The full horror of KH Freescan log
Data file from KH revealed some tales of gore..!!!
Ugly details below.. Look away.. look away...
*************************************************************
1. inlet air temp were very high, actually they reached 90 deg C that is as high as I have ever seen, you have basically no chargecooler.
2. massive engine detonation problems, the knock sensor
detected about 1000 knocks in your log file. The ECU attempted to
save your engine fro holing a piston by applying the maximum spark
retard of 4 deg, it also probably cut the boost.
3. no evidence that your ECU has control of your boost, the
wastegate boost solenoid is all over the place, meaning no control.
4. The secondary injectors are NOT being triggered.
5. There is no long temp fuel trim, the BLM values are locked down so the ECU is not learning the best fuel setup.
6. engine is getting dangerously lean at the top end. The O2 voltage is nearly at crossover at 6000rpm which means that is close to A/F 14.7. At this A/F your will have massive EGR values and will be about to melt pistons !!!
7. weird MAP output, the idle value is wrong but it might be 3bar, it might not if so you are getting about 0.7 bar boost, which makes sense if the ECU has no control.
8. The TPS has some play in it, not bad but might need attention later, least of you worries at the moment.
9. IAC values are all over the place but that is also the least of your worries
The ECU is permanently in open loop mode. This means that all adaptive
tuning and feedback has been disabled. Basicaly the ECU is ignoring
all its sensors !!!! must have been deliberate in the ECU code but surely only for testing.
Ugly details below.. Look away.. look away...
*************************************************************
1. inlet air temp were very high, actually they reached 90 deg C that is as high as I have ever seen, you have basically no chargecooler.
2. massive engine detonation problems, the knock sensor
detected about 1000 knocks in your log file. The ECU attempted to
save your engine fro holing a piston by applying the maximum spark
retard of 4 deg, it also probably cut the boost.
3. no evidence that your ECU has control of your boost, the
wastegate boost solenoid is all over the place, meaning no control.
4. The secondary injectors are NOT being triggered.
5. There is no long temp fuel trim, the BLM values are locked down so the ECU is not learning the best fuel setup.
6. engine is getting dangerously lean at the top end. The O2 voltage is nearly at crossover at 6000rpm which means that is close to A/F 14.7. At this A/F your will have massive EGR values and will be about to melt pistons !!!
7. weird MAP output, the idle value is wrong but it might be 3bar, it might not if so you are getting about 0.7 bar boost, which makes sense if the ECU has no control.
8. The TPS has some play in it, not bad but might need attention later, least of you worries at the moment.
9. IAC values are all over the place but that is also the least of your worries
The ECU is permanently in open loop mode. This means that all adaptive
tuning and feedback has been disabled. Basicaly the ECU is ignoring
all its sensors !!!! must have been deliberate in the ECU code but surely only for testing.
Monday, May 01, 2006
Knockhill pics - SIDC 29/4
Awesome day organised by John Stewart @ SIDC
Awesome pictures from the SIDC track day - courtesy of www.quantum-capture.co.uk
Some pics - vid to follow
Post KH - Freescan data log
Now the fun begins.. picking apart the Freescan log to check the car is runnging properly - my first observations being:
MAT very high - chargecooler not working properly? she felt very quick initially and then lost power as temps rose which were regained after she cooled down. Charegcoole rtemps appeared to cool down off-load but slowly.
She's still running a bit lean (up to 13.5) on partial load and 12.9 on 100% load but O2 looks a lot better.
Wastegate set to maximum 1.2bar but is hitting 100% duty cycle so may need to be adjusted.
Not sure if secondary injectors even working. Fuelling a bit over 3.6 bar. Was only 97 RON fuel so may have to put better stuff in next time. I have BP Ultimate in her now.
MAP max'd at 1.79 so she may stil have a boost leak.. may be due to high intake temps and ecu retarding ignition..
Sunday, April 30, 2006
SIDC track day - Knockhill - 29/4
Awesome day.. SIDC at Knockhill - big tks to John Stewart for another great day
Esprit was running nice: depsite my still getting used to it and running ill suited A032s which went off way to quickly.. her pace compared to what I was used in the old M was quite mind-blowing... I think in the right hands she'd easily put in sub-60 [at Knockhill] as she wasn't half as difficult as I expected but getting more than 80% will take more skill than I have through the back complex..
The Extreme Evo was very quick and prb that fastest single lap on the day depending on what Ross or the 340R put in - It past me on the pit straight after I was slow going round a 7 and he took advantage of my pause... hard to stick with him tho as he carried a lot of pace through the back complex .. went over to speak with them and their best lap of the day was a 58 secs.. and I expect the 340R and superlights were running a bit quicker but for a big ol gal she was running nice straightline until her intake temps started to run hot.. (will sort that b4 silverstone) great fun to chase down Elises/Scoobs for a change. Looking fwd to having some tustles with those Type R Exiges next..
Was a pleasure to be chaffeured in Col's Golf - loved that - such a sleeper but with honest pace..and benign handling - Esprit struggled for traction out of the slower bends without a slipper and no slicks but it was all good nonetheless... good fun to steer.. quite old school - lots of degrees of counter steering but I learned more in that day about oversteer than I have since owning the M.. I suspect she'll run nicely on the wider tracks as she's pretty long-geared and in going into 5th she was still pulling like she was in third..
Yoshi's Lex getting ever faster and is pretty sweet out of Taylor's now - just needs bigger or faster spooling tubbies.. those bollards stopping him with his BTCC launches over the kerbs.. hope the whine isn't anything too major..
Great to catch with SSC guys and tks to Callum, Dave etc etc who came over to help me load up. Also nice to meet Shug and Gordon - gr8 to put names to faces and a pity I never got a chance to speak with more of the SE guys.
I stayed back with Dave B to watch some qualy - some cracking machinery out there and also AndrewW was running nicely in his #87 Fezza.
will post up my footage shortly
Top quality !!
Esprit was running nice: depsite my still getting used to it and running ill suited A032s which went off way to quickly.. her pace compared to what I was used in the old M was quite mind-blowing... I think in the right hands she'd easily put in sub-60 [at Knockhill] as she wasn't half as difficult as I expected but getting more than 80% will take more skill than I have through the back complex..
The Extreme Evo was very quick and prb that fastest single lap on the day depending on what Ross or the 340R put in - It past me on the pit straight after I was slow going round a 7 and he took advantage of my pause... hard to stick with him tho as he carried a lot of pace through the back complex .. went over to speak with them and their best lap of the day was a 58 secs.. and I expect the 340R and superlights were running a bit quicker but for a big ol gal she was running nice straightline until her intake temps started to run hot.. (will sort that b4 silverstone) great fun to chase down Elises/Scoobs for a change. Looking fwd to having some tustles with those Type R Exiges next..
Was a pleasure to be chaffeured in Col's Golf - loved that - such a sleeper but with honest pace..and benign handling - Esprit struggled for traction out of the slower bends without a slipper and no slicks but it was all good nonetheless... good fun to steer.. quite old school - lots of degrees of counter steering but I learned more in that day about oversteer than I have since owning the M.. I suspect she'll run nicely on the wider tracks as she's pretty long-geared and in going into 5th she was still pulling like she was in third..
Yoshi's Lex getting ever faster and is pretty sweet out of Taylor's now - just needs bigger or faster spooling tubbies.. those bollards stopping him with his BTCC launches over the kerbs.. hope the whine isn't anything too major..
Great to catch with SSC guys and tks to Callum, Dave etc etc who came over to help me load up. Also nice to meet Shug and Gordon - gr8 to put names to faces and a pity I never got a chance to speak with more of the SE guys.
I stayed back with Dave B to watch some qualy - some cracking machinery out there and also AndrewW was running nicely in his #87 Fezza.
will post up my footage shortly
Top quality !!
Thursday, April 27, 2006
Update - checklist before SIDC
Time starting to get pretty tight
Rear hatch should hopefully arrive tomorrow - need to measure up and fit
Dunc will be here by 6pm tomorrow to fit pipework, new BOV etc
Spoke to Kev (www.falkland.co.uk) and thankfuly he assured me Dash 31 actuator set to correct mechanical boost setting. This proves the G H-C chip is for higher boost applications - 1.4-1.6 bar me be supported given the 3 bar sensor.
Monday, April 24, 2006
Front bumper mods
Finished the front splitters and canards for the front bumper assembly... will post pics this week
Now looking to have a lower front bib - as per Sport 300 but as deep as the GT2.
See here: http://www.lotusespritworld.co.uk/EModifications/300Frontblip.html">
Monday, April 17, 2006
Sunday -
Rear exhaust can now wrapped - it took 50' (just) of cooltec. Exhaust to Turbo bolts tightened to reduce play.
Pilot holes for spoiler now drilled
Front splitters now on the front bumper - I'm reasonably happy with them although the extra drag may not be justified by their shallow angle of attack. However they are well placed to feed air into the brake ducts and side intakes. May try to get some side canards mounted before SIDC (Knockhill) on the 29th.
Dermot Ohare also says I need to try and adjust the throttle tps reading to as close to 100% as possible to gain the full map. Currently sits at 94%.
Will need to remove driver seat to get better access to footwell throttle cable.
Just waiting for the rear hatch now. msg left for Paul at www.plastics4performance.co.uk
Pilot holes for spoiler now drilled
Front splitters now on the front bumper - I'm reasonably happy with them although the extra drag may not be justified by their shallow angle of attack. However they are well placed to feed air into the brake ducts and side intakes. May try to get some side canards mounted before SIDC (Knockhill) on the 29th.
Dermot Ohare also says I need to try and adjust the throttle tps reading to as close to 100% as possible to gain the full map. Currently sits at 94%.
Will need to remove driver seat to get better access to footwell throttle cable.
Just waiting for the rear hatch now. msg left for Paul at www.plastics4performance.co.uk
Sunday, April 16, 2006
Progress - some pics...
Dunc dropped over to set the throttle.
We now have 94% throttle on Freescan (compared to 71%) which should prove a lot better - new throttle cable planned (pref before S'stone).
Built up wing and checked for size - will need to drop in some threaded rivets to secure but should sit well. Plan will be to have longer legs machined for better rear visibility (if I can see anything through the polycarb deck that is..)
Turbosmart BOV not yet fitted as Dunc had the wrong diameter samco hosing - will drop by in the week to finish.
Bonnet pins now in position ready for new rear hacth - I can play with the heights for best fit and have some rubber washers and hose to reduce vibration.
Fuel pressure gauge fitted - will check once running - we canthen richen the mix slightly if the car continues to run a bit leann.
Friday, April 14, 2006
New wing arrived..
The new Cosmo Racing wing arrived from Canada - looks the business and packaging was excellent - price was fantastic - right now ally wings are really being overlooked in favour of carbon ones of so-so quality... Sport300 wing already removed ready..
Will fit Saturday - hopefully new rear hatch on its way next week aso I'll drill and mount my bonnet pins in lieu. Dunc popping down with BOV, plugs and leads.
Still no news on the front rubber lower air dam but hopefully will have arranged over next couple of months.
Need to buy some heavy duty rubber hosing for bonnet pins and some L-brackets for canards etc.
will post pics once fitted
Sunday, April 09, 2006
Sunday - work underway..
So basic update today:
Dunc never managed to get down today but hopefully he'll be across this week to help fit the new BOV.. so I fired on..
New O2 sensor on. Last one was def not a proper Delco unit.
Wrapped O2 with cooltec as it runs pretty close to the tubby
Rear deck spoiler off - new ally wing on its way from Canada
Rear hatch off - ready for new one
Exhaust shield off ready for wrap.
New IAC to go on at some point.
Switched MAP sensor for a spare
Ran Freescan for errors codes and data load.
Re-set idle and fuel maps.
Car runs lean 13.5-13.9) and slightly lean once warmed up (13-13.2).
Tried switching spare idle control sensor but reverted back to the static off one previous owner was using, which is basically glued the spring into a fixed position.
fpr disconnected, BOV disconnetced, loom holders disconnected and plenum cover removed and ancillaries disconnected. The 2 secondary injectors sit inside the connector between the chargecooler and the plenum but have their own inlets into the plenum. The injector tips are coated in red gear oil - not sure if that's standard but I know the fine lube qualities of gear oil (i.e. 3-in-1) was a must for carbs etc so suspect the same is true for injection units.
Silicon removed for mating surfaces ready for new gaskets. What's cool is that previous owner has ported all of the inside of the plenum, turbo intake, throttle inlets etc.
B'flies look in good order and move well on cable. No massive play but will have someone try the pedal and watch the b'flies for full apparture.
Looks as if the lower splitter can be unbolted - def looks like I can build some sort of proper lower diffuser set up and use a couple of quick release wing nuts like the front bumper. Once removed it will make it easier to unload/load the car from the trailer.
Dunc never managed to get down today but hopefully he'll be across this week to help fit the new BOV.. so I fired on..
New O2 sensor on. Last one was def not a proper Delco unit.
Wrapped O2 with cooltec as it runs pretty close to the tubby
Rear deck spoiler off - new ally wing on its way from Canada
Rear hatch off - ready for new one
Exhaust shield off ready for wrap.
New IAC to go on at some point.
Switched MAP sensor for a spare
Ran Freescan for errors codes and data load.
Re-set idle and fuel maps.
Car runs lean 13.5-13.9) and slightly lean once warmed up (13-13.2).
Tried switching spare idle control sensor but reverted back to the static off one previous owner was using, which is basically glued the spring into a fixed position.
fpr disconnected, BOV disconnetced, loom holders disconnected and plenum cover removed and ancillaries disconnected. The 2 secondary injectors sit inside the connector between the chargecooler and the plenum but have their own inlets into the plenum. The injector tips are coated in red gear oil - not sure if that's standard but I know the fine lube qualities of gear oil (i.e. 3-in-1) was a must for carbs etc so suspect the same is true for injection units.
Silicon removed for mating surfaces ready for new gaskets. What's cool is that previous owner has ported all of the inside of the plenum, turbo intake, throttle inlets etc.
B'flies look in good order and move well on cable. No massive play but will have someone try the pedal and watch the b'flies for full apparture.
Looks as if the lower splitter can be unbolted - def looks like I can build some sort of proper lower diffuser set up and use a couple of quick release wing nuts like the front bumper. Once removed it will make it easier to unload/load the car from the trailer.
Sunday - O2 and throttle... BOV?
Hopefully Dunc coming across today with new Turbosmart BOV.. One that isn't so tired as the Forge replica one. I could have gone for a new spring but thought I might as well replace.. it's only money.
Aiming to set throttle cable and fit new O2 - unfortunately connector not long enough so will have to drop by a factors next week to pick up a 4-pin connector.. I could bodge a re-wire but figure wiring dodgey enough - new loom poss' for next year me thinks.. :roll:
With the Freescan hooked up I'm hoping I can adjust at the pedal box with good throttle travel instead of having to unbolt plenum and ancillaries to get into the fine throttle adjuster... will see how much slack there is. There's also a few stops on the pedal to play with. :idea:
Above is a pic of a Turbosmart BOV
Thursday, April 06, 2006
Data, charts and Freescan.... insomnia cure..
Ok - I've started to break down the data files form Freescan. As I work with data and charts all day at work then I find this straightforward enough to do. It's just another number of variables to analyse - trick is to know the significance of values and this is where the Freescan manual is invaluable. For most this is a quick road to sleepyville.. I acually quite enjoy it and may write a quick macro once I know what data I will always pull from a csv file and what format I'd want it in. Charta are so much easier to comprehend than mindless tables of data upon data... zzzzz
Rechecked and sorted my figures and removed nil values such as off throttle position readings or idle values - end result is that TPS shows good readings and a linear movement between TPS-Volt and TPS position. I will run a steadier run @ weekend by gradually increasing and decreasing throttle/revs to double check. Pretty sure TPS is fine.
However the O2 (Lambda) readings are a bit strange - also they show a very lean reading at idle (<0.03-0.3) and off throttle yet rich to very rich reading (>0.3-0.9) on throttle - this may be due to the O2 sensor and I'm replacing that shortly from SJ Sportcars. Knock reading appears to be ramping up continually at idle with a few occasional knock retard recorded at max revs at idle (not recommended..). Will check Knock at next outing where engine loads are more realistic and there's positive airflow, full throttle etc.
Air-fuel shows 13 (measures 12.9 on wide band lambda) under load and 13.5 at idle or off throttle.. a bit lean..
Iffy idle is due to absence of an IAC and set idle to 1200 rpm. Not sure if this is playing havoc with the O2 at idle or not. Hole is blanked off and sealed with small pipe extruding.
MAP readings look good and rise steadily in line with revs with no obvious drop off. However thes ereadoings are not so relevant until car is on the move. At least they don't indicate a vacuum leak.. yet.
However spark advance does looks off and dips significantly between 2500-3000 revs where there is also a flat spot in the O2 reading. There are notes to run plugs one stage colder than std and may give that a go.
Rechecked and sorted my figures and removed nil values such as off throttle position readings or idle values - end result is that TPS shows good readings and a linear movement between TPS-Volt and TPS position. I will run a steadier run @ weekend by gradually increasing and decreasing throttle/revs to double check. Pretty sure TPS is fine.
However the O2 (Lambda) readings are a bit strange - also they show a very lean reading at idle (<0.03-0.3) and off throttle yet rich to very rich reading (>0.3-0.9) on throttle - this may be due to the O2 sensor and I'm replacing that shortly from SJ Sportcars. Knock reading appears to be ramping up continually at idle with a few occasional knock retard recorded at max revs at idle (not recommended..). Will check Knock at next outing where engine loads are more realistic and there's positive airflow, full throttle etc.
Air-fuel shows 13 (measures 12.9 on wide band lambda) under load and 13.5 at idle or off throttle.. a bit lean..
Iffy idle is due to absence of an IAC and set idle to 1200 rpm. Not sure if this is playing havoc with the O2 at idle or not. Hole is blanked off and sealed with small pipe extruding.
MAP readings look good and rise steadily in line with revs with no obvious drop off. However thes ereadoings are not so relevant until car is on the move. At least they don't indicate a vacuum leak.. yet.
However spark advance does looks off and dips significantly between 2500-3000 revs where there is also a flat spot in the O2 reading. There are notes to run plugs one stage colder than std and may give that a go.
Update on sensors - money money.. (6/4/06)
Ok .. bliming sensors
- new plenum gaskets ordered - check
- new O2 sensor ordered - check
- new Turbosmart BOV on way - check
Once these are fitted and throttle adjusted to 100% then we should be getting somewhere - I wonder if the actuator has to be re-set to the mechanical minimum - i.e. 0.65 bar..?
Spoke to Steve - car doesn't run an IAC but is blocked instead with a small pipe to allow some air past the throttles. It idles lumpily but seems to work. He reckons TPS should be fine even if not 100%.
Sent Dunc the Freescan + manual - we can use Freescan to check we have full throttle and a good mix. He's also going to use an LM-1 to double check the lambda. Dunc will hopefully get across the weekend before SIDC to fit the BOV and adjust throttle.. may try to get dad to come across and help me adjust throttle and fit O2 before that, so it's done.
Then I can focus on fuel mix, charge temps and boost.. IF the wiring holds together!!
slow progress..
Tuesday, April 04, 2006
Freescan - first scan results - not great news..
Dermot checked the various data files I sent from the first Freescan run. He found:
Baro and Map sensors do not read the same when ignition is on and engine if off.
At idle the Map is 0.19-0.2 at 1100 rpm, normally this is about 0.40-0.5. (2 or 3 Bar ?)
Lambda sensor is not working, no 0-1V swings at idle once sensor is warmed up. IAC valve is not working, should park at 170 and drop to acheive steady idle (40-70).
TPS sensor certainly does not go to 100% He was also not happy with the voltage output from the sensor, it is not linear and reproduceable in places
Dermot's recommendations:
New O2 sensor or check connections, get a Lotus one
Clean and possibly replace IAC valve
TPS sensor may also need changing, once throttle cable is set right
Check ecu again for any error codes
He expects engine should be running very poorly, fuelling should be terrible as it will be running off tables. Will check the throttle adjustment and check or replace all the sensors. Will then record the map settings again at the car's next outing.
[urgh]
Baro and Map sensors do not read the same when ignition is on and engine if off.
At idle the Map is 0.19-0.2 at 1100 rpm, normally this is about 0.40-0.5. (2 or 3 Bar ?)
Lambda sensor is not working, no 0-1V swings at idle once sensor is warmed up. IAC valve is not working, should park at 170 and drop to acheive steady idle (40-70).
TPS sensor certainly does not go to 100% He was also not happy with the voltage output from the sensor, it is not linear and reproduceable in places
Dermot's recommendations:
New O2 sensor or check connections, get a Lotus one
Clean and possibly replace IAC valve
TPS sensor may also need changing, once throttle cable is set right
Check ecu again for any error codes
He expects engine should be running very poorly, fuelling should be terrible as it will be running off tables. Will check the throttle adjustment and check or replace all the sensors. Will then record the map settings again at the car's next outing.
[urgh]
Saturday, April 01, 2006
F40-style rear hatch almost ready
The clear F40-style Flexiglas(c) rear hatch is almost ready. Paul @ Plastics4Performance www.plastics4performance.co.uk has been slowly heating and cutting the vents into the one peice panel - a first for the firm. The F40 rear deck used special tooling and was sealed to the rear clamshell.
The new deck will allow better cooling, reduced weight and also more space to fit the eventual ram air system (65mm ram pipes, carbon airbox and ram air cone filter).
The hatch will use quick release bonnet pins for quick access. The total weight of the entire rear hatch will be circa 5 kilos - a big weight saving over the std (albeit) lightened deck, which is approx 10-12 kilos.
A perspex copy will be used for initial fitting and locating of the 8 pics that will be used. It will also serve as a temporary back-up should anything happen to the Flexiglas one.,
Front canards and splitters cut - just need some small brackets and I'm good to go. Drilling multiple holes in the front bumper will allow me to adjust and I can later use the same holes to try different designs.
The search for a usable rear wing continues. I will look again at the rear Sport300 spoiler tomorrow to see if I can build up carbon - but that will always be a compromise; but finances may dictate for time being.
Next shakedown is the SIDC event at Knockhill - 29th April.. usually wet, doubly hard as EF and now Esprit has twice the power.. nervous, me.. nah.. umm.. err....
Freescan update - making progress
Quick update: Freescan hooked up and running A1.
7 csv files downloaded - marked off figures against manual. So far ony pre-start, cold start to idle then warm idle to full temp plus full throttle at idle.
Will send the maps to D and see what he thinks - fact the throttle position was showing at only 77% instead of 100% is worth checking out..ahh the novelty of being able to start the car without a jump or a push..
right - I'm off to have some tea then cut some carbon canards..
Jon
Friday, March 31, 2006
Replicating the ST-2 'GT2' race car
If people want to know where I'm taking this car then the following is not to far off the mark,,
Autocar Magazine, August 1995 by Andrew Frankel. Source: www.lotusespritworld.com
"I was told I would stall four times and not to feel too bad about it. Apparently, everybody stalls the Lotus Esprit ST2 four times when they first drive it.
Well, not me. I stalled it five times and my eventual getaway was only marginally less graceful than a newborn giraffe learning to walk. No matter, I was on a track in the Esprit GT2, the car that, in the only round of the BPR sportscar championship it contested, proved much faster than every other GT2 sportscar. So much so that, when it retired just eight minutes from the flag, it was well over a lap ahead of any other car in its class.
Sitting beside me was George Howard-Chappell, manager of the Lotus GT Team, chief development driver for the Esprit GT2, Esprit club racer and ex-Lotus Formula 1 team engineer. He pondered out loud whether the road-going Esprit handling balance wasn't a shade too neutral for Lotus's average customer.
When I climbed out, he slotted into the driver's seat for some seriously fast laps. Our aim was to log as accurately as we could the performance differential between a front-row supercar and its all-out racing equivalent. We had the technology, from standard speed measuring equipment to a full telemetry system bought from the bankrupt Lotus F1 team. It logged every touch on the throttle and very dab of the brakes. Every shred of data from such basic essentials as an overall lap time to minutiae such as the time lost changing gear would be logged.
Howard-Chappell set a bogey time of 1:29.57sec in the S4s while I sized up the GT2. Like the McLarens, Honda NSXs, Porsche 911s, Ferrari F40s and the many other GTs that race in the world's most prestigious sportscar championship, the Esprit is no silhouette racer. Inside lie an Esprit engine and Esprit suspension, albeit both highly modified.
The engine is the same 2174cc unit that first saw service in the Lotus 64 in 1968 and has powered every Lotus for the last generation. In road-going S4s trim it produces 285bhp yet the racer, using standard pistons, rods and valves, thumps out 375bhp in race trim and a little over 400bhp in qualifying. It achieves this with a little detail tuning – one camshaft is standard, the other from a Sunbeam Lotus rally car – and one big turbo. Lotus is among the few teams unaffected by the size of restrictor the rules require. The engine could legally be wound up to at least 450bhp but, figures Lotus, why bother risking reliability when it's already far and away the fastest GT2 out there?
The secret of its speed is not its power, as anyone driving one of the 480bhp Porsche 911 GT2 cars this Esprit walked all over at Donington will attest. In the finest Lotus tradition, its secret is its weigh. Right now it tips the scales at just 917kg, fully 30 per cent less than the S4s. In qualifying trim this gives a power-to-weight ratio of 436bhp per tonne. That's not far off being double the 221bhp per tonne possessed by the road car, itself capable of 162mph and 0-60mph in 4.7sec.
Next season Lotus will race the Esprit in the big boys' GT1 category. By then it will not only weigh 900kg, absolute zero for a sportscar, but will also be powered by Lotus's all-new twin-turbo 3.5-litre V8. This engine is rumoured to be pushing out 550bhp in race trim, giving a power-to-weight ratio of about 610bhp per tonne – enough even to worry the sovereign McLarens.
Back at Lotus's test track, though, I was content with only four cylinders and a single turbo. I've driven the McLaren racer but, for many reasons – largely the combination of slick tyres on a damp and unfamiliar track, the car's £750,000 value and that big yellow streak I call a backbone – I was almost completely cowed by the experience. In those six laps, I'm afraid I learned rather more about myself than the car.
The Esprit experience was not like that. It helped that I knew the track and that it was dry. However, it was my knowledge of Lotus and its record as maker of the most consistently excellent car chassis in the world that helped most. After the first few exploratory laps to pump some heat into the slicks and learn my way around the five-speed dog-leg Hewland gearbox, there no longer seemed any reason to hang around.
came in and had a chat with Howard-Chappell. He seemed pleased that I hadn't wrapped his GT2 around any one of a multitude of hard objects there are to hit at Hethel. He even pressed the button which gave me full race boost, instead of a namby-pamby 350bhp or so I'd hitherto been allowed to play with.
It's amazing what a bit of confidence and an extra 25bhp can do for your lap times. Lap after lap I felt able to push a little harder, eventually using fifth gear for the curves and, for the first time in my life, really feeling wing and venturi-generated downforce begin to dominate the handling. It became intoxicating – the faster I went, the better it felt. This Lotus has exactly half the downforce of the last Lotus F1 car which, by any other standards, is a huge amount of air pressure sucking the car on to the road.
I shudder to think what would happen when the limit of the wind-assisted slicks was finally broken in a fifth gear corner. All I know is that at my own maximum effort – enough to get the sparks flying and the steering kicking as I turned into the windsock corner – the GT2 felt more stable and secure than any car I've ever driven at speed.
I wanted more time with the Lotus but, above all, I wanted more power, a desire I never imagined I'd harbour before climbing aboard. All I knew about the grip limit was that it would understeer progressively through the hairpins and respond faithfully to any throttle-fed request to my chosen line. In the fifth gear sweeps, I doubt I even got close.
Even so, I can see why Zanardi was able to drive around the outside of other GT2 competitors at Donington and why he loves the Esprit's natural balance and ability to carry speed through a corner.
To me, the Esprit GT2 felt further removed from the S4s than did the McLaren GTR from its road-going equivalent. Not simply because, unlike the GTR, it was so much quicker in a straight line but because it still felt related to the Esprit – a distant cousin rather than a snazzy twin brother.
The data from Hethel rather confirmed the night and day performance differential separating a Lotus supercar from a Lotus racing car. Staggeringly, the speed differential at the end of the main straight was nearly 20mph, while the GT2 would blast through any on of the three fifth gear sweeps 10mph or 10 per cent more swiftly than the S4s. Anyone who knows the phenomenal limits of an S4s will appreciate the scale of this achievement. Over the entire lap, the GT2 was a clear 10 sec ahead of the S4s, a gap which could only widen with further experimentation.
But what is perhaps most extraordinary of all is that, for Lotus, this Esprit is no more than a stepping stone to greater things. It was built to rekindle interest and to dry-run the Esprit chassis for the rather more serious business to come – an all-out assault on GT1 next year. To do that, the 20-year-old Esprit must take on the might of McLaren – and win. It will do it with the new V8, combining a works entry with customer cars it will sell for £150,000 apiece.
The goal is not to get a few podiums, win a race and have a serious go for the title in 1997. It is Lotus's clear and stated aim to win the championship straight out of the box. As the search for sponsors continues, it is entirely in Lotus's interest to talk up the project. But think about this: the fact that the Esprit simply drove away from the other GT2 competitors, despite having up to 100bhp less, would suggest there is little wrong with the chassis. The GT1 Esprit will use a further modified, still lighter version of that chassis complete with carbon brakes and half as much power again.
If I was a privateer looking for a way to combat the deserved dominance of the McLaren, I'd be thinking about that. And not just because the Esprit is British, nor simply because it's a works-developed Lotus. I think the fact that the company will sell you five for the price of just one McLaren would weigh pretty heavily on my mind, too.
Lotus Esprit GT2 race car
HOW FAST?
Max speed on straight: 146mph
Hairpin corner: 56mph
Factory corner: 106mph
Clubhouse corner: 103mph
Steering pad corner: 52mph
Windsock corner: 106mph
Overall lap time: 1min 18.71sec
HOW BIG?
Length: 4300mm
Width: 1950mm
Height: 1100mm
Wheelbase: 2440mm
Front track: 1540mm
Rear track: 1624mm
Weight: 917kg
Fuel tank: 100 litres
ENGINE
Max power: 400bhp @ 7200rpm
Specific output: 184bhp per litre
Power to weight: 436bhp per tonne
Capacity: 2174cc, 4 cylinders in line
Bore/stroke: 95/77mm
Valves: 4 per cylinder, dohc
GEARBOX
Type: Hewland straight-cut 5-speed manual
SUSPENSION
Front: wishbones, coils, anti-roll bar
Rear: lateral links and trailing arms, anti-roll bar
STEERING
Type: rack and pinion, unassisted
BRAKES
Front: 330mm ventilated discs, 6-pot calipers
Rear: 330mm ventilated discs, 4-pot calipers
WHEELS & TYRES
Size: 9x18 (f) 11x18 (r) Made of magnesium
Tyres: 24/64 -18 (f), 27/65 -18 (r) Michelin slicks
Lotus Esprit S4s road car
HOW FAST?
Max speed on straight: 127mph
Hairpin corner: 49mph
Factory corner: 95mph
Clubhouse corner: 94mph
Steering pad corner: 38mph
Windsock corner: 96mph
Overall lap time: 1min 29.57sec
HOW BIG?
Length: 4414mm
Width: 1883mm
Height: 1150mm
Wheelbase: 2420mm
Front track: 1520mm
Rear track: 1520mm
Weight: 1347kg
Fuel tank: 73 litres
ENGINE
Max power: 285bhp @ 6400rpm
Specific output: 130bhp per litre
Power to weight: 212bhp per tonne
Capacity: 2174cc, 4 cylinders in line
Bore/stroke: 95/77mm
Valves: 4 per cylinder, dohc
GEARBOX
Type: Renault all-syncromesh 5-speed manual
SUSPENSION
Front: wishbones, coils, anti-roll bar
Rear: lateral links and trailing arms, anti-roll bar
STEERING
Type: rack and pinion, power assisted
BRAKES
Front: 296mm ventilated discs
Rear: 300mm ventilated discs Anti-lock standard
WHEELS & TYRES
Size: 8.5x17 (f) 10x18 (r) Made of alloy
Tyres: 235/40 ZR17 (f), 285/35 ZR18 (r)
Autocar Magazine, August 1995 by Andrew Frankel. Source: www.lotusespritworld.com
"I was told I would stall four times and not to feel too bad about it. Apparently, everybody stalls the Lotus Esprit ST2 four times when they first drive it.
Well, not me. I stalled it five times and my eventual getaway was only marginally less graceful than a newborn giraffe learning to walk. No matter, I was on a track in the Esprit GT2, the car that, in the only round of the BPR sportscar championship it contested, proved much faster than every other GT2 sportscar. So much so that, when it retired just eight minutes from the flag, it was well over a lap ahead of any other car in its class.
Sitting beside me was George Howard-Chappell, manager of the Lotus GT Team, chief development driver for the Esprit GT2, Esprit club racer and ex-Lotus Formula 1 team engineer. He pondered out loud whether the road-going Esprit handling balance wasn't a shade too neutral for Lotus's average customer.
When I climbed out, he slotted into the driver's seat for some seriously fast laps. Our aim was to log as accurately as we could the performance differential between a front-row supercar and its all-out racing equivalent. We had the technology, from standard speed measuring equipment to a full telemetry system bought from the bankrupt Lotus F1 team. It logged every touch on the throttle and very dab of the brakes. Every shred of data from such basic essentials as an overall lap time to minutiae such as the time lost changing gear would be logged.
Howard-Chappell set a bogey time of 1:29.57sec in the S4s while I sized up the GT2. Like the McLarens, Honda NSXs, Porsche 911s, Ferrari F40s and the many other GTs that race in the world's most prestigious sportscar championship, the Esprit is no silhouette racer. Inside lie an Esprit engine and Esprit suspension, albeit both highly modified.
The engine is the same 2174cc unit that first saw service in the Lotus 64 in 1968 and has powered every Lotus for the last generation. In road-going S4s trim it produces 285bhp yet the racer, using standard pistons, rods and valves, thumps out 375bhp in race trim and a little over 400bhp in qualifying. It achieves this with a little detail tuning – one camshaft is standard, the other from a Sunbeam Lotus rally car – and one big turbo. Lotus is among the few teams unaffected by the size of restrictor the rules require. The engine could legally be wound up to at least 450bhp but, figures Lotus, why bother risking reliability when it's already far and away the fastest GT2 out there?
The secret of its speed is not its power, as anyone driving one of the 480bhp Porsche 911 GT2 cars this Esprit walked all over at Donington will attest. In the finest Lotus tradition, its secret is its weigh. Right now it tips the scales at just 917kg, fully 30 per cent less than the S4s. In qualifying trim this gives a power-to-weight ratio of 436bhp per tonne. That's not far off being double the 221bhp per tonne possessed by the road car, itself capable of 162mph and 0-60mph in 4.7sec.
Next season Lotus will race the Esprit in the big boys' GT1 category. By then it will not only weigh 900kg, absolute zero for a sportscar, but will also be powered by Lotus's all-new twin-turbo 3.5-litre V8. This engine is rumoured to be pushing out 550bhp in race trim, giving a power-to-weight ratio of about 610bhp per tonne – enough even to worry the sovereign McLarens.
Back at Lotus's test track, though, I was content with only four cylinders and a single turbo. I've driven the McLaren racer but, for many reasons – largely the combination of slick tyres on a damp and unfamiliar track, the car's £750,000 value and that big yellow streak I call a backbone – I was almost completely cowed by the experience. In those six laps, I'm afraid I learned rather more about myself than the car.
The Esprit experience was not like that. It helped that I knew the track and that it was dry. However, it was my knowledge of Lotus and its record as maker of the most consistently excellent car chassis in the world that helped most. After the first few exploratory laps to pump some heat into the slicks and learn my way around the five-speed dog-leg Hewland gearbox, there no longer seemed any reason to hang around.
came in and had a chat with Howard-Chappell. He seemed pleased that I hadn't wrapped his GT2 around any one of a multitude of hard objects there are to hit at Hethel. He even pressed the button which gave me full race boost, instead of a namby-pamby 350bhp or so I'd hitherto been allowed to play with.
It's amazing what a bit of confidence and an extra 25bhp can do for your lap times. Lap after lap I felt able to push a little harder, eventually using fifth gear for the curves and, for the first time in my life, really feeling wing and venturi-generated downforce begin to dominate the handling. It became intoxicating – the faster I went, the better it felt. This Lotus has exactly half the downforce of the last Lotus F1 car which, by any other standards, is a huge amount of air pressure sucking the car on to the road.
I shudder to think what would happen when the limit of the wind-assisted slicks was finally broken in a fifth gear corner. All I know is that at my own maximum effort – enough to get the sparks flying and the steering kicking as I turned into the windsock corner – the GT2 felt more stable and secure than any car I've ever driven at speed.
I wanted more time with the Lotus but, above all, I wanted more power, a desire I never imagined I'd harbour before climbing aboard. All I knew about the grip limit was that it would understeer progressively through the hairpins and respond faithfully to any throttle-fed request to my chosen line. In the fifth gear sweeps, I doubt I even got close.
Even so, I can see why Zanardi was able to drive around the outside of other GT2 competitors at Donington and why he loves the Esprit's natural balance and ability to carry speed through a corner.
To me, the Esprit GT2 felt further removed from the S4s than did the McLaren GTR from its road-going equivalent. Not simply because, unlike the GTR, it was so much quicker in a straight line but because it still felt related to the Esprit – a distant cousin rather than a snazzy twin brother.
The data from Hethel rather confirmed the night and day performance differential separating a Lotus supercar from a Lotus racing car. Staggeringly, the speed differential at the end of the main straight was nearly 20mph, while the GT2 would blast through any on of the three fifth gear sweeps 10mph or 10 per cent more swiftly than the S4s. Anyone who knows the phenomenal limits of an S4s will appreciate the scale of this achievement. Over the entire lap, the GT2 was a clear 10 sec ahead of the S4s, a gap which could only widen with further experimentation.
But what is perhaps most extraordinary of all is that, for Lotus, this Esprit is no more than a stepping stone to greater things. It was built to rekindle interest and to dry-run the Esprit chassis for the rather more serious business to come – an all-out assault on GT1 next year. To do that, the 20-year-old Esprit must take on the might of McLaren – and win. It will do it with the new V8, combining a works entry with customer cars it will sell for £150,000 apiece.
The goal is not to get a few podiums, win a race and have a serious go for the title in 1997. It is Lotus's clear and stated aim to win the championship straight out of the box. As the search for sponsors continues, it is entirely in Lotus's interest to talk up the project. But think about this: the fact that the Esprit simply drove away from the other GT2 competitors, despite having up to 100bhp less, would suggest there is little wrong with the chassis. The GT1 Esprit will use a further modified, still lighter version of that chassis complete with carbon brakes and half as much power again.
If I was a privateer looking for a way to combat the deserved dominance of the McLaren, I'd be thinking about that. And not just because the Esprit is British, nor simply because it's a works-developed Lotus. I think the fact that the company will sell you five for the price of just one McLaren would weigh pretty heavily on my mind, too.
Lotus Esprit GT2 race car
HOW FAST?
Max speed on straight: 146mph
Hairpin corner: 56mph
Factory corner: 106mph
Clubhouse corner: 103mph
Steering pad corner: 52mph
Windsock corner: 106mph
Overall lap time: 1min 18.71sec
HOW BIG?
Length: 4300mm
Width: 1950mm
Height: 1100mm
Wheelbase: 2440mm
Front track: 1540mm
Rear track: 1624mm
Weight: 917kg
Fuel tank: 100 litres
ENGINE
Max power: 400bhp @ 7200rpm
Specific output: 184bhp per litre
Power to weight: 436bhp per tonne
Capacity: 2174cc, 4 cylinders in line
Bore/stroke: 95/77mm
Valves: 4 per cylinder, dohc
GEARBOX
Type: Hewland straight-cut 5-speed manual
SUSPENSION
Front: wishbones, coils, anti-roll bar
Rear: lateral links and trailing arms, anti-roll bar
STEERING
Type: rack and pinion, unassisted
BRAKES
Front: 330mm ventilated discs, 6-pot calipers
Rear: 330mm ventilated discs, 4-pot calipers
WHEELS & TYRES
Size: 9x18 (f) 11x18 (r) Made of magnesium
Tyres: 24/64 -18 (f), 27/65 -18 (r) Michelin slicks
Lotus Esprit S4s road car
HOW FAST?
Max speed on straight: 127mph
Hairpin corner: 49mph
Factory corner: 95mph
Clubhouse corner: 94mph
Steering pad corner: 38mph
Windsock corner: 96mph
Overall lap time: 1min 29.57sec
HOW BIG?
Length: 4414mm
Width: 1883mm
Height: 1150mm
Wheelbase: 2420mm
Front track: 1520mm
Rear track: 1520mm
Weight: 1347kg
Fuel tank: 73 litres
ENGINE
Max power: 285bhp @ 6400rpm
Specific output: 130bhp per litre
Power to weight: 212bhp per tonne
Capacity: 2174cc, 4 cylinders in line
Bore/stroke: 95/77mm
Valves: 4 per cylinder, dohc
GEARBOX
Type: Renault all-syncromesh 5-speed manual
SUSPENSION
Front: wishbones, coils, anti-roll bar
Rear: lateral links and trailing arms, anti-roll bar
STEERING
Type: rack and pinion, power assisted
BRAKES
Front: 296mm ventilated discs
Rear: 300mm ventilated discs Anti-lock standard
WHEELS & TYRES
Size: 8.5x17 (f) 10x18 (r) Made of alloy
Tyres: 235/40 ZR17 (f), 285/35 ZR18 (r)
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