mike_sekinger

Hi Andy, Glad that you have had success. The Quaife ATB diff does not have the o-ring seal at the base of the output shafts. When I fitted this arrangement to Simon Francis`s V8, I had a leak and then used a pair of thinner driveshaft flange seals. The outer one without the lip seal spring fitted. These sorted the leak out. They can be ordered here: TC42X58X7 TTO Oil seals • 247industries • Order directly online

As Bibs mentioned, the GT1 arches are available and are built to order from moulds created from original parts by Andrä Schrörs here in Germany. Similar parts are also available from a company in Thailand, but have slightly different dimensions as they have been created from scratch.

It is not possible, as you need to release the crankcase breathers from the cam covers. To access those bolts, you need to lift the plenum.

Exhaust manifolds are getting closer. The welding has been done and they should be ready for collection very soon.

Hi Steve, Did you make any forward progress on the coating front? Mike S

More electronics. New enclosure for the ignition cut and throttle blip solenoid circuitry. Still need to fit the blip solenoid. Not a huge amount of space. So little time to work on the car in these last few weeks.

@cweeden I think you may deserve some kind of Long Service Award when you finally get around to building yours ...

The inertia switch/rollover switch checked in the first post

You may wish to reach out to Eric Berg (he is on Facebook) to see if he would be prepared to check your ECU out. He has helped a number of owners by repairing bad drivers in the ECU and is very competent. For the injectors there are a few options: RC Fuel Injection SL2-0240 <br/>Saturated Injector Bosch - part # 0280156211 Please keep us posted as you progress. Mike S

Hi Steve, That sounds absurd. I had a pair of turbine housings done in the Performance White coating in November 2021. It was organised through TurboDynamics and the cost was 450€ for the pair (but with no VAT) Zircotec do a lot of business through appointed Distributors/Agents these days. You might try contacting them to get some sense on pricing. Zircotec Ceramic Coating | Services & Offers | Turbo Dynamics.co.uk I did notice that Funk Motorsport also offer a custom blanket option for headers custom blankets - Funk Motorsport Good luck !

Long awaited progress on my 918 engine tubular manifold project. I`m hoping that these will be completed this month, so that we can move across to the EFR turbos

Yes. This was an additional detail added for the last cars.

2004 Final Edition V8 with under 1K miles sold for 91611€ yesterday. 2004 LOTUS ESPRIT V8 'FINAL EDITION' - 998 MILES (collectingcars.com)

Hi Patrick, I only have one spare, which is itself questionable; I think it has a driver issue. If you can borrow a unit from someone that would be useful in determining if the ECU is at fault. Mike

The Immobiliser is killing your spark, so I doubt that is the issue. The primary pump and injectors are on the same relay. I hate electrical gremlins..... Do you have Service Notes section ML15?

Hi Patrick, P1101 is primary pump relay or circuit shorted. Are you sure that your primary pump is good? When establishing the initial fuel priming, both pumps should run - but if only the secondary is running you will still observe pressure on the rail. After the priming, the secondary pump stops and is only commanded at higher engine loads. The pressure will remain for a period after this priming, so if you are cranking immediately, then there will still be pressure in the rail. What I do not understand is no start despite having apparent fuel and a good spark. Does the engine not start at all or die after a very short time? Regards, Mike S

@Thomas Siegert If you send me your external email, I can send you the diagrams you need.

Secured the coolant lines and positioned the rear extinguisher nozzles. I know it`s detail, but in the case of a fire I will rely on it.

Now that the clutch related stuff is done, the chargecoolers and plumbing can be done. Filled with coolant for the first time, but ran out of distilled water to dilute the concentrate. At least everything is back together and leak free.

First oil change - dumping the initial start-up oil and linking-in of the oil cooler circuit. Initial start-up oil looks as it should. 9.5 litres of Millers CRO, zero`d compression and oil pressure re-established on the starter. 347290856_6429185463812410_5889411984249426094_n.mp4 Wiring preparation for the ignition cut and throttle blip. Solenoid and MOSFET driver board ordered. Initial driving will be done using the clutch.

No. The gearbox is a manual 6-speed, straight cut, dog engagement. It is really a competition gearbox that has found it`s way into a road car. The real appeal is the torque capacity (over 700lb/ft) and that clutchless flat throttle upshifts are possible. The engine can now be tuned to provide a really healthy output. Seeing Andy on the hillclimb brings home the different in performance that comes from such a transmission. Of course, there are some cons associate, but as a road legal track oriented car, it should be a real blast to drive.

I cannot take credit for the gearbox. The pioneering work here was done by Andrä Schroers on his hillclimb Esprit V8 project. He found and sourced the unit, which due to it`s original conception (for Renault rally cars) works directly with a UN1 clutch housing bolt pattern. I`m simply levering off the work that he has done. My challenge was just to set-up the cable based gearchange mechanism as opposed to using a paddle based actuation.

Explaining the sequential gearchange to one of my lads. Still very happy that the gearchange has worked out so well. 346508270_6363127660443959_3001717111916325037_n.mp4

More running in... 346317957_6062960397155297_4849640022371480420_n.mp4 346322329_6032985060154528_6262584083765125114_n.mp4

Busy weekend planned to finish off some remaining jobs. Exciting times with a proper test planning before the end of this month.