2007 Lotus 2-Eleven
Discussion
I know I know... I'll just bite the bullet and bolt it on, but I really wanted to avoid holes in my rear plinth 
Quick Accusump update. The 2-Eleven community (all 5 of them) unanimously voted that I take the accusump off, and throw it in the bin.
The baffled sump that I have means it's highly unlikely that the accusump will ever be needed (outside of it's fringe benefit of preoiling the engine before cranking) and they're prone to failure, which means I may be just lugging around its dead weight occasionally like I was at Anglesey.
For some reason though, I like it. It's a bit of Lotus Motorsport bling and I can't come to terms with scrapping it yet. It may go in the future when I have the car in bits and I want to lose a few KG, but for now... I'm fixing it.
Dead easy with a new pressure switch from Seriously Lotus:
Swapping is the work of a minute, just some PTFE and in we go.
As expected, it worked a treat and the accusump is now operational again. I may have already come up with a plan to make this pressure switch redundant though...
The 2ZZ in Elise/Exige format comes equipped with a heat soak pump, a small electric water pump that circulates coolant through the heater circuit if the car is ever powered off whilst coolant temp is very high (triple digits). I'm fairly sure the 2-Eleven won't have this pump because it has no heater circuit, which means there's a redundant switch to ground output sat right next to the accusump, already wired into the ECU! I'll have a proper look later, but if that's the case - I'll just replug the accusump wiring to match the redundant plug in the engine bay, connect it up and change the heatsoak pump logic in the ECU to trigger when oil pressure falls below a certain threshold, job jobbed.
This has the benefit too that I'll effectively be datalogging whenever the accusump triggers, so I can say with confidence that it is indeed redundant after a large enough sample size.
Quick Accusump update. The 2-Eleven community (all 5 of them) unanimously voted that I take the accusump off, and throw it in the bin.
The baffled sump that I have means it's highly unlikely that the accusump will ever be needed (outside of it's fringe benefit of preoiling the engine before cranking) and they're prone to failure, which means I may be just lugging around its dead weight occasionally like I was at Anglesey.
For some reason though, I like it. It's a bit of Lotus Motorsport bling and I can't come to terms with scrapping it yet. It may go in the future when I have the car in bits and I want to lose a few KG, but for now... I'm fixing it.
Dead easy with a new pressure switch from Seriously Lotus:
Swapping is the work of a minute, just some PTFE and in we go.
As expected, it worked a treat and the accusump is now operational again. I may have already come up with a plan to make this pressure switch redundant though...
The 2ZZ in Elise/Exige format comes equipped with a heat soak pump, a small electric water pump that circulates coolant through the heater circuit if the car is ever powered off whilst coolant temp is very high (triple digits). I'm fairly sure the 2-Eleven won't have this pump because it has no heater circuit, which means there's a redundant switch to ground output sat right next to the accusump, already wired into the ECU! I'll have a proper look later, but if that's the case - I'll just replug the accusump wiring to match the redundant plug in the engine bay, connect it up and change the heatsoak pump logic in the ECU to trigger when oil pressure falls below a certain threshold, job jobbed.
This has the benefit too that I'll effectively be datalogging whenever the accusump triggers, so I can say with confidence that it is indeed redundant after a large enough sample size.
Still enjoying the work you are putting in here!
I wish I could be so dedicated to mine but a tidy up and a wrap is about my limit for now
.
I haven’t even had chance to drive it yet in the 6 months I’ve owned it! Strangely, my accusump does seem to work fine though and I agree it’s worth keeping.
Silly question, on the ASM harnesses, why does it just use them on the inside shoulder?
I wish I could be so dedicated to mine but a tidy up and a wrap is about my limit for now
.I haven’t even had chance to drive it yet in the 6 months I’ve owned it! Strangely, my accusump does seem to work fine though and I agree it’s worth keeping.
Silly question, on the ASM harnesses, why does it just use them on the inside shoulder?
Steve H said:
Silly question, on the ASM harnesses, why does it just use them on the inside shoulder?
I did look into this when I got mine. It’s basically designed to give your body a slight twisting motion in an accident. Somehow this makes the lap belt tighter at the crucial point and stops you sliding under. The ASM bit is basically a small part of the belt which will extend very slightly in a crash. It’s also the reason it’s important to get it on the right side, so that you twist towards the door. Having it the wrong way round could result in the driver and passenger twisting towards each other (in theory).
Paul_M3 said:
It’s also the reason it’s important to get it on the right side, so that you twist towards the door. Having it the wrong way round could result in the driver and passenger twisting towards each other (in theory).
Yep, this. Schroth updated their documentation fairly recently to say it no longer mattered which side they went on. I don't understand why, maybe assuming a solo occupant but I'd always keep the yellow patch on the inside, just in case.
I still fancy dropping 6 point harnesses in, need some seats with holes in the base but the rest of the holes/hardware is already in the 2-Eleven ready to go.
Fonzey said:
Paul_M3 said:
It’s also the reason it’s important to get it on the right side, so that you twist towards the door. Having it the wrong way round could result in the driver and passenger twisting towards each other (in theory).
Yep, this. Schroth updated their documentation fairly recently to say it no longer mattered which side they went on. I don't understand why, maybe assuming a solo occupant but I'd always keep the yellow patch on the inside, just in case.
I still fancy dropping 6 point harnesses in, need some seats with holes in the base but the rest of the holes/hardware is already in the 2-Eleven ready to go.
Steve H said:
Interesting stuff thanks chaps 
BTW, not trying to distract from your thread Fonzey but put some sunglasses on and tell how you like the new wrap
.
Love it! At least we won't get them mixed up with each other BTW, not trying to distract from your thread Fonzey but put some sunglasses on and tell how you like the new wrap
.
Blyton Update,
This trackday wasn't on my agenda for the year - I got bullied into it. It was a private club day at Blyton Park organised by Jonny @ Performance Autocare. Did his day last year, and it was great fun with very low numbers - giving almost exclusive access to the circuit for most of the day.
Weather forecast looked good, car was feeling good, and hopefully would be an opportunity to see what I could do around Blyton after my last day got cut short due to my ECU faffing.
The day also had the benefit of seeing my old Exige lap around too.
I'll cut to the chase on this one, because I didn't take many photos and there's not a huge amount to write about but:
- Day was fantastic, ran well, very relaxed and good manners from everyone on track
- Rarely saw another car on circuit, makes for boring footage but great for putting the car (and myself) through its paces
- In session 1 I was already right on my best pace for Blyton, so felt like it was going to be a strong day. I usually gain 4-5 seconds as the day progresses.
- In session 2 I'd smashed my PB by over 2 seconds (according to footage, etc), but had a couple of moments so toned it down a bit after that
- Sessions 3 and 4 were more of the same, settled into a groove and got some really consistent laps in. From what my footage has showed me, I had five laps on the trot within half a second of each other. All of which quicker than my previous PB but still a second or so down from my total best.
By late morning the sun was out and it was getting proper hot. Kept an eye on the car, but nothing needed my attention.
This is easily the closest I've been to 10/10ths in the 2-Eleven, but there's still more to come. I was pushing harder and harder into braking zones, and exposed a few weaknesses in the car/setup for the first time in the dry. Main observations were:
- Rear a bit light on entry, but fairly sure this is all technique. Not quite getting off the brakes smoothly enough. Where I left a bit on the table with brakes, and got on the throttle earlier - the rear was planted
- Quite big understeer mid corner. Still driveable, and didn't feel like it was slowing me down too much. I think I prefer this, it feels safer and allows me to push harder.
- Open differential exposed on exit, flaring the inside rear on a few corners. I was able to keep this in check by keeping the TC on a very relaxed setting, which just dulled the power enough to keep the spinning to a minimum.
It's the first time since buying the 2-Eleven where I felt I could go faster with an LSD.
IAT's crept up a bit by late morning, which has given me something to think about. With my 2.9" supercharger pulley, I can get to 300bhp but I'm spending 95% of my time in the 'slower' map which is closer to 270-280ish. Problem is, the blower is still working just as hard so I'm carrying the IAT penalty for that. It's still well within safe limits, and I'm only losing a degrees or so of timing advance which is barely perceptible... but if I get to the end of the year and I'm still not brave enough to put 300bhp through the gearbox regularly, I may be better stepping the pulley size up a bit and going back to a single map with lower IATs. Food for thought.
Got to lunch time feeling pretty good, gave the tyres a quick check and visual inspection of the brakes, then found this.
End of day, the crack could have been there for a while for all I knew, or it could be brand new. Either way, there's no way I could push on knowing it was there, and I didn't want it to get worse and cheese grate my brand new Carbotech pads, which aren't cheap! So car went back on the trailer.
I did have options to go home in the Volvo and retrieve some spares I had, or even pop over to Seriously Lotus and get some new ones - but by the time I'd done this, fitted them, bedded in, etc- it would have been nearly home time.
I've had this happen once before on my Exige, different discs (grooved rather than drilled) and different pads (Pagid RS14 vs Carbotech XP8). First time was considered unlucky, second time it's making me want to put a plan together to avoid future issues. Still thinking about that, but I'm sure it will form a future update.
Day was far from ruined, nice environment to sit and get sunburned. Got a passenger session in my old Exige which felt fantastic.
I think this is the best lap from the day.
https://www.youtube.com/watch?v=RtMk1jejhGk
I think short term, some similar discs will go back on the car but I'll maybe carry some spares with me.
Edited by Fonzey on Tuesday 23 May 12:41
SBF said:
Great update as always.
I thoroughly enjoy your iterative approach to upgrades - only making changes when you find the limitations of your existing hardware rather than just throwing upgrades at the car 'just because'.
Me too, it's far more interesting for the reader than 'As everone knows, the car does xyz so I put a,b and c on it so that doesn't happen, hammered round the track and went home....'I thoroughly enjoy your iterative approach to upgrades - only making changes when you find the limitations of your existing hardware rather than just throwing upgrades at the car 'just because'.
Your approach would drive me mad personally, which is why I bought my track/road car fully resolved by others but as a reader this thread is always a 'go to' when I see an update.
EmBe said:
Me too, it's far more interesting for the reader than 'As everone knows, the car does xyz so I put a,b and c on it so that doesn't happen, hammered round the track and went home....'
Your approach would drive me mad personally, which is why I bought my track/road car fully resolved by others but as a reader this thread is always a 'go to' when I see an update.
I'll do my best to keep that going then. The challenge I had with the 2-Eleven is that it's my third 111' based car now, so I've learned a lot of lessons on previous cars, which is why this car maybe felt a bit like I was just aiming the parts-cannon at it over Winter. Happy to say though that I'm now into new territory, and learning with everyone else as I find new limits.Your approach would drive me mad personally, which is why I bought my track/road car fully resolved by others but as a reader this thread is always a 'go to' when I see an update.
There are a few things I've "always wanted to do" in my various Lotus, which I'll soon be addressing on the 2-Eleven.
I took the cracked disc off at the weekend, put the good one from the NSR onto the NSF and put a crappy old lipped one on the NSR (would rather trash a rear pad than a front one) so I could take the car to the NYLOC meet at the weekend.
Went, didn't take any photos, caught up with some people.
Got home and decided to clean off the Blyton scum, and also give my suspension/wheel arches a quick blast just to see how the new coatings are getting on after almost six months (already!!).
I didn't get too harsh with any cleaning products, just a quick spritz with a heavily diluted Bilt Hamber Surfex stuff and a snow foaming as the rest of the car got done. Everything still looking good under there, I'd opted against painting the trackrod ends and balljoint caps for this refurb. They normally rust with the first sign of water, so historically had blobbed them with some silver hammerite. This time I just stuck a few coats of Bilt Hamber Dynax UC on it, till it got really waxy. Seems to have done the job.
I did find though that the OSF disc was on its way too, so this definitely isn't some fluky material failure - there's a lack of capacity to shed the heat I'm generating on these discs.
Whether I could manage this better with driving style? Not sure, I am pretty disciplined with warmup and cooldown laps, but perhaps I need to be better. They are basic, entry level discs as I've never wanted for more brake performance - but perhaps this needs changing.
Dragged a rag over the rest of the car too, but didn't take any clean photos. Just trust me!
The car is driveable as it sits, but next outing is Donny on 13th June. I'm still collecting thoughts/parts for the brake solution, but if I can't get everything organised in time I may just have to throw some more disposable cheap discs on to get me through the next trackday or two... and I'll pack spares.
New update, pretty exciting one for me as I've been waiting for these for ages. Arguably since I bought my first Elise back in 2016 or whenever it was.
I've decided to upgrade my seats for a few reasons, in order of importance:
- Mainly bling factor, the Tilletts are very cool
- Get better hold of me on track
- Allow me to add a harness crotch strap later
- Get rid of the OEM seat rail and the slop in the driver runner.
- Easy/quick to dry when car has been washed or I've been to Anglesey
- Lose a bit of weight
Tillett do a range of seats applicable for a Lotus, some with compromise, some more road focussed, others more track/race focussed and the particular model I've gone for is the B6 Screamer XL.
In an Elise/Exige the higher sides make ingress/egress a little difficult (but far from impossible) but in a 2-Eleven I crane myself in from above, so these have no real downside in that regard.
Tillett make/sell padded inserts for these. I've given them a miss for now because that would just bring me back to soaking up a load of water when I wash the car, but depending on how I get on, they may feature later.
The B6 Screamer is FIA certified, not something I'm chasing for particularly but it's reassuring to have.
There are a fair few carbon seat options out there, some of which are considerably lighter than even these... so knowing they've passed some sort of test is something I find comforting.
In terms of weight, obviously I should factor in the seat rails to that too - but I've gone for the Tillett EBS fixed rails for both sides. You can mount Tilletts onto OEM runners with the right combination of brackets, but I'm the only person who ever drives this and I don't need to slide the seat back and forth for easy access as I would in an Exige, so seemed like a no brainer to save a bit of weight and get a properly fixed seat.
The total weight saving across both seats and rails is 4.6kg. The seats themselves are not THAT light for carbon, mainly because they're part carbon and part GRP, but also I assume for the FIA stiffness tests.
Though fixed, the runners have a lot of combinations for front/back adjustment in addition to seat height and angle.
The quality of the seats themselves are fantastic, but all of the included hardware is just top notch too. Everything has been thought about, particularly with the access challenges of a Lotus chassis and the best effort has been made to make an awkward job just a little less awkward.
One of the my favourite bits are the aluminium bobbins in the seat which you bolt the seat rails too. The OEM seats always felt a bit flakey here (even though they're fine), and had to try hard not to imagine them under the stress of a frontal impact but the Tillett ones just ooze strength.
Onto fitment, Tillett sent me out some instructions ahead of time which to be honest blew my mind a bit. There was a lot of text, a lot of pictures and even a few diagrams - but for some reason the words I could understand in isolation - but put them all together in a sentence and I just wanted to go to bed.
With the parts in front of me, initially things got worse! The diagrams were subtly different to what I actually had, presumably due to product evolution but the general gist of how to approach an installation was there, so I cracked on.
The main challenges are that the Elise chassis has a bunch of holes drilled in the floor to allow for various combinations of LHD, RHD and seat position. The cabin isn't actually symmetrical and the passenger side gets less room to play with. This means the passenger holes are not "square" and allowances need to be made with the seat rail to accommodate this.
The passenger rails have 'joggles' to allow you to figure this out, but the general approach is:
- Get the floor rails in
- Bolt the side rails to the seat
- Offer the seat into the car, noting how far off the alignment is between floor and side rails
- Space out the side rails from the seat with the included nylon spacers until it all lines up
So lots of trial and error. The Guide does give you a recommended starting point, which I had to tweak properly as my transmission tunnel prevented me from using the recommended floor holes - but pretty soon I had the passenger seat in hand tight.
The passenger seat was probably in and out of the car 6 or 7 times to get this far, so I appreciated the lightweight nature of the seat... but was still a fair bit stiff the morning after! Due to the narrower nature of the passenger side, if going for the B6 Screamer XL you pretty much need the passenger seat as far back as it will possibly go to clear the transmission tunnel. I imagine this gets quite tight in an Elise/Exige with a harness bar.
I had to relocate my intercom slightly, but that's worked out better because I can actually access the knobs now!
Onto the driver side, this promised to be easier because the floor holes are all square, you can reach them all from above (the passenger side had some very difficult to access fixings in the front left) and as advertised, it was much, much easier.
I had it out maybe 3-4 times to finetune the seating position but soon got happy with a leg length. The seats are quite a lot lower than the Lotus seats on their rails which gave me a slight cause for concern as my front right corner is already a bit of a blindspot in the 2-Eleven due to how high up the clam comes, but I wanted to persist with it as I envisioned some other benefits to sitting lower. I could always raise the seat after a test drive if it was really bad.
Next up, I took them all out again...
Something I've been stewing over since ordering these months ago was how battered the carbon finish would get from climbing in and out of the car, bashing harness buckles and HANS devices against them, and stonechips on the unoccupied passenger side.
I reached out to no fewer than 7 of the most local PPF dealers from the big franchises like XPEL and nobody was even bothered about having a conversation about it. The best I got was an offer for some FoC offcuts to have a go myself, then even they ghosted me on the follow up. I mostly got ignored, no returned calls etc - but the one place that did engage in conversation just admitted they're only bothered about sticking precut templates onto supercars.
So if you're a PPF dealer in Yorkshire, shame on you - because you probably ignored me. Really soured me against the PPF industry in general.
Next step was to buy a roll and have a go myself... but even that's bloody hard! Seems like to buy a decent quantity of stuff you need to be a franchised dealer. Eventually I settled with https://www.grafityp.co.uk/grafiguard/paint-protec... I'm not a PPF expert, but I'd never heard of them. It was the only way I could find a reasonable sized roll so was worth a punt.
I had no idea how well PPF would work with the various compound curves of the seat base, but I had enough material to experiment so I started big.
Made a template of the whole base, cut a piece to size, then of course had absolutely no chance getting it right. Ripples all over the place as the seat curved in every possible direction. Any attempt to gently 'stretch' the film round a curve resulted in it lifting up from the base of the bowl... no chance.
Went to bed a bit annoyed, but woke up with a plan to do some more smaller, achievable bits:
This would in theory protect from HANS device and road debris.
This went much better, I ended up cutting that template into three and got some great results.
Over the next couple of days I took the approach of just piecing together smaller, more achievable bits. Slowly learning what could, and couldn't be done with my limited skillset. I eventually ended up with this:
I had enough left to do two large rectangles to go up the length of the back, either side of the spine - but I wanted to save enough to have a go at my rear wing too - so I'll do those bits later, probably with a future roll.
The driver seat was the experimental one, and the passenger seat learned a few lessons as a result. Neither is perfect, but the passenger seat is more than acceptable. The driver side has a few bubbles in the main base area, but not bad enough for me to peel it off and go again. I'd rather save the film and see how it weathers the next few weeks.
I could definitely make all of the templates better now that I know my tactic for coverage, and at some stage this will all get done again and will be significantly better, but I'm very happy with what I managed. Very difficult to see the PPF and the join lines etc, especially with the carbon weave backdrop.
It's hard to photograph, which is a good thing!
I had a trackday evening coming up, so would be an idea few hours to test out the seating position, but I did fancy some road mileage first just so I could get it somewhere close. TBC.
Quick footnote on brakes, working on a solution but for now just thrown some like for like 288mm discs back on to get me through Donny on tuesday night.
I've decided to upgrade my seats for a few reasons, in order of importance:
- Mainly bling factor, the Tilletts are very cool
- Get better hold of me on track
- Allow me to add a harness crotch strap later
- Get rid of the OEM seat rail and the slop in the driver runner.
- Easy/quick to dry when car has been washed or I've been to Anglesey
- Lose a bit of weight
Tillett do a range of seats applicable for a Lotus, some with compromise, some more road focussed, others more track/race focussed and the particular model I've gone for is the B6 Screamer XL.
In an Elise/Exige the higher sides make ingress/egress a little difficult (but far from impossible) but in a 2-Eleven I crane myself in from above, so these have no real downside in that regard.
Tillett make/sell padded inserts for these. I've given them a miss for now because that would just bring me back to soaking up a load of water when I wash the car, but depending on how I get on, they may feature later.
The B6 Screamer is FIA certified, not something I'm chasing for particularly but it's reassuring to have.
There are a fair few carbon seat options out there, some of which are considerably lighter than even these... so knowing they've passed some sort of test is something I find comforting.
In terms of weight, obviously I should factor in the seat rails to that too - but I've gone for the Tillett EBS fixed rails for both sides. You can mount Tilletts onto OEM runners with the right combination of brackets, but I'm the only person who ever drives this and I don't need to slide the seat back and forth for easy access as I would in an Exige, so seemed like a no brainer to save a bit of weight and get a properly fixed seat.
The total weight saving across both seats and rails is 4.6kg. The seats themselves are not THAT light for carbon, mainly because they're part carbon and part GRP, but also I assume for the FIA stiffness tests.
Though fixed, the runners have a lot of combinations for front/back adjustment in addition to seat height and angle.
The quality of the seats themselves are fantastic, but all of the included hardware is just top notch too. Everything has been thought about, particularly with the access challenges of a Lotus chassis and the best effort has been made to make an awkward job just a little less awkward.
One of the my favourite bits are the aluminium bobbins in the seat which you bolt the seat rails too. The OEM seats always felt a bit flakey here (even though they're fine), and had to try hard not to imagine them under the stress of a frontal impact but the Tillett ones just ooze strength.
Onto fitment, Tillett sent me out some instructions ahead of time which to be honest blew my mind a bit. There was a lot of text, a lot of pictures and even a few diagrams - but for some reason the words I could understand in isolation - but put them all together in a sentence and I just wanted to go to bed.
With the parts in front of me, initially things got worse! The diagrams were subtly different to what I actually had, presumably due to product evolution but the general gist of how to approach an installation was there, so I cracked on.
The main challenges are that the Elise chassis has a bunch of holes drilled in the floor to allow for various combinations of LHD, RHD and seat position. The cabin isn't actually symmetrical and the passenger side gets less room to play with. This means the passenger holes are not "square" and allowances need to be made with the seat rail to accommodate this.
The passenger rails have 'joggles' to allow you to figure this out, but the general approach is:
- Get the floor rails in
- Bolt the side rails to the seat
- Offer the seat into the car, noting how far off the alignment is between floor and side rails
- Space out the side rails from the seat with the included nylon spacers until it all lines up
So lots of trial and error. The Guide does give you a recommended starting point, which I had to tweak properly as my transmission tunnel prevented me from using the recommended floor holes - but pretty soon I had the passenger seat in hand tight.
The passenger seat was probably in and out of the car 6 or 7 times to get this far, so I appreciated the lightweight nature of the seat... but was still a fair bit stiff the morning after! Due to the narrower nature of the passenger side, if going for the B6 Screamer XL you pretty much need the passenger seat as far back as it will possibly go to clear the transmission tunnel. I imagine this gets quite tight in an Elise/Exige with a harness bar.
I had to relocate my intercom slightly, but that's worked out better because I can actually access the knobs now!
Onto the driver side, this promised to be easier because the floor holes are all square, you can reach them all from above (the passenger side had some very difficult to access fixings in the front left) and as advertised, it was much, much easier.
I had it out maybe 3-4 times to finetune the seating position but soon got happy with a leg length. The seats are quite a lot lower than the Lotus seats on their rails which gave me a slight cause for concern as my front right corner is already a bit of a blindspot in the 2-Eleven due to how high up the clam comes, but I wanted to persist with it as I envisioned some other benefits to sitting lower. I could always raise the seat after a test drive if it was really bad.
Next up, I took them all out again...
Something I've been stewing over since ordering these months ago was how battered the carbon finish would get from climbing in and out of the car, bashing harness buckles and HANS devices against them, and stonechips on the unoccupied passenger side.
I reached out to no fewer than 7 of the most local PPF dealers from the big franchises like XPEL and nobody was even bothered about having a conversation about it. The best I got was an offer for some FoC offcuts to have a go myself, then even they ghosted me on the follow up. I mostly got ignored, no returned calls etc - but the one place that did engage in conversation just admitted they're only bothered about sticking precut templates onto supercars.
So if you're a PPF dealer in Yorkshire, shame on you - because you probably ignored me. Really soured me against the PPF industry in general.
Next step was to buy a roll and have a go myself... but even that's bloody hard! Seems like to buy a decent quantity of stuff you need to be a franchised dealer. Eventually I settled with https://www.grafityp.co.uk/grafiguard/paint-protec... I'm not a PPF expert, but I'd never heard of them. It was the only way I could find a reasonable sized roll so was worth a punt.
I had no idea how well PPF would work with the various compound curves of the seat base, but I had enough material to experiment so I started big.
Made a template of the whole base, cut a piece to size, then of course had absolutely no chance getting it right. Ripples all over the place as the seat curved in every possible direction. Any attempt to gently 'stretch' the film round a curve resulted in it lifting up from the base of the bowl... no chance.
Went to bed a bit annoyed, but woke up with a plan to do some more smaller, achievable bits:
This would in theory protect from HANS device and road debris.
This went much better, I ended up cutting that template into three and got some great results.
Over the next couple of days I took the approach of just piecing together smaller, more achievable bits. Slowly learning what could, and couldn't be done with my limited skillset. I eventually ended up with this:
I had enough left to do two large rectangles to go up the length of the back, either side of the spine - but I wanted to save enough to have a go at my rear wing too - so I'll do those bits later, probably with a future roll.
The driver seat was the experimental one, and the passenger seat learned a few lessons as a result. Neither is perfect, but the passenger seat is more than acceptable. The driver side has a few bubbles in the main base area, but not bad enough for me to peel it off and go again. I'd rather save the film and see how it weathers the next few weeks.
I could definitely make all of the templates better now that I know my tactic for coverage, and at some stage this will all get done again and will be significantly better, but I'm very happy with what I managed. Very difficult to see the PPF and the join lines etc, especially with the carbon weave backdrop.
It's hard to photograph, which is a good thing!
I had a trackday evening coming up, so would be an idea few hours to test out the seating position, but I did fancy some road mileage first just so I could get it somewhere close. TBC.
Quick footnote on brakes, working on a solution but for now just thrown some like for like 288mm discs back on to get me through Donny on tuesday night.
MTW said:
Seats look great! I love them in my car, really comfortable.
My only recommendation in regards to PPF would be to do the bits above bottom harness holes. You might be ok with your car, but in mine the buckles from my harness seems to try and chew through that area pretty badly!
Good shout, thanks.My only recommendation in regards to PPF would be to do the bits above bottom harness holes. You might be ok with your car, but in mine the buckles from my harness seems to try and chew through that area pretty badly!
The harness buckles I think will be the undoing of my lovely shiny seats. Every time I get in and out they're clonking around all over the cabin, it's awful.
Best thing I could do now is just scratch the crap out of them, be sad for a few days - then get on with my life
With the seats in, I had sat for many minutes making brum brum noises in the garage checking and finetuning the driver position but it was time for a test drive.
Summer evenings are an untapped treasure when you've got a toddler, bed by 19:30, on the road by 19:31, gets dark around 22:00. Bob on.
I met up with an old friend, who was also out on a shakedown run ahead of Donington Park this week.
Was great to see my old Exige out in the wild again, had the pleasure of following it for a fair few miles and they really are a good looking car on the move.
I decided to go sans helmet because the weather was lovely, I wanted to see how a lower seating position influenced ride comfort and I suppose I just wanted a good exfoliation:
This all worked great, until following another car on sticky tyres... I got quite a peppering, but avoided any major damage!
Initial impressions on the seating position were really strong. The only concern I had was with the seat height further robbing me of visibility down near the front wheels, and finding apexes on track was more down to guesswork than vision.
What I found though was that I was now able to see through the aero screen to see the point of the road down near my front corners, whereas previously I was looking down through it, which heavily distorted what I could see and essentially turned the aero screen into a massive blind spot. The net result, was I felt like I could see better down there.
As hoped/expected, the open air ride quality was fantastic. With noise cancelling earphones in I could quite happily sit at NSL without any real discomfort. As an experiment I had some reference points for what I could see in my previous seating position (the small body panels for brake fluid access for example) so when I stretched my neck up to get those into my eyeline, the ride comfort degraded exponentially.
Realistically my mileage without a helmet on is going to be few and far between, but happy that I've made this better for when I do want to enjoy it.
We meandered up through Eastish/Northish Yorkshire and eventually found Malton at which point Jamie had to turn around and head home. Light was fading, but I wasn't far away from one of my favourite Yorkshire roads so I pushed on to get to Fylingdales just in time for the sun to fade.
It's a belting road, usually spent sat in nose to tail bank holiday traffic trying to get into Whitby but there was only one other car sharing it with me that night.... a Police Car.
I enjoyed the sunset, swapped my shaded lenses in my ballistic goggles for clear, then came home the boring way.
Clocked 3 hours of solid driving and had no desire to change the seating position at all. Harness waist strap got a slight adjustment, but that was about it.
I'd love to say I completed the drive with no trace of back ache from the seats, but my back was knackered before I even set off (probably from constantly lifting the seats in and out...) but at least the long drive in the Tilletts didn't make it worse!
Car got a well needed wash the following morning, then into the trailer for Donny.
Summer evenings are an untapped treasure when you've got a toddler, bed by 19:30, on the road by 19:31, gets dark around 22:00. Bob on.
I met up with an old friend, who was also out on a shakedown run ahead of Donington Park this week.
Was great to see my old Exige out in the wild again, had the pleasure of following it for a fair few miles and they really are a good looking car on the move.
I decided to go sans helmet because the weather was lovely, I wanted to see how a lower seating position influenced ride comfort and I suppose I just wanted a good exfoliation:
This all worked great, until following another car on sticky tyres... I got quite a peppering, but avoided any major damage!
Initial impressions on the seating position were really strong. The only concern I had was with the seat height further robbing me of visibility down near the front wheels, and finding apexes on track was more down to guesswork than vision.
What I found though was that I was now able to see through the aero screen to see the point of the road down near my front corners, whereas previously I was looking down through it, which heavily distorted what I could see and essentially turned the aero screen into a massive blind spot. The net result, was I felt like I could see better down there.
As hoped/expected, the open air ride quality was fantastic. With noise cancelling earphones in I could quite happily sit at NSL without any real discomfort. As an experiment I had some reference points for what I could see in my previous seating position (the small body panels for brake fluid access for example) so when I stretched my neck up to get those into my eyeline, the ride comfort degraded exponentially.
Realistically my mileage without a helmet on is going to be few and far between, but happy that I've made this better for when I do want to enjoy it.
We meandered up through Eastish/Northish Yorkshire and eventually found Malton at which point Jamie had to turn around and head home. Light was fading, but I wasn't far away from one of my favourite Yorkshire roads so I pushed on to get to Fylingdales just in time for the sun to fade.
It's a belting road, usually spent sat in nose to tail bank holiday traffic trying to get into Whitby but there was only one other car sharing it with me that night.... a Police Car.
I enjoyed the sunset, swapped my shaded lenses in my ballistic goggles for clear, then came home the boring way.
Clocked 3 hours of solid driving and had no desire to change the seating position at all. Harness waist strap got a slight adjustment, but that was about it.
I'd love to say I completed the drive with no trace of back ache from the seats, but my back was knackered before I even set off (probably from constantly lifting the seats in and out...) but at least the long drive in the Tilletts didn't make it worse!
Car got a well needed wash the following morning, then into the trailer for Donny.
Donny Update,
The LoT Summer Donny Evening sits alongside Anglesey and Croft in the 'unmissable' category for my schedule. Except Croft which I am missing this year, due to a clash with Spa.
My very first Donny Evening was an absolutely torrential day, cars falling off the track on the sighting laps sort of thing. Ever since, it has been high 20's or even high 30's every time we've been. It's a great place to top the tan up and get some laps done.
I never used to be a fan of evening trackdays, felt like poor value for money and were over as quick as they began, but I'm coming around to them. On the right track on the right day, they're brilliant - you get some intense sessions in and pack up right around the time exhaustion is kicking in anyway.
I was pretty fresh off the back of a full day at Donny (albeit sessioned) last month, so had recent memory of the place and had identified the big areas for improvement. Getting out for the first session was a bit of a rush, had a passenger in waiting, numberplate was still on, trying to undo it next to a roasting hot backbox, etc etc. Ended up going out on balloon tyres and it was a bit sketchy.
I had a problem shifting into fourth when coming down through the gears. It seemed to pass as quickly as it occurred so thought not much of it (until later).
Once I settled down and got all my checks in order, the laps started coming together nicely. After ditching my passengers it was time for my first "1-up" laps of Donny National so I could start optimising a bit.
Only change I'd made since last time was the Tilletts and I'd stiffened my front ARB up. I'd made some handling notes/observations at Blyton and wanted to see what impact the ARB would have on those. The old 'rule of thumb' that going stiff at one end improves grip at the other is a bit too generic I find on the Lotus, it has different impact through different phases of the corner - but ultimately the difference between fully soft and fully stiff is still pretty marginal.
I was really enjoying the seats and the new seating position. Need to remember to empty my pockets though because having a phone in my pocket makes a snug fit an uncomfortable one...
Intake Air Temps are usually an area for concern at these hot Donny evenings, last year on the Intercooled car it felt so slow I'm pretty sure an NA car would have walked past it. This year the performance drop was minimal, but still getting high enough IATs to get me into the low 60's which correlates to 1.5degrees of pulled timing plus the passive impact of the warmer, less dense air coming in for boost.
The evening progressed without much drama, only thing of note being that I sprayed vpower all over the pit garage when opening my jerry can, covering my car, my belongings and the belongings of my garage-mate with it. (Sorry again Jamie). I guess it had pressurised on the trailer and I should have made more effort to keep it in the shade, lesson learned.
The laps trickled on, getting faster and faster, and braver and braver. I came into the evening wanting to improve three areas:
1. Redgate entry speed
2. Hollywood/Craners bravery
3. Abusing the curbs and trusting the compliance of the car more through the final chicane
For #1 I struggled for the first half of the day, then got some passenger laps with Seriously Dave in his 3-Eleven (incredible bit of kit) who gave me a different approach to think about. I think I made a bit of progress after that, but it still feels like a corner I'm over slowing for, but end up losing the rear if I try to carry a single mph more.
For #2 I did OK, I think. But the car can still do more! My GPS minimum speed was only low 90s at Craners last time I came. I need to remind myself that on the stock dials that would probably read as 105 so need to be careful comparing with other people on YT etc, but still it was way too slow.
This week I was over 100mph every time, and as high as 108mph on one particular lap... but I then absolutely filled my pants and pretty much gave up the lap after that
This is a comparison from last month, two 'average' laps:
I probably gained most by keeping it pinned longer through Hollywood rather than Craners itself.
I suspect my car would be 120+ on a fully flat approach through Craners, whether it can do that or not.... I'm really not sure, doubt I'll ever find out but it's fun to think about.
As the sun gets lower, our favourite photographer https://www.jamesrobertsphoto.com gets all arty and we get some pretty cool shots.
I had a small frustration on track, pretty much for the full evening in which traffic was just... annoying. It was not the fault of any individual, but it felt like lap after lap I'd get the whole track to myself for 80% of the way around and then a car would just magically appear at the worst possible time. The pit release system at Donny always feels a bit 'free for all' to me, the light stays green all the time and cars are just allowed out onto the track which really compromises entry to Redgate if you're on a hot one, and then due to the layout you're likely to be following that car all the way around Craners/Old Hairpin etc before you can get by. When that happens 3-4 laps in a row it gets a bit annoying.
It was just unlucky though, as LoT numbers were characteristically low. The track was far from crowded.
The day ended 2 mins early with a redflag, I was cursing because once again I was on "a good one" and something happened to spoil it. As it happens, it was a good friend sat beached in the gravel so I did feel a bit bad, for about 5 seconds before the mockery began.
Trundled into the pits to call the day a success, had a natter, took some photos and started packing up.
When I came to move the car, I had a very floppy gearstick. No resistance at all, and certainly not selecting any gears. Uh oh...!
A quick inspection suggested that the linkage on top of the gearbox had fallen apart, so hopefully it's nothing fatal to the box and hopefully is an easy fix. It's an aftermarket linkage (LETSLA) so there's a chance a bolt has backed out of it or something. Need to get familiar with how they bolt together so hopefully it can be easily put right.
Amazing that it survived the track and chose it's moment to just flop apart as I pulled into the pits.... BUT that's my third day-stopping issue after 3 hours of track time this year so far.
ECU shenanigans at Blyton, brake discs at the second Blyton, and this issue at Donny.
Not a success rate I'm proud of, needs to improve.
Pushed into the trailer (thanks boys) and homeward bound, via KFC.
Couple of video clips, almost the same and nothing particularly interesting or dramatic:
2 Clearest laps from penultimate session: https://www.youtube.com/watch?v=Ro9fB8hnBWs
2 Clearest laps from final session: https://www.youtube.com/watch?v=kmQdV3kdqeY
Only notable change between these sessions is that I started short shifting into fifth on the Schwantz(?) Straight/Curve thing. For earlier sessions I was hitting the limiter here in fourth and using that as my cue to gently lift off for McLeans. In fifth I found I could actually keep it pinned around the whole curve and then slam on for McLeans. This was gaining my huge laptime gains, BUT I could never carry it through a full lap, as I always hit traffic shortly after.
End result from retrospective video/log review is that I gained 3 secs from last month, but my virtual best lap if adding together all my best sectors could have netted me an extra 2.
The LoT Summer Donny Evening sits alongside Anglesey and Croft in the 'unmissable' category for my schedule. Except Croft which I am missing this year, due to a clash with Spa.
My very first Donny Evening was an absolutely torrential day, cars falling off the track on the sighting laps sort of thing. Ever since, it has been high 20's or even high 30's every time we've been. It's a great place to top the tan up and get some laps done.
I never used to be a fan of evening trackdays, felt like poor value for money and were over as quick as they began, but I'm coming around to them. On the right track on the right day, they're brilliant - you get some intense sessions in and pack up right around the time exhaustion is kicking in anyway.
I was pretty fresh off the back of a full day at Donny (albeit sessioned) last month, so had recent memory of the place and had identified the big areas for improvement. Getting out for the first session was a bit of a rush, had a passenger in waiting, numberplate was still on, trying to undo it next to a roasting hot backbox, etc etc. Ended up going out on balloon tyres and it was a bit sketchy.
I had a problem shifting into fourth when coming down through the gears. It seemed to pass as quickly as it occurred so thought not much of it (until later).
Once I settled down and got all my checks in order, the laps started coming together nicely. After ditching my passengers it was time for my first "1-up" laps of Donny National so I could start optimising a bit.
Only change I'd made since last time was the Tilletts and I'd stiffened my front ARB up. I'd made some handling notes/observations at Blyton and wanted to see what impact the ARB would have on those. The old 'rule of thumb' that going stiff at one end improves grip at the other is a bit too generic I find on the Lotus, it has different impact through different phases of the corner - but ultimately the difference between fully soft and fully stiff is still pretty marginal.
I was really enjoying the seats and the new seating position. Need to remember to empty my pockets though because having a phone in my pocket makes a snug fit an uncomfortable one...
Intake Air Temps are usually an area for concern at these hot Donny evenings, last year on the Intercooled car it felt so slow I'm pretty sure an NA car would have walked past it. This year the performance drop was minimal, but still getting high enough IATs to get me into the low 60's which correlates to 1.5degrees of pulled timing plus the passive impact of the warmer, less dense air coming in for boost.
The evening progressed without much drama, only thing of note being that I sprayed vpower all over the pit garage when opening my jerry can, covering my car, my belongings and the belongings of my garage-mate with it. (Sorry again Jamie). I guess it had pressurised on the trailer and I should have made more effort to keep it in the shade, lesson learned.
The laps trickled on, getting faster and faster, and braver and braver. I came into the evening wanting to improve three areas:
1. Redgate entry speed
2. Hollywood/Craners bravery
3. Abusing the curbs and trusting the compliance of the car more through the final chicane
For #1 I struggled for the first half of the day, then got some passenger laps with Seriously Dave in his 3-Eleven (incredible bit of kit) who gave me a different approach to think about. I think I made a bit of progress after that, but it still feels like a corner I'm over slowing for, but end up losing the rear if I try to carry a single mph more.
For #2 I did OK, I think. But the car can still do more! My GPS minimum speed was only low 90s at Craners last time I came. I need to remind myself that on the stock dials that would probably read as 105 so need to be careful comparing with other people on YT etc, but still it was way too slow.
This week I was over 100mph every time, and as high as 108mph on one particular lap... but I then absolutely filled my pants and pretty much gave up the lap after that
This is a comparison from last month, two 'average' laps:
I probably gained most by keeping it pinned longer through Hollywood rather than Craners itself.
I suspect my car would be 120+ on a fully flat approach through Craners, whether it can do that or not.... I'm really not sure, doubt I'll ever find out but it's fun to think about.
- 3 was pretty easy to be honest, The curbs on the final chicane are way flatter than I first thought and providing you avoid the little sausage things, you can just turn in and take the rest of it flat, which I did.
As the sun gets lower, our favourite photographer https://www.jamesrobertsphoto.com gets all arty and we get some pretty cool shots.
I had a small frustration on track, pretty much for the full evening in which traffic was just... annoying. It was not the fault of any individual, but it felt like lap after lap I'd get the whole track to myself for 80% of the way around and then a car would just magically appear at the worst possible time. The pit release system at Donny always feels a bit 'free for all' to me, the light stays green all the time and cars are just allowed out onto the track which really compromises entry to Redgate if you're on a hot one, and then due to the layout you're likely to be following that car all the way around Craners/Old Hairpin etc before you can get by. When that happens 3-4 laps in a row it gets a bit annoying.
It was just unlucky though, as LoT numbers were characteristically low. The track was far from crowded.
The day ended 2 mins early with a redflag, I was cursing because once again I was on "a good one" and something happened to spoil it. As it happens, it was a good friend sat beached in the gravel so I did feel a bit bad, for about 5 seconds before the mockery began.
Trundled into the pits to call the day a success, had a natter, took some photos and started packing up.
When I came to move the car, I had a very floppy gearstick. No resistance at all, and certainly not selecting any gears. Uh oh...!
A quick inspection suggested that the linkage on top of the gearbox had fallen apart, so hopefully it's nothing fatal to the box and hopefully is an easy fix. It's an aftermarket linkage (LETSLA) so there's a chance a bolt has backed out of it or something. Need to get familiar with how they bolt together so hopefully it can be easily put right.
Amazing that it survived the track and chose it's moment to just flop apart as I pulled into the pits.... BUT that's my third day-stopping issue after 3 hours of track time this year so far.
ECU shenanigans at Blyton, brake discs at the second Blyton, and this issue at Donny.
Not a success rate I'm proud of, needs to improve.
Pushed into the trailer (thanks boys) and homeward bound, via KFC.
Couple of video clips, almost the same and nothing particularly interesting or dramatic:
2 Clearest laps from penultimate session: https://www.youtube.com/watch?v=Ro9fB8hnBWs
2 Clearest laps from final session: https://www.youtube.com/watch?v=kmQdV3kdqeY
Only notable change between these sessions is that I started short shifting into fifth on the Schwantz(?) Straight/Curve thing. For earlier sessions I was hitting the limiter here in fourth and using that as my cue to gently lift off for McLeans. In fifth I found I could actually keep it pinned around the whole curve and then slam on for McLeans. This was gaining my huge laptime gains, BUT I could never carry it through a full lap, as I always hit traffic shortly after.
End result from retrospective video/log review is that I gained 3 secs from last month, but my virtual best lap if adding together all my best sectors could have netted me an extra 2.
Fonzey said:
I had a small frustration on track, pretty much for the full evening in which traffic was just... annoying. It was not the fault of any individual, but it felt like lap after lap I'd get the whole track to myself for 80% of the way around and then a car would just magically appear at the worst possible time. The pit release system at Donny always feels a bit 'free for all' to me, the light stays green all the time and cars are just allowed out onto the track which really compromises entry to Redgate if you're on a hot one, and then due to the layout you're likely to be following that car all the way around Craners/Old Hairpin etc before you can get by. When that happens 3-4 laps in a row it gets a bit annoying.
I enjoyed your write-up and progression with the car. However, if you are chasing clear laps to improve your times you are in the wrong environment: get a race licence and go to test days. Even in a racing environment the track is rarely clear - the real craft is in being able to minimise how much you are held up through good overtaking.For track day I'd suggest chilling out, focusing on improving driving technique in specific areas (as you are doing) and not chase overall lap times. Oh, and enjoy giving passenger rides.
jeremyc said:
I enjoyed your write-up and progression with the car. However, if you are chasing clear laps to improve your times you are in the wrong environment: get a race licence and go to test days. Even in a racing environment the track is rarely clear - the real craft is in being able to minimise how much you are held up through good overtaking.
For track day I'd suggest chilling out, focusing on improving driving technique in specific areas (as you are doing) and not chase overall lap times. Oh, and enjoy giving passenger rides.
Yeah to be honest it's less about the time (I'm oblivious to that on track anyway) and more about just "losing" the first third of the lap due to hitting an outlap car coming out of the pits seemingly every time I approached Redgate! Even in a racing environment the track is rarely clear - the real craft is in being able to minimise how much you are held up through good overtaking.For track day I'd suggest chilling out, focusing on improving driving technique in specific areas (as you are doing) and not chase overall lap times. Oh, and enjoy giving passenger rides.
Laying on my deathbed I'm pretty sure I'll strongly regret not giving racing a try when I had the chance, but from where I'm sitting now I much prefer the chilled atmosphere of a trackday. From experience doing anything competitively is the first step in not enjoying something...
(plus I think I'd be really bad at it
)My real attraction from the logging aspect of the car is the geeky stuff, knowing what the engine and electronics are doing and finding silly ways to make things better. The lap timing element is a bit of a by-product, and I like to respect the rules of trackdays and not make it an active part of my day.
Speaking of which... IATs.
I'm having some thoughts about changing my supercharger pulley again.
As a reminder, I have a 2.9" pulley fitted which is enough to produce 301bhp/202ftlbs when the DBW is fully open at 161kpa.
Above 40degrees IAT I start trimming timing, so ultimately that 301bhp starts degrading.
90% of the time, in fact probably 95% of the time I'm in my "road" map which has the DBW pegged at 65%. This produces 281bhp/193ftlbs on the Dyno and total boost is in the region of 150kpa.
As I'm trimming power using DBW, the SC is still spinning just as fast in either map, and still generating the same heat even if boost output is lower in one of the maps. I'm basically carrying an IAT penalty all of the time, when only using fully unleashed power for small stints on the road and rarely/never on track in fear of expiring the gearbox.
One scenario is that I get Spa done and dusted, Spa has been the source of my anxiety as I really didn't want to smash a gearbox on the run up to that and compromise the big/expensive trackday in the centre of my schedule. Once Spa is done, perhaps I run 300bhp more often as I'm less concerned with a bit of downtime whilst finding/swapping gearboxes. I'm less annoyed about carrying the IAT penalty if I'm actually getting to play with all of my toys.
Other scenario is that I get rid of the 2.9" pulley and go for a 3.0" pulley instead. According to unverified sources this will lower my total boost potential by about 7kpa which will land my total power output somewhere in the region of 280-290bhp but will reduce my IATs by a <yet to be tested> amount.
If this means that I can get the same 280bhp but consistently, all the time - then it's probably a better way for me to go. Lower temps means everything is just happier. I could still have switchable maps if I really wanted to, and maybe look at a 260(OEM) and a 280(Race) map for instance.
I know from my Exige that going from OEM (3.4ish) pulley to a 2.9 was a significant hit to IATs. With the same Chargecooler setup my temps went from "barely above ambient" to the 50s and 60's that I'm seeing now, so not sure exactly where I'll end up by dropping just 0.1" but we'll see.
The other option of course is to find a way to optimise chargecooling. An extra auxiliary precharge rad? Not sure, but I think options are limited.
Speaking of which... IATs.
I'm having some thoughts about changing my supercharger pulley again.
As a reminder, I have a 2.9" pulley fitted which is enough to produce 301bhp/202ftlbs when the DBW is fully open at 161kpa.
Above 40degrees IAT I start trimming timing, so ultimately that 301bhp starts degrading.
90% of the time, in fact probably 95% of the time I'm in my "road" map which has the DBW pegged at 65%. This produces 281bhp/193ftlbs on the Dyno and total boost is in the region of 150kpa.
As I'm trimming power using DBW, the SC is still spinning just as fast in either map, and still generating the same heat even if boost output is lower in one of the maps. I'm basically carrying an IAT penalty all of the time, when only using fully unleashed power for small stints on the road and rarely/never on track in fear of expiring the gearbox.
One scenario is that I get Spa done and dusted, Spa has been the source of my anxiety as I really didn't want to smash a gearbox on the run up to that and compromise the big/expensive trackday in the centre of my schedule. Once Spa is done, perhaps I run 300bhp more often as I'm less concerned with a bit of downtime whilst finding/swapping gearboxes. I'm less annoyed about carrying the IAT penalty if I'm actually getting to play with all of my toys.
Other scenario is that I get rid of the 2.9" pulley and go for a 3.0" pulley instead. According to unverified sources this will lower my total boost potential by about 7kpa which will land my total power output somewhere in the region of 280-290bhp but will reduce my IATs by a <yet to be tested> amount.
If this means that I can get the same 280bhp but consistently, all the time - then it's probably a better way for me to go. Lower temps means everything is just happier. I could still have switchable maps if I really wanted to, and maybe look at a 260(OEM) and a 280(Race) map for instance.
I know from my Exige that going from OEM (3.4ish) pulley to a 2.9 was a significant hit to IATs. With the same Chargecooler setup my temps went from "barely above ambient" to the 50s and 60's that I'm seeing now, so not sure exactly where I'll end up by dropping just 0.1" but we'll see.
The other option of course is to find a way to optimise chargecooling. An extra auxiliary precharge rad? Not sure, but I think options are limited.
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