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.

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

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.

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.

Just imagine - letstorque!

Imagine - if I could hit both power and weight targets - hypothetically speaking of course..

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)

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!

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.

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

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

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."

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

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.

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!

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..????

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.

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,

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.

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 !!

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!!

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.