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Discussion Starter #1 (Edited)
I have just posted this in the UK Seloc Forum and thought I would do the same here....

After 5 years of work , many starts and stops along the way I have finally got my car on the Dyno and hopefully be able to start track testing early in the new year, albeit without a body .. but hopefully that will follow by March / April as I still have a good amount of work to complete.

Anyway thought I would post up some information and pictures of the car as it stands now.
I have taken a lot of information from LT, so hopefully this gives something back.

Its certainly been a learning experience and at times frustrating especially when I think what is a brilliant idea turns out not to be and hours of work can suddenly go down the drain… but the second version [or perhaps the third!!] usually gets it sorted.

The car started out as 2003 Elise 111S that came OEM with a Rover K engine . I purchased the car in the UK after it had been fitted with a Honda K20. The kit used for the install was a Linkup conversion that was developed Simon Scuffham . Some of you will recall Simon with his somewhat abrupt manner but undoubted knowledge of the Lotus Platform.

The plan from the start was always to completely strip the car down to bare chassis and rebuild as required using race worthy parts wherever possible.
As can be seen from the spec list not much of the original parts remain.

I wont go into full details , but here’s an overview.

The K20 was built to upgraded parts specs to cater for the SC but is basically a stock engine, head is not worked etc. Compression was set at 10.7:1
Fitting a dry sump to the K20 turned out to be major project in itself as there is hardly any room to work with and had to employ some seriously low profile fittings that screw directly into the body of the dry sump to make it work.

Initially I had planned to run a Jackson SC with Charge cooler … a kit developed by Simon but after much research I decided to go with TVS1320SC [same as BOE Rev400) and joined forces with Innovative Motorsport Technologies to develop a kit that would employ charge cooling and also fit the tight engine bay area. IMT did a great job and the quality of the build is 5 star.
Have a look here for more detail: 1320 TVS
I have developed a charge cooling system that employs 3 x Rads, 2 take up the position of the OEM oil coolers and the other sandwiches with the main engine Rad and utilizes 2 x Pierburg CWA50 pumps . System is run in series and flows “plenty” of water.
Using the Pro Alloy [seriously good quality parts and great service] cooling kit that places the Rads [engine & CC] further forward and more upright, plus approx 20% larger surface area. So far on the dyno IAT results have been great but that’s a fair way off the track so will see how it goes then.

Sequential gearbox is from Elise parts [ as are many other parts, big shout out to the team at EP , fantastic parts and service ... rear these days ]
At present I am using a gearlever but the plan is to go Paddle shift at a later date once the car is sorted.
Flatshift is run by Gearlever knob strain gauge and the Motec M1 ECU takes care of the shift.
I have used Motec throughout ECU – M150 / Power Distribution - PDM30 / E888 Expansion Box / Motec keypad
Not by any stretch of the imagination am I an “electrical” guy, I get the basics ok but the in-depth stuff is beyond me. Install of the “electronics” was left to the local tuning shop to get everything installed and talking to each other . The entire loom was a bespoke build and very high quality. [ yes you can read “expensive” into that !]

I have gone with Elise Parts 4 pots on the front with 330mm discs and on the rear is AP 4 pots wit 308mm discs . Also running the Pillbeam pedal box with bias bar. Late in the build I could not resist installing the Bosch M4 Race ABS system after using it in another car .. fantastic. It will be interesting to see how the brakes work as I have a feeling they may be a bit oversized , but hopefully the ABS will sort it out … plenty of testing to be done.

Roll cage was made from Chro-moly to keep the weight down . Hopeful final weight will be around the 700- 730kg mark , not including driver.

Initial tuning on the Dyno has given 411Whp [DynaPak] and xxx Torque and produces this at 12.4psi boost . SC revs are 15800RPM at Redline. Engine has been built to go 15-17 psi so still a bit to find but will keep at this level during testing.
Currently running on 98 Octane pump fuel that we have here in NZ [ about the same as your 95 I suspect] with an Increase in boost may look to go with E85 but the extra fuel consumed may be an issue in Enduro races.

Its 50-50 these days if I enjoy the building or driving more these days, but certainly looking to having the car on the track and see if it measures up to expectations .

Please feel free to ask any questions and I will do my best to answer .

Donor Car
2003 S2 Elise 111 [ OEM with Rover Engine]

Chassis / Suspension /Steering
Elise parts [EP] GT uprights heavy duty bearings
EP T45 Wishbones with spherical bearings
EP Steering arms
Nitron 3 way 46mm shocks / Springs 650F / 850R
EP Anti roll bar with Adjustable Links *
EP Quick Turn steering Rack – 2.45 turn
Bespoke Alloy Steering Arm
Woodward Steering Brackets

Roll Cage
Bespoke Chro-moly Roll cage to NZ Motorsport Spec
Braced Rear Sub frame

Brakes:
Caliper Front: EP 4 pot Calipers
Caliper Rear: AP Pro 5000 4 pot Rear Calipers
Disc Front: AP 330mm discs*
Disc Rear: AP 315mm Discs*
Brake Pads: Pagid
ABS :Bosch M4 Race
Pedal Box: Pilbeam with Brake Balance Bar and separate AP master cylinders for Brakes and Clutch
Aeroflow SS hose
Aeroflow Fittings

Engine
K20A Engine / Type R
OEM Head
Toda Forged Pistons 10.7:1
Toda Rods
K20 Cams Type R
Toda Tensioner & Toda HD chain
Competition Clutch Light flywheel*
Exedy clutch
Aviaid Dry Sump Pump [bespoke build for Lotus Fitment]
Peterson Remote Filter / Primer
Laminova Oil Cooler [ Dual Laminova – shared with gearbox]
Aeroflow SS hose
Aeroflow fittings
Chris Tullet UK 4-1 / 3”
BOE QS Muffler [with additional small mufflers inline to reach 96db]

Supercharger
TVS1320 SC with bespoke Charge cooler and Manifold. Developed in conjunction with Innovative Motorsports Technology
DBW J37 Honda Throttle Body
Merc Racing Tensioner
Gates Belt

Cooling - SC / IAT
Innovative Charge Cooler
Pro Alloy Vertical Mount CC & Engine Radiators
2x x Pro Alloy Side Rads
2 x Pierburg CWA 200 pumps for CC Rads / M1 ECU controlled.
Aeroflow Silicone Hoses

Gearbox
Elise Parts 6 speed Sequential and drive shafts
Sadev Sequential shifter with Adjustable Rod connection to gearbox.
Motorsport Solutions Gearlever Knob for Flat shift trigger
Laminova Oil cooler
EP Gearbox & engine mounts*
Aeroflow Oil Filter
Aeroflow SS hose and Fittings

Electrical
Bespoke Mil-Spec wiring loom with Quick disconnect plugs
Motec M1 ECU with required upgrades to run Flat shift & traction control
Motec PDM 30 Power Distribution
Motec Keypad


Cooling - Engine
Pro Alloy Vertical Mount CC & Engine Radiators / modified to suit S2
1 x Pierburg CWA200 pump for Engine cooling / M1 ECU controlled
BOE pressurized Header Tank
Aeroflow Silicone Hoses

Cooling - SC / IAT
Pro Alloy Vertical Mount CC & Engine Radiators
2x x Pro Alloy Side Rads
2 x Pierburg CWA 200 pumps for CC Rads / M1 ECU controlled.
Aeroflow Silicone Hoses

Fueling
Pro Alloy 60L tank
98 Octane [approx 95 octane USA]
Bosch 750cc injectors**
Hybrid Fuel Rail modified to suit.
Turbo solutions Regulator.
Honda J37 DBW Throttle Body
BOE Surge Tank
Aeroflow S/S Hose
Aeroflow Fittings
Aeroflow Filters pre & post Surge tank

Sensors
Throttle
Steering
Brake Pressure
Water Temp
Water Pressure
Oil Temp
Oil Pressure
Fuel Press
Fuel temp
Fuel Mixture
Air Temp Ambient
Inlet Temps – IAT
Charge Cooler Temps – [In and Out]
SC Boost
Manifold / Vacum Pressure
Gearbox Temp
Gearbox Press
Plus – Batt V / G Force

Bodywork
Exige Rear Clam / lightweight Fibre-glass
Elise Front Clam OEM
Font splitter / Lightweight Marine Plywood.
Bespoke Kevlar / Carbon Bulkhead between Engine bay and cockpit
Oversized Side scoops
Bespoke rear diffuser
Bespoke side sills*
Bespoke Canards
CF wing mirrors
CF rear wing
Wheel Arch Louvres F&R
Wheel Arch Flare Kit F&R

Wheels /Tyres
Braid Wheels Full Race 7”x16 ET25 / 8.5”x17 ET5 [TBC after testing]
Dunlop Slicks 200/580 x16 / 235/610x17 [TBC after testing
Wets – Tyres and Rims TBC

Interior:
Tilley B7 CF Seat FIA certified
Schroth 6-point Harness for Hans
Sector 111 seat mounting kit
Modified Standard dash and air Intake system
Rear Vision Camera [ to replace mirror]
Lifeline Zero 2000 4L Electric plumbed in fire extinguisher
Lifeline QR QR boss
AP Air Jacks
AP Lance and connector
Motec V2 Camera

Excuse the close up of the starter motor , that wasn't supposed to be there !!!
 

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Premium Member
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Wow. Ambitious and great work.

And, a lot of HP.
 

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Discussion Starter #3
More pictures ...in no particular order
 

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Discussion Starter #4
More....
 

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Discussion Starter #5
last couple ...
 

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Discussion Starter #6
Dyno Plot
 

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Are IMT still selling that charge-cooler kit? I was looking into that kit a bit ago but it seemed like they were constantly OUT OF STOCK.

This is such a monster of a build! Will be interested to see how it all shakes down! Keep us posted!
 

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Discussion Starter #10
Are IMT still selling that charge-cooler kit? I was looking into that kit a bit ago but it seemed like they were constantly OUT OF STOCK.

I believe so , try sending them an email . I have a direct email if you have no luck.
 

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:crazyeyes

:bow:

:clap:
 

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Discussion Starter #14
Awesome build. Do you plan to run the K20 with an 8500RPM redline?
8500 will be the redline at this stage , may look to increase after we have done the initial testing and got everything bedded in .
 
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Is that a pump I see on your remote oil filter?



Is that for pre-oiling? How does it work? Got a link? Looks very cool!
 

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Discussion Starter #16
Is that for pre-oiling? How does it work? Got a link? Looks very cool!

Yes its Remote filter with primer .
Peterson Fluid Systems : Spin On Filter Mounts

As the dry sump tank is higher than the sump , it drains all the oil into the sump , so system need to be primed before starting.
Prime by using a drill with 11mm socket and run for about 10 secs , I get 50 psi pressure through the system so everything well pre oiled before startup.
I take oil directly from the pan to the primer.
 

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Discussion Starter #17
First day at the the track was a success , no major problems ,no leaks , everything worked as it was supposed to and managed to get in 40 laps at around 70% throttle . Not keen to push any harder without any body work.
Oil and gearbox temps are little low , about 25 % off where they need to be and this was due to running the Laminova coolers on the cold side of the engine water , will swap to the hot side and it should be ok.
IAT temps were around 10C of ambient , It was a hot day for us 39c / 102F track temp , but as only running 70% difficult to say how it will perform. Normal track temps are around 30c / 86F and I thinkI will get more cooling with body in place as air will be directed to the rads.
Brakes were good , not brilliant , but ABS is working fine. Tuning to do.
Engine is seriously quick and pulls from everywhere , at 70% very impressed.
Next step is to get the body sorted , waiting for some wide body flares to turn up and then fully into it .
Will look to make the clams quick release and doors need serious lightening.

All in all could not be happier .

No pictures at the track but a couple before loading onto trailer.
 

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Acme Super Moderator ** The Enforcer **
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Nice. I like everything, but the wheels caught my attention. Very symmetrical.

San
 
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Your exhaust system cough my eye too...

After the flex joint, you've got a bulbous portion in the pipe (almost looks like a very small catalytic converter), they you've got your muffler and then you've got another bulbous section in your pipe. What are those two bulbous sections in your exhaust system for?
 

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Discussion Starter #20 (Edited)
After the flex joint, you've got a bulbous portion in the pipe (almost looks like a very small catalytic converter), they you've got your muffler and then you've got another bulbous section in your pipe. What are those two bulbous sections in your exhaust system for?


Its my version of a "PowerBomb" which is a four-stroke header that incorporates a PowerBomb module at a precise location in the initial stage of the header. By positioning this “Bomb” at a key point in the system, increased performance and flow is achieved through the expansion and contraction of exhaust sonics through the system. Result is a flow increase of nearly 10%! The outer chamber in the Powerbomb allows the air to expand, cool and ramp back up at a higher velocity. Additionally, the PowerBomb is a “pre-muffler” of sorts which helps to lower the bikes sound output by providing more sound absorbing surface area for the sound medium (exhaust gases).
 
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