dodge1979

Many thanks for the reply Dave, that pretty much sums it up!

Is there likely to be any hotel price arrangements closer to the time...just thinking ahead..

Phil, youll find the pedal is more consistent with the abs either disconnected or completely not working. Basically, the abs ecu wont be controlling and using the solenoids to control fluid and if its malfunctioning itll be controlling them sporadically or inefficiently thus giving a n unsettled feel (in basic terms). When the abs functions correctly, it will be more consistent.

If you read my thread pinned at the top of this section it will give you detailed info on this system and repairing it with great success.. Access to the switch can also be made using a suitable deep reach socket..28mm I think..or was it 30something...cant remember right now.this doesnt need the accumulator removing. Also, and I would strongly recomend this...when was your fluid last fully changed? If its.due or due soon..remove the pump assembly, replace the rubber.hose with new epdm material hose, as the old one will be sweating fluid over time, and then your free to remove the.switch and accumulator if needed on the.bench. Then, rebleed using the method I describe. This will ensure that the fluid is.good, the.hose is new and perfect and if youve changed the switch or accumulator, that will be donw easily. I would say that even if you change the accumulator, the system probably wont be up to the right pressure still, even if it seems slightly better. It more than likely is a.weak.switch.

Well firstly appologies in the delay in getting to respond on the comments given above, Ive been a little busy! Ill go through them as they appear in order, so firstly, Brian! In terms of the fuel system, Id like to say that at no point during my intial build etc did I have a target BHP. Horses are not the most important figure to me, and as such I merly wanted to improve as stated previously. The fuel system was updated because the injectors, whilst obviously working on the standard car, were old. As I was doing everything in depth, I wanted to replace them with new ones primarily, then having researched and spoken to other members of the forum the recomended injectors from Five-o in the USA were selected. These were chosen because of the improved spray pattern and performance over standard and as I wanted new injectors, were at a good price compared to buying standard. I was also satisfied that wherever my build took me in terms of improvements, these would handle and perform without the need to change them again. The fuel pump was changed for an uprated unit purely because the original one was getting old and a new unit that exceeds demand is never a bad thing. So my fuel upgrades were along similar lines that you have thought too. Tuning wise, as we know the ECU cannot be tuned. The only thing capable is the chip to be exchanged. The fuel pressure regulator was fitted and adjusted, because running the different injectors means that the fuel being actually let into the inlet charge would have changed, even fractionally. The need to have control over this becomes more essential when you start changing several things. For example, when the decat was fitted recently, the dyno showed a change in lamba readings which required adjustment on the fuel pressure to control the fuelling a little better to compensate for the engine running leaner with no cat..Also the adjustable pressure requlator was fitted because the original fixed unit was old..and therefore how reliable and how accurate it was could not really be relied upon...so another change to cover all eventualities.. The word 'Tuning' is a general term..if you start changing induction/exhaust flow/fuel flow etc that is tuning. Bolting parts on that change the way things run is as much tuning as pluging a laptop in to program an ECU or changing carb needles to suit the engine..provided that everything changed is checked, adjusted where required and tested to show it is running to the best of its ability. Yes, the boost leaks discovered are repair orientated, but as I stressed before, everything was built with new items as per the factory manual. The point of talking about them is to raise awareness that even new, perfectly fitted items are not always good and can require further work to ensure that they perform to the best level possible along with everything else...so its important to be aware of these things..the rolling road allowed me to discover the faults and correct them without guess work..which is the whole point really! Now when you fit your decat and K&N filter, what do you think will happen? Youll run a little lean in the fuelling. which will need compensating for by adjusting the fuelling, which cant be altered in the ECU, but the amount of fuel forced through the injectors under pressure can be altered by altering the pressure in the fuel..even though the length of time they stay open is a fixed variable. That is a very important and useful tuning step which will enable you to get the most out of your work.. Lastly Brian you mention the pullys. Yes originally I considered this on my first build. However at the time I didnt have different pullys to make the change easy, green dot or fully adjustable. However, when my engine comes back out in April for its service, this is something I am seriously considering doing as the small benefits will no doubt compliment the other improvements made. Now then Paul! Espritmon BHP and Torque readings....well to put it politely ..what a load of rubbish. They are pure fantasy and unless you want a laugh I wouldnt even press the button...its a fantastically usefull tool for diagnosing faults and seeing realtime running on some items, but the performance figures are to be ignored. It has no way of correctly calculating them let alone collecting the data required. No offence to the chap who wrote it, we are all very gratefull! As for the chips used...Ive said it before...not a fan. Its not an accurate and always safe way for tuning your engine. Id rather use the standard Lotus chips and improve the physical restrictions in the mechanics to make a very smooth useable car moreso...

Usefull notes..ill be.experiencing this.in june along with ian (palmergeddon) in our Esprits..looking forward to it!

I used the range rover P38 model unit as a direct replacement. .using a copper washer to ensure a seal its a perfect replacement...and not,pricey too..

Ill make the drive over with you guys but I wont be staying im afraid....

Keep it! Overcast but dry here!

And typically this morning appears to be not a bad start to the day weatherwise!

My dads seen that one before...thought it was me for a moment...but not!

Andy.. Its a shame yes...mAybe in the meantime you might make a breakfast meet or something!

Easy. Buy a bosch pump about 90quid, wiring it in to run off an.ignition live through a.10amp fuse.dependant upon where you decide to locate the pump, some new.coolant hose may be required. Id recomend attachin it to the chassis.cross.brace that bolts on above the gearbox..loads of.room!

From the sounds of.things its nothing to worry about..if it follows the same. Symptoms I experienced over the winter.... Normally my esprit is garaged, but as im restoring the triumph it has to live outside...so the extreme damp/cold from last year is a factor. Ive experienced 'sludge' in the dipstick tube...looks like the dreaded mayo..but no coolant loss at all, cam cover internals completely clean, power (proven on recent rolling road runs) to be great. Driveability and reliability 100%. This leads me to the following conclusion...because of outside atmospheric conditions..ie wet as fcuk...the temperature and atmospheric conditions are different in the sump and dipstick. Dont forget the dipstick tube is external from the engine, it wi experience a different temperature, different atmospheric conditions. And different cooling rates. This can well lead to oil cooling in the tube, minute atomized oil perhaps combining with a condensed atmosphere creating the mayo effect... I experienced this, then went through the basics. I am.now happy its purely because the car is unfortunately having to live outside at the moment, and after a good run (as it always is...) it cools rapidly due to external damp.atmospheric conditions..clean the tube out, the sump oil is clean, a week later having sat unused, the dipstick tube is again skanky...clean it out, sump.oil is clean,...etc...

Ok the consensus is to skip this weekend...just as a heads up then, the following weekend 10th feb (sunday) is the usual breakfast meet here just outside of Leamington.all welcome.of course.. I believe the following sunday after that im waving my dearest off at the airport so thats out for me, leaving the 24th feb. Not sure if this is the race retro show at stonleigh here in Warwickshire, some may already be off to that..if not then that is viable...or the.first weekend of March! Obviously if there are any midweek meets happening please mention as they may be suitable for some folks in the mean time...

Right boys and girls...weather for sunday at the moment seems to be looking a bit grimm...so does anyone have any opinions whether we should postpone and try another weekend where we can gain maximum attendance and some rays?

Andy, camera happy is how we are! Would be good to meet you, I know I msg you last year about the meets we do. Weather is looking respectable for sunday...it may be a bit like today, sunnyish some cloud but on the whole dry...so shall we recheck by midweek and do a confirmed list of attendees, where each of us.can meet enroute etc...

You havent missed anything yet trev! Its somethin Ian n I were talking over when we came down to the Ace to meet you guys..its all booked up thanks to Ian..staying near st Tropez and making the day trips out everywhere...destination Monaco baby Speaking of st Tropez...there is a chap on here with one...but I think hes on the continent somewhere....now that would be a rare treat to see....

If its any help nigel has a fantastic S4s, obviously Bazza has the Essex...S350...martinl or trevor? What about ppw for the s1 and there was a fantastic s2jps at the breakfast meet this month...icould try and find out whos that is? Ill have a look through my messages to see whos got other models...i know ive been talking to a guy with a high wing, a n/a and carb turbo stevens...

Is it the twin pipes (ie feed and return) to the chargecooler rad your after? Just to clarify...do you have a good solid chargecooler rad now? Are you leaving the.aircon out? As ive done a custom job on mine I have the original pipes on the shelf, along with a new( very very nearly new) chargecooler rad....

I cleaned mine up the other week when I fitted decat, just the backbox and tail pipe trim..as it can be seen it should be.clean!

Derek, indeed boost was increased, but also they ran bigger turbos, bigger valves..so gains were made through physical mechanical differences too...whereas my point is probably most obvious as an example of an SE running a 'red race6' chip...if thats what its called..which I would not say is made specifically with those mechanics in mind....the lust for big power figures without going through the basics fron start to finish first to gain benefits..

Ooooooo one nil to you! Although the mrs has a nail polish Norfolk mustard shade...so unless you can make lump free custard she shall have to touch me in!... Oh er.

There is an enormous amount of flex in the chassis...i discovered this when reinstalling my engine, I had everything up on stands...the rear bracing channel that bolts in over the gearbox wouldnt actually align the bolt holes until I took tye rear up in the air off the stands to allow the rear to splay out..just shows that bolt in section certainly does a.job!

You can have my S4 if you want..it may have gained a few chips from the run to Monaco in June beforehand though..