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AndyPG

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  • Name
    Andy
  • Car
    1990 Esprit SE
  • Location
    Lincolnshire

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  1. Hi All, Have a look at this. Sunday 13th August, display your Lotus at this event, participate in a parade lap of the circuit (Cadwell Park) and watch classic saloon car racing all day. All absolutely free for the display car driver. Passengers and other non displaying visitors can attend too for £22 (in advance) or £25 on the gate. https://www.cadwellpark.co.uk/2023/august/cult-classics I'm all booked in with the Esprit SE. Would be great to see some of you chaps there too. Display entry closes tomorrow so be quick. Sorry for the late notice, I've only just come across it. Andy.
  2. Did you lower the car off it's jacks and then tighten the suspension bush bolts? If you tighten all of the bolts before lowering the car, this can affect ride height. I usually roll the car forwards and backwards a few feet and then do the final nip on any bolts that go through a bush. Andy.
  3. Hi Chaps, I was contemplating an EPS conversion for my Esprit a few years ago. I'm used to the heavy steering now and the missus isn't interested in driving it so I have decided not to bother. So, I have an electric steering column, with the control unit, from a Toyota Prius, for sale if anyone wants one. They are a good match for the Esprit or any other vehicle EPS conversion project for that matter. Only requires a 12v supply and works perfectly. Obviously a little engineering is needed to graft it into the existing Esprit column but this has been documented previously. PM me for more info if anyone interested. Regards, Andy.
  4. Hi Tom, Looks like it's fixed then. Initial priming pressure looks a bit lazy but I think we should just put that down to "the Esprit factor" and get out there and drive the thing. Andy.
  5. Hi Tom, The only difference between a cold start and a warm start for the FPCV is the amount of vacuum it sees. Obviously, the vacuum would be less on a cold start due to the IACV being in a more open position. But enough vacuum should still exist on a cold start to pull that fuel pressure down a few psi. This might be a wild goose chase but but my car operates this way and doesn't cut out. Let's see what the warm start pressures are doing before we beat this around more😊 Andy.
  6. Hi Tom, Looks promising but I would still expect to see the fuel pressure drop by about 5psi on start-up. Are you sure the FPCV is seeing vacuum from the inlet manifold? Did you try blowing down the hose and through the plastic T piece into the inlet manifold? Andy.
  7. Hi Steve, I guess once the plugs and leads are eliminated, and all the other previously discussed items checked, you might be looking at injectors. Although your mileage is low, they are getting on a bit. Changed mine recently for RC's and made a world of difference. 80k miles on mine though. Andy.
  8. Hi Tom, I don't think new NRV's will improve your issue. The one at the rear prevents the charcoal canister seeing boost and the one at the front stops the crankcase vent seeing boost. During starting and at idle there is no boost. Obviously it is good for the NRV's to be functional for their respective systems to work properly. I'd press on with the FPCV. I have a working spare if you need to borrow one. Andy.
  9. Hi Ian, Convinced?... Me neither. As with everything Esprit related, there's always lots of wild goose chases. I just think it needs eliminating next. It's a contender. Andy.
  10. Absolutely. There's a huge possibility that this is your issue. I am assuming that the fuel PCV vacuum pipework is all per spec. If you are 100% that the vacuum pipework is good, change that fuel PCV. If you are not 100% that the vacuum pipework is good, read on. Pull the pipe off the fuel PCV and off the non return valve. Put your thumb over the end of the pipe that went to the non return valve and blow down the fuel PCV end. This will prove that the plastic T Piece isn't blocked. You should be able to blow through into the inlet manifold via the t piece. Now put a screw in the pipe that was connected to the non return valve and reconnect the fuel PCV. Start the car. This will eliminate the pipework from the non return valve to the crankcase breather. If the fuel pressure issue is still there, the fuel PCV is faulty. Andy.
  11. Hi Tom, You have misinterpreted it. The calc needs to be done from your initial prime reading , not the possible suggested range of prime readings. Your fuel pressure should be between 30psi and 37.5psi at idle. The inlet manifold vacuum pulls the pressure down from the initial charge pressure. Please change the fuel PCV. It's almost certainly faulty. Andy.
  12. Hi Tom, Not sure about your maths. If the prime pressure is 40psi, warm idle should be 2.5psi to 10psi below that, the warm idle pressure therefore, should be 30psi to 37.5psi. Can't see why you're calculating 30.5psi to 44.5psi as ok. Have you tried that spare fuel PCV yet? Andy.
  13. Check the non return valve is ok. They can get gummed up solid. (Obviously) You should be able to blow through it in one direction but not the other. Andy.
  14. Hi Tom, There has been plenty of historic forum discussion around the two pintle shapes that are in common circulation. IMO, and as Barry says, judging by the picture, your new one is technically the wrong one. Section EMH.3, Page 19 of the Lotus service notes says the pintle shape is important and any replacement should be checked for correct shape. Previous forum discussion reports, that the one you have seems to work, but better idle control is attained with the right one. I would send it back. Looks like PNM may have been sent a batch of the "other" ones. As I said previously though, the fuel PCV became my prime suspect after you published your fuel pressure at idle. IACV second on the grid, now looking like a non starter (pardon the pun) Andy.
  15. Hi Tom, Have you checked that vacuum pipe to the FPR? From memory, it goes to a little plastic T piece with another vacuum pipe coming off it. There's lots of scope for a leak here. The fuel pressure at idle, even at fast idle, shouldn't be higher than the static pressure after ignition on. The FPR (or associated vacuum pipes) is now prime suspect. If the vacuum pipe to the FPR is in good condition and properly connected, I would order an FPR as well as the IACV. Andy.
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