Esprit ENGINE TRANSPLANTS? - Page 7 - LotusTalk - The Lotus Cars Community
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post #121 of 181 (permalink) Old 10-01-2015, 12:07 PM
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Arnie Johnson said that his retirement project will be rebuilding Esprit engines. I recall him saying that he could do the 4 cylinder in his sleep. Apparently the V8 requires a bit more concentration. Since the car is transmission limited I don't see the point of massive power.
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post #122 of 181 (permalink) Old 10-01-2015, 06:37 PM Thread Starter
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BUT,

you have to admit the Northstar graft looks "right" (and probably feels awesome, too).

I've searched for the owner/builder and i found this: http://www.thelotusforums.com/forums...s2-v8-project/

Ben is from Victoria Canada

More pictures of the build here: http://s599.photobucket.com/user/ben...?sort=3&page=1

FYI: You can get New 04-09 Cadillac XLR 4.6L LH2 Northstar Street Rod Crate Engine, 320HP for... $ 3,300-3,500, which is cheaper than paying someone to rebuild 910 engine.

Perhaps someone knows what happened to Ben and the car?




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post #123 of 181 (permalink) Old 10-01-2015, 07:18 PM
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Ben and the car are still here, Ben shows the car regularly and when I spoke with him a couple of weeks ago he was looking at swapping to a Porsche transaxle as the northstar he has installed is a long way from stock. He never stopped modifying and just before the latest show he installed a rear anti roll bar.
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post #124 of 181 (permalink) Old 10-01-2015, 08:55 PM Thread Starter
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post #125 of 181 (permalink) Old 10-02-2015, 02:22 AM
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Here you go.
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post #126 of 181 (permalink) Old 10-02-2015, 05:41 AM
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Here you go.

The only thing you're going to do with more horsepower is go faster.
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post #127 of 181 (permalink) Old 10-02-2015, 05:50 AM
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Yeah I know. I think the owner got confused, and put the engine at the wrong end of the car.

And, whether you like it or not, it's better to have the Flames on the OUTSIDE than coming from the INSIDE.

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post #128 of 181 (permalink) Old 10-02-2015, 06:01 AM
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Gross.
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post #129 of 181 (permalink) Old 10-02-2015, 08:15 AM
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Yeah I know. I think the owner got confused, and put the engine at the wrong end of the car.

And, whether you like it or not, it's better to have the Flames on the OUTSIDE than coming from the INSIDE.
Exactly, if you are going to install a chevy V8 at least get the location right !
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post #130 of 181 (permalink) Old 10-02-2015, 11:47 AM Thread Starter
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post #131 of 181 (permalink) Old 10-09-2015, 09:17 PM Thread Starter
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post #132 of 181 (permalink) Old 10-29-2015, 05:14 PM
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I'm in the middle of a swap of the lotus turbo engine in my '88 Esprit with a small block ford. I don't like turbo lag, and the car is underpowered in my opinion. Just my $.02.

With good heads and induction the SBF reliably makes 425 hp/tq. The engine is mated to an audi 016 transaxle. This is essentially the drive train in many GT40 replicas. The SBF with the alloy heads and inlet manifold is approximately 110 lbs heavier than the Lotus engine including turbo and plumbing so it's a relatively modest weight gain for a large gain in power (and no lag).

With 8 stack injection and some other logical systems it will look and run pretty well I think. I'll post some pics as the project continues.
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post #133 of 181 (permalink) Old 10-30-2015, 05:26 PM
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With 8 stack injection and some other logical systems it will look and run pretty well I think. I'll post some pics as the project continues.
Can't wait to see this!

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post #134 of 181 (permalink) Old 12-08-2015, 06:19 AM Thread Starter
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post #135 of 181 (permalink) Old 12-08-2015, 07:27 AM
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There's a picture of a Boxster-engined transplant in that Topic as well.

@G8nightman is here, since he owns an Esprit.

Any updates on the BMW transplant?

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post #136 of 181 (permalink) Old 03-14-2016, 07:19 PM Thread Starter
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post #137 of 181 (permalink) Old 07-31-2016, 10:05 AM Thread Starter
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Here is a very exciting design, the VR6 engine!

I think its relatively compact package (like for a V6 engine!) makes it a potential replacement for our 4 cyl, Lotus 910 engine.

Check the SEXY sound of this engine at 14:50 min. One problem: exhaust is on the right side.


In 2005, the European market version of Volkswagen's sixth generation Passat, now with a transverse engine layout, went on sale with a revised version of the 3.2-litre VR6 as its top-spec engine. For North America, the Passat received a new 3.6-litre VR6 with a narrower 10.6 degree cylinder angle, producing 206 kilowatts (280 PS; 276 bhp). These revised 3.2 and 3.6 feature Fuel Stratified Injection (FSI). This new 3.2 FSI VR6 develops 184 kilowatts (250 PS; 247 bhp) at 6,250 rpm, and 330 newton metres (243 lbf·ft) at 3,000 rpm.
The introduction of the Passat VR6 also marked the first time a VR6 powered vehicle was made available in North America before Europe.

The Passat R36, available from early 2008, received an uprated version of the 3.6 FSI VR6 engine, with 220 kilowatts (299 PS; 295 bhp) at 6,600 rpm and 350 newton metres (258 lbf·ft) at 2,400 rpm, standard 4motion four-wheel drive, and standard Direct-Shift Gearbox (DSG).

The first generation Porsche Cayenne base model is powered by a 3.2-liter VR6 engine producing 250 hp (190 kW); modifications in the exhaust manifold allow power to peak at 6700 rpm. This is the same 3.2-liter motor found on a Volkswagen Touareg and Volkswagen R32.

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post #138 of 181 (permalink) Old 08-01-2016, 08:11 AM
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VR6 doesn't look to be a good candidate for further development

Since the two 'rows' of pistons and cylinders share a single cylinder head and head gasket, the piston crown (or top surface) is tilted. Since the piston rings are better not tilted, and will only work when perpendicular to the cylinder bore, the firewall has a varying height, leading to unequal thermal stresses and a heavier piston. Intake and exhaust valves need different camshafts to vary valve overlap (they may be coaxial like in some 90° V8). To minimise the number of camshafts, both rows share their camshafts (like some 90° V8). Then due to the geometry, half of the valve stems are very long, which may be a problem in high revving race engine applications. The intake and exhaust ports pass closely within the cylinder head; this then heats the intake air/fuel mixture before it is ignited by the spark plug, which limits the amount of timing advance that can be used due to an increased possibility of pre-detonation of the air/fuel mixture and has the effect of reducing the power. This also cools the exhaust gasses, which hampers the operation of the catalytic converter. In the road car production engine, a single plane exhaust manifold gasket is used, and therefore half of the ports have to be very long, leading to increased heat insertion into the manifold, requiring a heavier manifold, and an otherwise unnecessary turn in the intake manifold. Since the cylinder pitch is decreased a bit too much (as compared to an inline-six), the longer ports on the four-valve version are squeezed into a standing rectangular cross section, and do not have the typical and more ideal lying elliptical or half moon cross section.

But- if the transverse tranaxle lined up perhaps stock power would be plenty to replace a blown-up or missing Citroen setup?

1985 BRG Turbo Esprit
Chargecooled w/Megasquirt EFI
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post #139 of 181 (permalink) Old 08-01-2016, 08:34 PM Thread Starter
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Well, if you add VW emissions-cheating ECU and the fudgey-firmware...
you'll have almost perfect engine!
LOL.

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post #140 of 181 (permalink) Old 08-02-2016, 07:42 AM
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I'm sure the VW fans have found ways to pull lots of power from the VR6 regardless.

But if you want to run the VW cheatware, you'll need to pull up to the diesel pumps, which may cause spastic angst or fainting spells among other Lotus owners that witness it!

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