Back in a Lotus - 2006 Exige S

Back in a Lotus - 2006 Exige S

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Fonzey

Original Poster:

1,612 posts

98 months

Saturday 10th July
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Mini update, I noticed a bug in the ECUMaster ADU software when doing the data logging analysis. It's partly my own fault for using a test version rather than the latest stable, but that's because the latest stable is now very old and misses out on a lot of the features I want to use.

I raised it with ECUMaster via RRR Engineering, and within a couple of days they released a new test version with my very own patchnote to say the bug had been fixed. biggrin Whilst dialogue was open, we talked about some other features in the pipeline and there's some pretty exciting stuff on the horizon, which I'll of course post once it's available and I can have a play for those interested in the development of the dash. thumbup

The Penguin

269 posts

190 months

Sunday 11th July
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Fonzey looks great I’m starting out on my ADU journey currently just using the standard pages until I’m properly up and running but will then really start to play with it.


Fonzey

Original Poster:

1,612 posts

98 months

Sunday 11th July
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Excellent, the standard screens are pretty decent tbf - most of what I've done is very, very minor niggling and re-arranging (oh, and colour scheming smile )

Always interested to see what other people do though, my imagination seems to be the most limiting factor.

Fonzey

Original Poster:

1,612 posts

98 months

Friday 23rd July
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Donington Update

In the days since Croft I was getting an increasingly odd sensation through the car that was starting to make me a bit nervous. After all of the messing around with steering arms, I really could do to get it back to SeriouslyDave (or frankly anywhere that knows what they're doing!) and get the alignment triple checked. Even if the various backstreet/DIY attempts were successful, I was second guessing it big time.

When discussing this with a friend, an option came up to get my car checked on the morning of the trackday. I took the option gladly, as I wouldn't have time to get it looked at on any other day.

It didn't take long to spot the problem, my rear toe link was loose eek Seems one of the backstreet garages I'd used for tracking had been messing around at the rear and didn't nip it up properly. Easy fix, double checked everything was lined up correctly and I was on my way to Donny! biggrin



It was to be quite a social event, a few of my Lotus comrades would be in attendance too (including our very own Mr Bond), but the nature of a session based evening trackday didn't allow much time for socialising once the clock started!

It was pretty much 20mins on, 20mins off for the duration of the night which resulted in a fair chunk of track time. Far more than I'd get on an open pit lane evening, but it did mean that the cars (and drivers) were struggling to cool down between sessions!

It was my first time driving Donny in the dry, and first time ever on the GP circuit. Track is fantastic, can't believe I've not done it sooner and more often, it really is a gem. I know everybody says it about just about every circuit, but you can't believe the undulations and profile of the track despite seeing it on video a million times!



First session out was figuring out which way the track went, literally so - the left hand turn to get onto the GP loop came as a bit of a shock! :mrgreen: I do like a good hairpin though, so it was a welcome addition. Second session I had a passenger, started pushing on a little bit but was still over slowing the car far too much for most of the corners. It's a very fast circuit when done right (so I've been told...)

Third session was cut short a bit due to an unfortunate fire in an S1 Elise, luckily nobody hurt and it seems the car is salvageable - but still a pretty harsh reminder of what can go wrong.

Car was handling well to this point, turn in was strong but there was a bit of mid corner push on the slower stuff. I decided to soften the front dampers up slightly for the final session to see if I could measure a benefit there. The additional camber I've added to the front can certainly be felt, there's a slight light sensation just off-centre which weights up almost immediately when putting high speed load into the front. It seems to have made the transition between grip and understeer feel more obvious too because the steering suddenly goes from very heavy to very light, and that information did help raise confidence a bit.

The final session did feel much better, but it was bogged down with traffic unfortunately. The previous red flag had eaten into our time allowance for this last session so it was all just a bit rammed in - though I did get a lap or so of clear track towards the end. Car felt quite a bit better in the hairpins, so much so that I felt I hadn't carried anywhere near enough speed into them. Had I had more time, I'm pretty sure I'd have knocked chunks of time off my laps - so makes me excited for next time.



As for Craners and the faster stuff, I bottled it big time - no way was I doing that flat, at least not on my first time there :mrgreen: The car did feel very settled through it though, I carried a fair lick of speed through the initial left hander on a few laps but then really struggled to get the car back left again ready for the old hairpin. Felt like my laps were quicker where I compromised the entry a bit and concentrated more on the hairpin.



Towards the end of each session my dash was warning me about gearbox temp. The Alarm is still set fairly conservatively so I'm not too fussed about it yet, but the logs do show it showing no signs of slowing down and I think some sort of cooler is on the cards if I want to run longer sessions. Interestingly (or maybe obviously?) the laps I did with a passenger generated gearbox temp MUCH quicker.

IATs were really impressive despite the heat, barely got into the 40's for most of my lapping, but then of course rose up a bit in the pits. It was brutal conditions for hammering a car, but everything seemed to keep in check nicely, so that's positive.

Oh, and as a bit of a bonus - we bumped into Julian Thompson who was also in attendance who popped into the garage for a natter. Had me a bit starstruck tbh cool

Car has had a quick wash, check over and it's back out tomorrow for Blyton. I've arranged some tuition for most of the day so will be working on technique a bit and hopefully get some help moving my dampers in the right direction. Car feels very good right now, so think I've got a solid base - but I would still like to lean on the car a bit more.

Fonzey

Original Poster:

1,612 posts

98 months

Monday 26th July
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Blyton Update

It was a Javelin day, so was expecting some crowding but I had a few friends travelling over in their Lotus' and I'd arranged a friend and fellow enthusiast to join me for the day for some tuition. I did the same a couple of years ago and my tutor for the day (Ishy) really helped me move my game on along both with Blyton circuit knowledge but also technique knowledge that I could carry through into future trackdays. Unfortunately a year of no tuition thanks to COVID meant I'd regressed a bit so I was looking forward to a refresher session.



For a Javelin day it was very quiet right from the get-go. Paddock seemed busy enough, but for some reason the track never seemed to get busy. I wasn't queued up a single time and I got loads of clear laps in, perfect.

First session was just me finding my feet and remembering where the track goes, second session Ishy took the car for a few laps as I wanted him to give me some direction on damper tuning and whether the car had any obvious scope for improvement.

One thing jumped out in that the car would push a little bit in slower corners which is fairly standard behaviour for the S2 Elise/Exige platform, but where he expected this understeer to continue through to higher speed stuff it didn't, and instead the front of the car came to life and the rear got a little bit loose.

This was knocking my confidence a little bit in the quicker stuff because I wasn't sure the rear of the car was going to live with a higher speed turn-in (you can tell on my recent videos that this manifests of turning in way too early to almost all corners, and of course carrying less speed). We discussed a couple of theories for it, one being the extra camber I've added to the front potentially unbalancing the car a bit in conditions where that camber really comes alive (the faster/higher load turns) and the other simply being damper tweaks. I

I've always had a very simplified view of damper and/or ARB changes in that:

- If the front lacks grip, then soften the front or stiffen the rear
- If the rear lacks grip, then soften the rear or stiffen the front

Ishy explained the logic behind that, and why I may actually want to consider the opposite. I probably won't do his description any justice but he put it in terms of the car generates most grip whilst the suspension is transitioning from unloaded to loaded. Once it's maxed out it's compression, then grip stops increasing. With that in mind, softening a car can help because the compression will effectively start with less weight transfer so the theory I worked to has some sense.

The counter theory he put to me is that my car is generating enough grip that the range of compression is actually running out, and perhaps by adding some damping we could prop up the spring rates a little bit to delay this limit from being reached - at the trade-off that my transition between grip and no grip would become narrower.

Going forward Ishy would be making some 'blind' tweaks to the car so that I could give unbiased feedback, a little unnerving at first but this worked really well and I think between us we got the car into a much better spot. I don't actually know what damping settings I ended up with, I need to go into the garage and document them - so reminder to myself. We did end up going stiffer over all which brings my dampers very close to their stiffest settings, so I'm running out of adjustability and some slightly stronger springs may be worth consideration.

We had 3 or 4 sessions on the run up to lunch, car (and me) got faster and faster. Particularly around the Port Froid high speed chicane type thing which is the type of corner that has been bothering me all year. Jim Clark Esses (Croft) and Craners at Dony have all exposed my lack of confidence in the car - but we were gathering pace through Port Froid at a pretty impressive rate. Ishy suggested just before lunch that we'd be taking it flat by the end of the day...

Unfortunately, we never got to find out. The car was on fumes at lunch time so I limped it into Gainsborough for a fill up of Jet Super (97). The usual favourites of Shell and Tesco (Momentum) are really hard to get hold of around Blyton so I've always used this Jet over the many trackdays I've done there. The pump seemed very lethargic in delivering its fuel, took ages to give me the 35litres.

Got back to the track, had a quick brief with Ishy and they we headed out to keep on pushing... but the car had called it a day frown It wouldn't rev above 3k, was heavily missing and sounded really lumpy at idle when we brought it back in.



Laptop out and I could see it was running very lean, at idle it was only making around 1.4 Lambda (target of 1.0) and you could hear it struggling as a result. Blipping the throttle would lead to heavy misfiring and an attempt at stalling. On the road I could creep the revs above 3k if I was VERY gentle on the throttle, but any sudden load or requirement for fuel and the car would stutter like mad.

I suspected dodgy fuel, and still do. Investigations still ongoing but it was a disappointing early finish to the day. Track continued to get quieter and the weather was perfect. I made the most of the day, had my first ever track experience of an S1 Elise (from the passenger seat) and that was eye opening. Braking distances are another league completely, it felt like an absolute hoot despite its 140bhp.

I limped the car home, whether that was a mistake or not is yet to be discovered. I could see some knock events in the ECU logs after I got home, all at very low ignition advance and low load (sub 30% throttle etc) so hopefully it's not "dangerous" levels of knock - but still very much lends to the theory that the fuel I've put in is complete garbage.

I've not done much so far, just taken charge cooler off for access and pulled the injectors for a look of anything obvious.



Injectors were next up on the roadmap for upgrade anyway, so they might get swapped out whilst they're accessible just to rule them out. I've also spoken to Spitfire who make my fuel pump who have given me some metrics to gauge how well the pump is (or isn't) working once I can drain it into a bucket so the plan is to disconnect the fuel rail, set the pump running from my ECU and drain it all out - put it all back together and stick 20l of v-power in and see if it magically comes back to life.

jonny_frs

89 posts

114 months

Tuesday 27th July
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Sorry to read that your track day was cut short. Fingers crossed the issues have been caused by poor fuel rather than an actual fault!

Fonzey

Original Poster:

1,612 posts

98 months

Wednesday 28th July
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Small update, I drained the tank (pretty easy via the quick connector near the header tank) using my ECU to override the pump.

Gaz at Spitfire have me some metrics for flow rate which the pump exceeded, but I still could do with a pressure gauge to make sure it's not struggling under pressure... But I think the FPR is inside the tank on these cars so perhaps that test is redundant?

Anyway, I stuck 20L of vpower in with some redex snake oil and fired the car out. I wasn't expecting an immediate fix due to fuel in the lines etc but I was expecting a fix over 20mins or so... Which didn't come frown

It's now idled for about half an hour over two 15min sessions. Only real observation is that the lambda starts a little richer when the engine is cold (1.2) and leans off to 1.4 or so as the engine warms up. Still miles off the 1.0 target.

I've done a few basic misfire tests, pulling coils in turn but there's nothing really conclusive.

I've decided to order some new injectors, really little point in getting mine tested/cleaned as they're on the retirement list anyway. Hopefully they sort it, but this last 24 hours seems to have killed the dodgy fuel theory.

If injectors don't fix it, I'm going to start struggling where to go next tbh. Compression test? Any other barrels to scrape?!

Simon182

127 posts

98 months

Thursday 29th July
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Kyle, is it worth changing the lambda for another you've kicking about or a new one? It may have failed and as such given erroneous readings? After all as you say, the ECU is wanting this target value and that is the only sensor which determines the A/F ratio?

Gad-Westy

12,000 posts

184 months

Thursday 29th July
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What a pain. Sorry if you're already ahead of me with the obvious stuff but have you been able to identify if you're actually getting a misfire on any particular cylinder? Maybe check temperature on each exhaust branch etc? Or perhaps the plugs have some tell tale markings? Also worth anecdotally mentioning that a few years ago on my K-series Elise, I had a similarish sounding problem where the engine sounded terrible and just would not rev but nothing obvious at all on fuel or ignition side. No warning lights etc. After hours of poking around I was ready to torch the thing but as I was crawling out from underneath it, I happened to catch a spanner on the cat and it made an odd, hollow rattling noise. Turned out, the packing material inside had loosened and as exhaust pressure built up, it was blocking itself. Perhaps a red herring for your scenario but maybe worth having a poke around the inlet and exhaust side of things beyond the engine itself just in case.

Fonzey

Original Poster:

1,612 posts

98 months

Thursday 29th July
quotequote all
Simon182 said:
Kyle, is it worth changing the lambda for another you've kicking about or a new one? It may have failed and as such given erroneous readings? After all as you say, the ECU is wanting this target value and that is the only sensor which determines the A/F ratio?
I don't think so mate, one of the first things I suspected and did at the circuit was rule out the sensor by disabling the feedback from it, essentially putting the car into open loop and it still had the misfire/stumbling issues.

Gad-Westy said:
What a pain. Sorry if you're already ahead of me with the obvious stuff but have you been able to identify if you're actually getting a misfire on any particular cylinder? Maybe check temperature on each exhaust branch etc? Or perhaps the plugs have some tell tale markings? Also worth anecdotally mentioning that a few years ago on my K-series Elise, I had a similarish sounding problem where the engine sounded terrible and just would not rev but nothing obvious at all on fuel or ignition side. No warning lights etc. After hours of poking around I was ready to torch the thing but as I was crawling out from underneath it, I happened to catch a spanner on the cat and it made an odd, hollow rattling noise. Turned out, the packing material inside had loosened and as exhaust pressure built up, it was blocking itself. Perhaps a red herring for your scenario but maybe worth having a poke around the inlet and exhaust side of things beyond the engine itself just in case.
Good suggestions thank you. I tried the 'pull each coil in turn' thing to try and gauge if a cylinder was missing... that test was inconclusive really, sometimes if I pulled the coil it would do the usual dip in revs then recover, and sometimes it did nothing. Retested each cylinder a bunch of times and it was very random across them all.

I pulled the plugs on the trackday and they were all very similar to this:



On the lean side? It would add up to what the lambda is telling me - but as all four are similar, it sort of kills a theory that one injectors is letting me down.

I'll pull them again today and see how they look after half an hour of idling.

Cat collapsing is something that has been at the back of my mind, it's an aftermarket one and allegedly very tough - but nothing can be ruled out at this stage so I'll give it a rattle.

Oh, good idea on measuring the exhaust manifold branches too. I have a laser thermometer but the heat wrap on the manifold might make it difficult... i'll give it a try!

snotrag

12,885 posts

182 months

Thursday 29th July
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Plugs are definitely showing that its running Lean - thus the lambda ratio you can see on your ECU is probably 'correct'. This would more than likely rule out the lambda sensor to me....

ECU is trying to inject a known amount of fuel to acheive a target lambda, yet clearly not enough fuel is going in. The amount injected,, or rather the injector opening time, is based on injector size, and fuel rail pressure. The fact that its the same across all cylinders rules out one injector not opening or faulty, so to me, the obvious first port of call is fuel pressure. Faulty pump, faulty regulator, blockage somewhere...?


(Or, of course, the other side of the equation is theres a correct amount of fuel going in but a massive vacuum leak somewhere...? Big crack in a manifold or charge piping or something, hidden from view somewhere maybe?)

Fonzey

Original Poster:

1,612 posts

98 months

Thursday 29th July
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snotrag said:
Plugs are definitely showing that its running Lean - thus the lambda ratio you can see on your ECU is probably 'correct'. This would more than likely rule out the lambda sensor to me....

ECU is trying to inject a known amount of fuel to acheive a target lambda, yet clearly not enough fuel is going in. The amount injected,, or rather the injector opening time, is based on injector size, and fuel rail pressure. The fact that its the same across all cylinders rules out one injector not opening or faulty, so to me, the obvious first port of call is fuel pressure. Faulty pump, faulty regulator, blockage somewhere...?


(Or, of course, the other side of the equation is theres a correct amount of fuel going in but a massive vacuum leak somewhere...? Big crack in a manifold or charge piping or something, hidden from view somewhere maybe?)
Thanks Snotrag, this closely echos a conversation I just had with Dave @ SeriouslyLotus. (Mental service really, he sees me having difficulty on a forum post, so he picks up the phone and gives me a ring to talk me through it).

The Fuel rail on the Exige is a 'dead end' one, it doesn't have a traditional FPR/return from the rail like I'm used to on other cars so the FPR sits inside the pump housing in the tank, and simply rejects anything over spec back into the tank. I've done a flow test on the pump which exceeds spec, but that's without any pressure in the system... so could be misleading. If the FPR isn't holding pressure, or if the filter in the tank is blocked, then it could be failing to make pressure as soon as a restriction such as the injectors are in place. Next steps for that are to pull the pump (interior out, uggghghhh) and do a bit of a bench test of it using a pressure gauge.

Vacuum leak is something I also can't rule out, and that's a good thing to try - so will get happy with the carb cleaner later today.

Ben Lowden

3,628 posts

148 months

PH Marketing Bloke

Thursday 29th July
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I've followed this thread with much admiration Fonzey. I've got next week off work and fully intend to read it through again from the beginning as well as your 111R thread. A S2 Exige is my dream car but they're out of budget for me, although I am going to see my old S2 111S next week, which may be up for sale soon. You can see where this is going... hehe

Fonzey

Original Poster:

1,612 posts

98 months

Thursday 29th July
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Ben Lowden said:
I've followed this thread with much admiration Fonzey. I've got next week off work and fully intend to read it through again from the beginning as well as your 111R thread. A S2 Exige is my dream car but they're out of budget for me, although I am going to see my old S2 111S next week, which may be up for sale soon. You can see where this is going... hehe
Glad you're enjoying it smile

Can't beat a 111S. Ripe base car for a Honda wink

Pulled the plugs at lunch time just to see what's what. I did pull them at Blyton and they all looked quite white, but one of them is now showing to be a little sootier. Not really sure this means anything, but I have some spare plugs knocking around somewhere so I'll rule them out - just cos'.











Oh, and my new injectors arrived. Think I'll pull the pump first and do a pressure check before I fit these, as the ECU will need some tweaking to handle their higher flow rate.



On a brighter note, these should keep up with a few more PSI of boost when all this is over wink

Plan for tonight is to get the roof off, interior out and pump out. Give everything a good eyeballing and then see about setting up a proper test bed with a fuel pressure gauge to make sure it's actually making what it should be.

daz1001

49 posts

203 months

Thursday 29th July
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This is a great thread! I'll be watching this closely to give myself a few ideas for my Exige!

A few posts back, you mentioned overheating of your Gopro on track. If you still have your lighter socket in the car, you can hook up the Gopro using a USB cable - just remove the battery from the Gopro. This keeps the unit much cooler and so more likely to not pack up a few minutes into a session on a hot day!

D

Fonzey

Original Poster:

1,612 posts

98 months

Friday 30th July
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daz1001 said:
This is a great thread! I'll be watching this closely to give myself a few ideas for my Exige!

A few posts back, you mentioned overheating of your Gopro on track. If you still have your lighter socket in the car, you can hook up the Gopro using a USB cable - just remove the battery from the Gopro. This keeps the unit much cooler and so more likely to not pack up a few minutes into a session on a hot day!

D
I did actually run my GoPro off battery at Donington a few weeks ago and it seemed to last much longer, so good tip! Unfortunately one of mine is a 'session' camera which doesn't have a removeable battery, so I may just have to struggle with that.

Last night I ruled out plugs, coils and injectors completely. I had some spare plugs and coils knocking about (I've got far too much 2ZZ stuff...) which I fitted in turn, and I fitted my new 550cc injectors.



This puts me back onto fuel pump investigations, so late last night I took out the car interior and lifted the pump. I was really hoping to find a smoking gun, tank full of crud, black filter, SOMETHING! There were a few bits of crud inside the tank from what I could see, talking 3-4 max. The base of the pre-filter is a bit dirty but I've seen far worse.





Plan is now to pressure test the pump and see if it can actually flow fuel properly when it's under pressure, rather than just the open flow test I did before.

Fonzey

Original Poster:

1,612 posts

98 months

Friday 30th July
quotequote all
It looks like the car is now fixed, still have to put a lot of parts back onto it but with (a lot of) help from SeriouslyDave, it looks like the issue was related to my fuel pump.

I took the pump assembly to Dave as he'd kindly offered to lend me the use of a fuel pressure gauge, so using a bucket and some butchered hosing we setup a test rig.



We were aiming for 3.25bar in accordance with Toyota specs, but at barely 2bar my pump assembly was venting fuel back into the bucket. Initial thoughts were the FPR failing, but closer inspection showed the fuel coming up from the union between the pump and the filter housing. Hmmmm. We repeated the test on an OE pump

I need to put in a massive disclaimer here: The night before I took the pump assembly to Dave, I dismantled the assembly on my bench just to check for anything obvious. The only thing I really noted is that the pump 'fell out' of the filter assembly easier than I expected, after I pushed it back in - it felt a bit more secure. Me putting this assembly back together may well have caused some of what we went on to find... so keep that in mind.

We split the assembly apart and since Dave has a massive array of Lotus/Toyota OE parts on the shelf we were able to compare against a standard unit.



Missing is the white spacer that sits between the seal and the main pump body, this prevents the seal from being pushed down over the nozzle of the pump. I ran this by the vendor of my pump who confirmed that the spacer is missing intentionally and that it shouldn't be needed if the seal is fitted dry and lubricated externally.

Also the seal (not photographed) had ridden up the outlet nozzle so it looked something like this:



(green is seal, red is spacer).

We refitted the seal, and nicked an OE spacer (I.O.U Dave), put the pump back together and lo and behold it held close to 4bar with no drama.

I brought the pump home not totally convinced we'd fixed my problem, I was pretty sure that the out of place seal was purely a result of me rebuilding the pump the night before, but after refitting the pump the car fired up and idled perfectly. Fuelling right on target and will rev up a treat, no more misfiring or stumbling.

So bit of an odd one, all I know for sure is that the car didn't work last night, and it works now. All I've changed in that time is removing the pump and adding the spacer/refitting the seal. Maybe bouncing on the Blyton curbs (or more likely, the potholes on the entry road!) caused the pump to push beyond it's seal? Seems like a long shot, but it works now but it does seem completely unrelated to the Jet refill I had at lunch, so sorry about that Jet hehe

One fact, this would have been a nightmare to find without the help of Dave @ SeriouslyLotus. Knowledge and tools are only half the story, but having the sheer range of parts available on the shelf to inspect/compare is absolutely invaluable. This is the second time Dave has bailed me out this year under very similar circumstances, previously helping me to prove to Competition Clutch that my pressure plate was faulty by comparing to his stock. Considering Dave offers service/maintenance/hands-on services, I feel he's gone out of his way (twice!) to help out a DIY'er, can't really ask more than that. Cheers Dave thumbup

mattdavies

112 posts

128 months

Monday 2nd August
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Fonzey said:
..... One fact, this would have been a nightmare to find without the help of Dave @ SeriouslyLot ....
I have noticed this more and more in the tuning world, a person who is a specialist will have the parts availability on the shelf for your choosen vehicle and will be able to diagnose and fix issues much easier then a generic garage. A friend sent his car to a good tuner but it required trailering away due to parts availbility and knowledge for fault diagnosis.

Fonzey

Original Poster:

1,612 posts

98 months

Tuesday 31st August
quotequote all
Back to Blyton last weekend for some unfinished business.

After fixing the fuel pump issue, I had the car in a few million pieces so I used the opportunity to whip my dashboard out and terminate some new wiring which I'll use later, maybe.



The Dashboard has two 'switch to ground' outputs on it which can be used for just about anything you can think of. I have a plan for one of them, a gearbox oil cooler. This switch to ground can be used to trigger a relay when my gearbox temps reach a certain level, which will in turn power a pump. Not sure about the other one yet, but I've run them both to the boot anyway so I can decide later. The other wires are for a 3pin sensor which will most likely be fuel pressure. It annoyed me a bit that one of the few things I don't monitor caused my issues, so at least I can cover it off for any future mishaps. The sensor is connecting to the dash because I'm out of capacity on the ECU itself, but I can forward the fuel pressure data over the CAN network so I can still use it for corrections, limp home modes, etc.



Having the interior out allowed me to run neatly up the gear lever surround, up the rear bulkhead and out through an existing grommet.

Dash is pretty dinky when out of its surround. Lot of nice gubbins tucked into that wee package.



I made the decision to not refit the rear bulkhead plastic trim. It serves a function of holding the rear speakers and the interior light, but I've long since retired the rear speakers and the hassle of inspecting/servicing the fuel pump is increased tenfold by the presence of the trim - so it's staying out for now. I would like to smarten it up and trim it a bit maybe before reintroducing it. Maybe a winter side-project.





With the seats back in, you really can't tell it's missing.



One final tweak was to put the front ARB on the stiffest setting. From feedback from Ishy, he expected a negligible improvement, but at least no downside - so no reason not to set it like this.



Onto the trackday, Ishy had kindly agreed to join me again - he was Southbound for Hethel on that day so he came in his Exige all kitted out for his trackday the day after.



The day was well run by TrackObsession but I'm fairly sure the universe conspired against me having any real clear running. I've never known a day at Blyton like it! It wasn't obscenely busy, but every time the traffic parted was for me it would either get red flagged or start raining. It started getting silly when I finally got some space out in front of me, got my head in the game for a hot one - then had the black flag thrust in my place to be then told (oh, wrong Lotus. lol). Then on another occasion we were attacking Port Froid a bit, so making some space, going at it and altering lines etc - but kept catching up to the car in front. He finally let me passed, then saw him clip the cone at Port Froid in the rear view mirror leaving it right in the centre of the racing line - so my next lap was compromised by that anyway :lol:



Despite the complaints, it was still very productive and more importantly the car survived all of the sessions with no hint of the fuel pressure issues returning.

I felt we made great progress on the first corner (Jochen?), Bunga Bunga and Port Froid. I frustratingly never got Bishops right all day... seem to have gone backwards at that corner, but it's robbing me of a good lap now.

Ishy kept contributing to car setup tweaks, and we found ourselves running the rear dampers on their stiffest setting by the end of the day. Trying to prop up the rear a bit on the fast direction change of Port Froid, and ideally we would go stiffer still as it wasn't really compromising us anywhere else, even in the damp the traction was fine in slower corners. Looking like an argument for some stiffer springs I think, but need to check with Nitron first whether my valving is suited to it.



Oh, I also had some new dash layouts for the occasion. Spent a lot of time making very minor tweaks and tidying things up but I'm getting close to something I'm happy with... until it all changes again.

Road:


Track:

Fonzey

Original Poster:

1,612 posts

98 months

Wednesday 15th September
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For the first time in what seems like ages I took the floor off the car for a bit of prep before my next trackday, this weekend at Lotus HQ Hethel.

Quick oil change, keeping my 100% record of making a mess of the garage floor in the process.





Followed by a general spanner check, I did notice a couple of things - some loose fixings, hose popped out of its clip, usual Lotus things rolleyes Something I did notice I hope will be significant though...

I took the car away for a weekend a few weeks back, one of the first times in ages I didn't drive the car with either a helmet on or earbuds in and I felt the gearbox was feeling a little noisy when coasting. Box has always been a bit noisy, partly due to the harsher mounts I have fitted but I couldn't help thinking it was louder than usual.

What I found under the car was the dust shield from the half-shaft part of the OS driveshaft just hanging loose:



It should be just an interference fit onto the flared end of the driveshaft, but it's popped off and has been bouncing around on that shaft for god knows how long. Because it's worn itself down a bit, it won't fit onto the flare anymore, so I've blobbed it on with araldite until I can get the shaft out and address it properly later on. Hopefully that's the source of my rattle, but we'll see.

Final tweaks made to the map, since I've been using AC a lot this year I've noticed a few things that weren't apparent last year, mainly around idle compensating for the additional load generated by the AC compressor. Worked on some correction tables and got the idle nice and stable with the AC running.



That's about me prepped, I've had a kind offer for somebody to take a spare set of wheels down for me so I'll drive down on my AD08RS and have them as an option if it's damp. ZZRs will go on otherwise.

On the note of taking cargo, we've swapped the daily drivers around a bit and we have a possible candidate for a tow car



Within days of buying it the Government lifted the requirement for us younguns to sit an additional test to pull a trailer, so I'm a towbar away from being able to give it a try. Scary laugh