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Many are curious on 400 6spd gearbox cooling. Here is setup overview.
Unlike IPS cooler on S1 this is new set up is coolant cooled vs air cooled.

 

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Many are curious on 400 6spd gearbox cooling. Here is setup overview.
Unlike IPS cooler on S1 this is new set up is coolant cooled vs air cooled.

Is this Evora 400 Transmission Cooler for the IPS, OR Manual Transmission cars ??
I can't imagine a need for a trans cooler on a MT car, except for extreme racing conditions.
On the other hand, Automatic Transmissions frequently have a trans cooler.
 

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Is this Evora 400 Transmission Cooler for the IPS, OR Manual Transmission cars ??
I can't imagine a need for a trans cooler on a MT car, except for extreme racing conditions.
On the other hand, Automatic Transmissions frequently have a trans cooler.
That appears to be a manual transmission in the diagram. You can see the gear select lever on the left hand side as well as the clutch slave cylinder.

I am curious if they have done anything to the engine cooling system to take the extra heat and if it is going to work on track on hot days.
 

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The recently launched Exige Sport 380 also has a transmission cooler fitted as standard (MT). I dont know if its water or air cooled.

Some Exige V6 owners who track-day their cars have mentioned the gear change gets tricky as the gearbox gets hot. Specialists like Seriously Lotus are developing a aftermarket gearbox cooler for both Exige S and Sport 350

HTH
 

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Discussion Starter #5
That appears to be a manual transmission in the diagram. You can see the gear select lever on the left hand side as well as the clutch slave cylinder.

I am curious if they have done anything to the engine cooling system to take the extra heat and if it is going to work on track on hot days.

They have extra cooler after radiator in spot oil cooler used to be placed. Coolant flows though it before returning to engine.

Still have oil cooler but much more compact unit that stays in engine bay.
 

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I have been searching for the best place to post this question which is more related to engine oil cooling than transaxle cooling but not many 400 threads out here to get feedback. These last few days I've been scrutinizing the 400/410 parts manual and comparing to what has changed from the Series 1 S models.

My area of concern is that in the ‘engineering lightening’/’accountants cost cutting’ exercises, the engine oil coolers have been cut back to an oil-water cooler, even on the hard core Sport 410. Is it enough, has anybody taken oil temps to see where they lay, is water temp stable in 100˚F ambient air?

Some history: the Series 1 NA used the Toyota RAV4 version of the engine which came with a very small water-oil cooler, the S's replaced this with dual front grill mounted air-oil coolers, after the IPS came out requiring its own Trans cooler placing an air-trans oil radiator on LHS. Then when S was offered with IPS, Lotus in late MY12 or start of MY13 production decided to use just one engine oil air-oil radiator on RHS regardless if manual or IPS. They claimed the new single cooler was more efficient??, I don't know, I like my dual cooler set up and glad to have it.

Now on the 400/410 with its big front grills, only the IPS gets air-oil coolers, while the engine compartment gets filled with three heat exchangers. The (i) water-air intake intercooler (INDEPENDENT WATER SYTEM), (ii) the Laminova engine oil-water cooler cooled by engine radiators (yes two, a primary and a secondary in one side gill), and (iii) the manual trans gets a its own oil-water cooler similar to the cheap RAV4 flying saucer sandwich plate with water also piped from main engine coolant. This is a lot of heat demand placed on the engine radiator and more hot items thrown into the tight engine compartment.

**UPDATE**The USA 400's and all 410's & 430's have an oil temp sensor added to the transmission .. no display readout so it either triggers oil circulation pump or drops engine into limp mode. Literature on the 430's states that engine torque was able to be increased to 325 ft-lbs due to addition of transaxle coolant circuit as previously used in US market 400's ... so we have the feature to permit higher loadings but are still held back on power. So I must assume the trans cooler was added into US marker due to higher heats (??) ( then way not Middle east models too, or because we are a litigious group.
 

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I have been searching for the best place to post this question which is more related to engine oil cooling than transaxle cooling but not many 400 threads out here to get feedback. These last few days I've been scrutinizing the 400/410 parts manual and comparing to what has changed from the Series 1 S models.

My area of concern is that in the ?engineering lightening?/?accountants cost cutting? exercises, the engine oil coolers have been cut back to an oil-water cooler, even on the hard core Sport 410. Is it enough, has anybody taken oil temps to see where they lay, is water temp stable in 100˚F ambient air?

Some history: the Series 1 NA used the Toyota RAV4 version of the engine which came with a very small water-oil cooler, the S's replaced this with dual front grill mounted air-oil coolers, after the IPS came out requiring its own Trans cooler placing an air-trans oil radiator on LHS. Then when S was offered with IPS, Lotus in late MY12 or start of MY13 production decided to use just one engine oil air-oil radiator on RHS regardless if manual or IPS. They claimed the new single cooler was more efficient??, I don't know, I like my dual cooler set up and glad to have it. Now on the 400/410 with its big front grills, only the IPS gets air-oil coolers, while the engine compartment gets filled with three coolers. The water-air intake intercooler, Laminova engine oil-water cooler, the manual trans gets a its own oil-water cooler similar to the cheap RAV4 flying saucer sandwich plate. This is a lot of heat demand placed on the engine radiator and more hot items thrown into the tight engine compartment.
Julian, I think you are on to something. Engine compartment temps are apparently an issue since the 400 has significantly modified lower engine tray/pan with 3 NACA ducts, an inch drop with spacers and essentially front edge completely opened up for air flow. I haven?t checked engine oil temps but can on my next track outing.
 

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Julian, I think you are on to something. Engine compartment temps are apparently an issue since the 400 has significantly modified lower engine tray/pan with 3 NACA ducts, an inch drop with spacers and essentially front edge completely opened up for air flow. I haven?t checked engine oil temps but can on my next track outing.
I think I will install an oil temp sensor/ gauge early in life and monitor before any upgrades are done.
 

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Julian, I think you are on to something. Engine compartment temps are apparently an issue since the 400 has significantly modified lower engine tray/pan with 3 NACA ducts, an inch drop with spacers and essentially front edge completely opened up for air flow. I haven?t checked engine oil temps but can on my next track outing.
I just watched your 2nd oil change video. Great coverage on the new plate. I wonder if they are interchangeable with the s1.. And damn you're putting on alot of miles! I thought I put alot in. 15000 in a year.
 

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I just watched your 2nd oil change video. Great coverage on the new plate. I wonder if they are interchangeable with the s1.. And damn you're putting on alot of miles! I thought I put alot in. 15000 in a year.[/QUOTE]

They are interchangeable- the mounting holes are all the same. Besides the plate you would need new bolts (which are longer) and spacers for the bolted.

My daily commute is 60 miles round trip so miles are climbing quick! But those are all smile filled miles.
 

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Julian, I think you are on to something. Engine compartment temps are apparently an issue since the 400 has significantly modified lower engine tray/pan with 3 NACA ducts, an inch drop with spacers and essentially front edge completely opened up for air flow. I haven?t checked engine oil temps but can on my next track outing.
Interesting to see the full width front edge drop on the 400, I compared it with my S which as Julian points out just has the three NACA ducts and a small dropped section of the front edge situated roughly under the gearbox?
 

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My 2017 Lotus Evora 400 with an AUTOMATIC transmission keeps getting the transmission over-temperature light coming on when I track it for 15-20 minutes or more in either Sport or Race mode. The first time this happened, I was at Chuckwalla racetrack in the southern California desert and it was 90 Fahrenheit. Since then, though, the same thing has happened at temperatures of 60 F. I emailed with Dave Shepherd and Dave Simkin of Lotus, and they had me take it into the dealer (EuroCar) to download data and send to them. Their response was as follows:

Here is Lotus' statement in regards to your concerns.

-"The transmission control is doing its job when the oil gets hot. With continued high speed operation it is possible to get the transmission temperature up that high-- continued track use on a high speed circuit may do this."

OK, that's fine, but I am seeing a need here for better transmission cooling. Has anyone else had this issue?

Many thanks,
Whatiguana
 

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Illegal Alien
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My 2017 Lotus Evora 400 with an AUTOMATIC transmission keeps getting the transmission over-temperature light coming on when I track it for 15-20 minutes or more in either Sport or Race mode. The first time this happened, I was at Chuckwalla racetrack in the southern California desert and it was 90 Fahrenheit. Since then, though, the same thing has happened at temperatures of 60 F. I emailed with Dave Shepherd and Dave Simkin of Lotus, and they had me take it into the dealer (EuroCar) to download data and send to them. Their response was as follows:

Here is Lotus' statement in regards to your concerns.

-"The transmission control is doing its job when the oil gets hot. With continued high speed operation it is possible to get the transmission temperature up that high-- continued track use on a high speed circuit may do this."

OK, that's fine, but I am seeing a need here for better transmission cooling. Has anyone else had this issue?

Many thanks,
Whatiguana

I appreciate your question but you may be better off creating a new thread. This thread is dedicated to the Manual transmission cooling system.
 

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I think the use of oil/water coolers for the various components in the engine compartment (engine oil, transmission) in the 400 was done to eliminate the need for the additional plumbing necessary connect these to their own front mounted air/oil heat exchanges as was the case in the earlier cars.
 

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Yeah bumping an old thread.

PS, added the 400 cooler onto my s1 when the gearbox was rebuilt.
 

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Yup- just started to think about swapping the manual transmission oil in my Evora 400 and was trying to find information about how to deal with the cooler lines/pump when doing this.
 

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I think the use of oil/water coolers for the various components in the engine compartment (engine oil, transmission) in the 400 was done to eliminate the need for the additional plumbing necessary connect these to their own front mounted air/oil heat exchanges as was the case in the earlier cars.
Yep, Part of the weight saving (and cost savings) effort of the 2nd generation cars.
 

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I'd still be interested in hearing from someone who has done a manual transmission oil change on a car with the pump/cooler- the VSI manual says that you need to use TechCenter to cycle the pump to empty the oil in the cooler circuit and then re fill it after changing the oil. Also, because the cooler pick up from the manual transmission uses the fill hole it says to fill from the top and then fabricate a dipstick to measure the level. I concerned about ending up with air in the pump/cooler and if I can't use TechCenter to run the pump. I suppose my only other option would be to power it directly and make sure that oil is coming out of the return before I connect it back to the gearbox case.
 

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Also, am I correct that most people are using the Redline MTL 75W80 gear oil- ie the weight recommended by Lotus-and not the Redline MT90? I'm asking because the online information for the MT90 actually notes that its suitable for Lotus:
 

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I've used both MTL and MT90 in my Evora and previous vehicles. I prefer MTL though. To me, it results in a less "notchy" feel in the shifter. Could be entirely placebo though.
 
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