Time for more installations.
As you may have noticed reading through the installation, I opted not to install an oil cooler and upgrade the standard radiator as part of the original installation.
Apart from time, I really wanted to see whether or not the charger installation would work effectively without having the need to install these two elements - partly from a tech's point of view and cost.
Thoughts on the installation
After running the car for some months now and covering ove
Hey All,This weekend I decided to install a front splitter ( from Elisepower) and see what difference, if any it makes to the ride and handling. It took longer than anticipated, but pretty straight forward in complexity. Anyway, these are the steps taken.
1. I decided just jack up the car pretty high and placed a couple of safety supports. It was pretty tight ( being a lardy type of chap) but manageable.
2. Since the splitter itself sits directly under the front of the car, I decided
Now, this next step is something that will put off a lot of people running with a Stark conversion. To get the charger to fit, it was necessary to cut the bulkhead a bit to get by-pass valve to fit.
The cut is only about two inches by four inches. I used a dremel to cut the bulkhead, but I am sure there are better ways of doing this. Its not the neatest of jobs, but it will be covered up so not too bothered.
Now everything is ready for the charger to be dropped into place.
At this point, the car is pretty much prep'd and ready for the installation of the actual supercharger.
To re-cap, we have in place:-
1. All fuel lines
2. Swirl Pot
3. In-line fuel pump
4. Uprated pressure regulator
5. Secured the fuel filter in place
6. Changed the injector harness/ connectors
Left to do:-
1. Remove the original intake manifold
2. Make modifications to the bulkhead
3. Drop the charger in place
4. Drive belt
5. Go for a drive!!
The standard Honda injectors are not large enough to deliver the required amount of fuel once the supercharger is installed. As such, they will need to be replaced with larger sized ones.
Now, I know there may be some complex calculation that one could go into, however after some research, it seems that people have gone for:-
600cc - Seems normal low boost operations
630cc - Seems to be the mean
700cc+ - For extreme application
As for me, due to my setup and stan
When considering the fuel line runs, you need to take into account the locations of all key components, the fuel flow direction and access.
The engine supply will pretty much run:-
Main fuel tank -> Swirlpot -> in-line fuel pump -> T piece (Engine/ return) -> Fuel Pressure Regulator -> Swirlpot -> back to the main tank.
As I had already chosen the location of the Swirl pot, it was then pretty obvious as to the runs I needed and location.
Note: Looking back, I w
So, when it comes to fuel pumps, there are two well documented approaches.
1. Replacing the in-tank OEM pump with one of the uprated ones
2. Install an in-line, engine bay mounted more powerful fuel pump
There are pros and cons for both approaches, however the I decided to go for the in-line route as I believe it to be a lot simpler and should there be any failures, it would be easily accessible.
After some research, I decided to go for the Bosch 044 series, which seem both pow
For supercharged K20, you will need to run the fuel at 3.5bar as opposed to 3.0bar for NA setup.
As I already had the Webber FPR, I chose to change the internals for the one I had, rather than buy a replacement.
This, in fact was pretty straight forward.
1. I first removed the regulator from the car.
2. I then removed the retaining circlip on top of the regulator.
3. Once free, I simply pushed the internals (valves) out through the top.
I chose to start the work on the fuel system before tackling the supercharger.
1. Fuel hoses
2. Fuel pump ( Bosch 044)
3. Wiring/ cables
5. Swirl Pot
6. 3.5 Fuel Pressure Regulator
I decided in going for a two litre swirl pot, but I have read somewhere that you can get away with anything down to 0.5 of a litre.
I chose to locate mine on the firewall, lower left hand side of the engine bay, where the charcol canister used to be.
I first reversed into the garage, positioning it so that I had clear space and easy access around the car.
1. I raised the car onto two axial stands at the rear. If you opt to do this, you will need to ensure that the car is not too high to allow you to lean over into the engine bay, whilst it needs to be high enough to allow you good access under the car.
2. I then removed both rear wheels and wheelarch liners.
3. I left the jacks ( I have two) in place to
So, after some searching, I manage to locate a Jackson Racing Supercharger from a US based Motorsports supplier, whom after some negotiations, agreed a very good price.
The main kit list:
1. JRSC - DC5
2. 3.4 pulley
3. 630cc injectors
4. Uprated fuel pump (in-line in my case
5. Exhaust Manifold - to remain as is for now 4-2-1 (not ideal, I know)
6. Air filter - K&N Largest I could find
7. KPro ECU
8. New belt (gone for 7PK1200)
Budget target = Less than £3K
So, having run my car with the Honda conversion for a couple of years now, it turns out that I needed a supercharger to be bolted on! Who knew?
Well, to be perfectly honest, I was quite happy with the car as it was and enjoyed every bit of it on the road and on track. I always knew that it will get to a time and I will seek more power, but what caught me by surprise is the fact that this time came so soon.
I think it was all triggered by Dan getting his car 'charged which
I thought I'd start a blog about my ownership of my Lotus, so here we go!
Well this is my first Lotus, a silver 2009 Elise S. I only picked it up a couple of weeks ago and I absolutely love it. Having only had my first elise experience in june last year, it has been a relatively short time from desire to ownership, certainly a lot shorter than other people who have been striving for years! (the benefits of no significant other/kids etc).
After having owned a string of reasonably boring r
Like most Elise', mine clonks and bangs with the best of them. Due to years of abuse, the suspension is feeling a little worn at the moment. As we have been having some of the worst weather in history, it is the perfect opportunity to get the suspension stripped and rebuilt.
Now, there are couple of very good blogs/ threads that go into detail as to what you need to do, so I am not going to do that here. I am just going to show you a quick over-view of what I got up to.
What happens when I get bored? I buy something new for the car. Anyway, this time, after getting the inspiration from someone on SELOC, I decided to change my plastic indicator stalks.
Now, if I was to be honest, the original Vauxhall stalks are not too bad. They are functional and work pretty well. However, this is an Elise and if it could be changed, change it!!!
So, I rang up a few breakers yard for TVR Tuscan aluminium indicator stalks and after only a couple of call
Its been ages since I've posted anything on MLOC, in fact September 2009 seems to be my last entry.
I'm still enjoying life with my Elise, a red 58 reg R on a private plate, with a Pipercross kit. I've done just over 13k miles, so am on my second set of rear tyres and heading for my second service.
Having bought the car new from Stratstone Leicester, I decided to try Lotus Silverstone for the first service. They are about the same 35 miles from home and offered a more interesting choice
Lotus Elise S2
Front Clam Removal
JonS August 2010
Disclaimer: First and foremost, I have to say that this is not my recommendations on how to remove the front clam, this is simply the way I did it using a few other guides and a bit of suck-it-and-see. The guides I found available were for newer versions of the S2 Elise. My car is a 2001 51 plate S2 Elise. It seems that some of the components vary to newer cars (mostly 2004 onwards) so I have
Like all Elise S1, my window window seals are looking in pretty bad shape. They are pretty bubbly with internal rust and look well past their best.
So, what are the options available.
1. To replace with the original seals - like for like. This is a pretty good option, except from the fact that Lotus would charge you £75 or so for the the seals alone! (this may even be per side)
2. Replace them with aftermarket equivalent that has been used by others elsewhere - Woolies Trim v
Unfortunately, a couple of weeks ago, I notice that the nearside driveshaft CV joint boot had given up the ghost. The engine bay was covered by that horrible grease and I could actually see the opening on the boot.
I wanted to try something different from the original boot (that came with the kit), so I went for Hoffman's offering. It was quite expensive, however going by various testimonies, it was worth a try.
I aimed to get the work done in about couple of h
On my receint motorway trip, I noticed that my rear windscreen rattled a little with the build up of speed. On closer inspection, it seems that the rubber seals have finally given up the ghost!
So, I purchased a replacement seal from EP (at the Malvern show) and set about swapping it over.
Out with the old
After removing the windscreen from the car ( just popped the roll-bar shroud off and slid the glass out), I simply peeled the rubber gasket off and used white spirit and a Brillo
I am back again.
It was this time last year when I kicked off the Project Elise Type R. A year on, I am still tinkering with it.
Next job, replacing my rusty boot release cable. Now, although you can buy the electric kits from various sources, due to the price, I opted to make my own.
1. Christmas card ( for templating work)
2. Aluminium plate (for mounting)
3. Central locking actuator - 6Kg
You should be able to get all the above for abo
So, following my on track activities at North Weald, although the track was pretty greasy, it was very apparent that I needed to do something about the front brakes. So, when the sales as Eliseparts came up, I duly reached for the wallet!
Swapping out the front discs is a one of the more straight forward jobs and took me about 25 minutes or so to complete. These are the steps I took.
PLEASE NOTE THAT THIS IS THE APPROACH I TOOK AND IF YOU DON'T KNOW WHAT YOU ARE DOING, PLEASE, PLEASE SEE
I booked myself onto an activity day organised by Car limits. This was my first activity day and I must say, it was excellent fun! The day was attended by all sorts of machinery just having good ol' fashion fun. Loved it!
At this point, I must thank Car Limits for allowing few other people to turn up to have drive my car for charity. We managed to raise quite a bit of money and it all went to a good course.
So, how did the car get on, well I must say it was faultless. It was a prett