mike_sekinger

Slowly finishing off open topics. Collected the transmission oil cooler pump bracket and it`s a perfect fit.

Removal of the cast rear uprights in preparation for the arrival and installation of the CNC versions.

Mention it as many times as you like David. We are not in competition. The entire CNC rear upright project was aimed at offering an attractive option that would escape all of the inherent weaknesses of the cast item whilst being 100% true to the critical dimensions of the Lotus OEM spec.

@tmusc Hi Tony, There was sufficient billet for 12 pairs. 10 are allocated. The first pair will be retained as prototypes, so assuming no further attrition there is still one pair from the first production run available. Of course, further production runs can be scheduled, but if you want to jump then please PM me your details and we will get a Pro-forma invoice out to you. Mike S

Any updates on your situation?

Finally got around to fitting the carbon rear deck. Only weights just over 3Kg so could be accomplished alone. The integral central rod allows for increasing the angle of opening.

Decision time for the project on whether or not to go for the BPR #22 GT1 optic or not... This was one of the original project objectives, but as the car may be sold next year it`s time to decide if that is warranted. The decal set is all prepared, so it is extremely tempting to go that way.

Although not an excuse, I beleive that Alex is struggling with some health issues. Just for info.

Major milestone ! Aira Technology have completed the first LH upright. The part comes in at close to 4.8Kg. The RH upright is currently in progress but this first pair will be retired as prototypes as there are some improvements for the machining process and operations that will be incorporated into the first customer pair. Enjoy the images, also of the bespoke packaging for those who will be having their parts shipped. Big well done to all involved at Aira

There could be a number of things that might be causing that. If the car has done 800 miles since coming back into service and the symtoms are stil there, then chances are you are going to need an proper inspection to determine the actual root cause. That will necessitate removal of the gearbox. I know how powerful those vibrations can feel in the most exteme cases. I bought a V8 once where the flywheel side friction disc had completely disintegrated. Drove the car back from the UK to Germany like that and gearchanges were absolutely horrible, especially from standstill. You could bleed the slave cylinder to make sure that you are getting full movement prior to taking the plunge. Are you going to do the investigation/remedial work yourself?

For how long have the symtoms been present and roughly how many miles have you driven since bringing the car out of hibernation?

Finally able to install the wastegate actuators, due to needing a longer turnbuckle. Running with a higher preload due to the stronger springs and piston type actuator. Now waiting on exhaust wrap for then final part of heat management in the engine compartment for this stage. This will all be replaced in any case when the tubular manifolds arrives and I switch across to the BorgWarner EFR 6758s.

The adaptor for the gearbox drain arrived today and fits perfectly. Looking forward to the arrival of the pump bracket so that I can finalise that part of the installation.

Adjustable wastegate capsules arrived. Fitting grey springs (1.0 - 1.4 bar)

Hi Filip, No, I only received a single set. Alex explained that he would be returning the ducts to the respective planned recipients. It`s all a bit of a shit-show to be honest. You should email Alex directly at alexoates@proalloy.co.uk

This morning, I received the return shipment of my compressor ducts from ProAlloy. I hope that the other participants also received their hardware.

No. Front is 17" and the rear is 18"

My first Esprit test drive was in a ruby red V8. Summer of 1997, Sandridge of Torbay, Paignton. Absolutely gorgeous colour.

With the engine running now, it`s time to plumb-in the fire extinquisher. There are two settings, road and track. - Road: with both power isolation and extinguisher triggered only from internal cabin buttons - Track: triggering possible from both internal and external buttons There are extinguisher nozzles for cabin footwell and engine compartment

Prototype bracket for the transmission oil cooler pump. You`ve got to love working with cardboard.... The drain plug can be seen down on the left hand side under the output shaft tripod cv flange. The oil filler point is used for the return.

Hi Chris, Of course it`s all detailed in the depths of the thread, but to summarise: - Forged pistons (incl. wrist pins and clips) are 4.5g heavier than a stock Grade A piston - Saenz rods are also marginally heavier, but I do not have the figure to hand. The Saenz rods are designed to cope with the stressed associated with much higher power levels. - Main weight savings are coming from the flywheel and clutch assy, where all together I am 5Kg lighter (500g on the flywheel and 4.5Kg on the clutch) The manifolds are currently ported cast ones mated to a pair of hybrid billet compressor turbos, which will be used for the first stage of the engine running. A pair of tubular manifolds are in fabrication for use with the BorgWarner EFR 6258 turbos, but that is a future enhancement that will require changes to the chargecoolers and induction routing. Those turbos can support sufficient flow for between 450 - 800bhp. Cheers, Mike S

That`s the removable Motec UTC (USB to CAN) adaptor. It`s used to communicate with the ECU and ADL (dash logger) manager software.

@Trevsked I`ve got to bleed hydraulics for the brakes and the clutch and also set-up the maximum throw on the carbon clutch pack. I would hope to be able to test the gearbox on the axle stands shortly, but the car will not go outside until a thorough 1st test next month.

Todays funny incident. I have a carbon steering cowl that was produced to be in keeping with the other interior parts. Today I finally got around to connecting up the horn, which is a push button affair on the steering wheel due to the removable nature of the wheel. I connected up the horns and turned on the ignition - immediately the horns are blasting. Switch off and remove the steering cowl to check all of the connections. Test the horn while apart and all is working fine..... I`m confused. Then it dawned on me that the cowl being carbon is shorting the horn connections when screwed into the lower brackets which are connected to column ground... Plastic screws and isolating rubber washers and now we have a working horn. Probably not worth all of the trouble, but did make me smile at my initial stupidity.

Oh wow. That is great progress. Enjoy the next stage of build-up.