What are the thoughts on this? Could be glued on then ‘blended’ in?
Now you want to ADD weight??? 
More interested in adding air!
Yuk, not worth the extra drag for the performance gain, have you opened out the hole in the rear clam?
[quote=ade]Yuk, not worth the extra drag for the performance gain, have you opened out the hole in the rear clam?
[/quote]
Ahh … but you have a water based cooler Ade, The air/air coolers lurve more airflow …
And trust me it makes a BIG difference !
[quote=ade] have you opened out the hole in the rear clam?
[/quote]
As euphemisms go, I’d say that is a pre-requisite for all us S2 owners 
HAHA
[quote=tim_marra][quote=ade] have you opened out the hole in the rear clam?
[/quote]
As euphemisms go, I’d say that is a pre-requisite for all us S2 owners [/quote]
LOL - Superb!
Walked straight into that 
I am not sure it does, testing in the US showed it only made a difference to airflow over 80mph and there was o testing to show if the air temp was higher. After sitting in a 211 I am convinced it would be.
When I fitted the forge and opened up my hole (oh er) It made a huge difference to the car, this is why I am sure it could be tuned better than the standard set up. Its just a shame those at Sinclaire wont do it, I guess when you have a monopoly you can do what you like though.
Boothy - did Sincs point blank say no to tuning with your A2A I/C?
I’m surprised at that.
Btw - I might be getting the roof scoop skin for my NA Roof 
[quote=blacktoy]Boothy - did Sincs point blank say no to tuning with your A2A I/C?
I’m surprised at that. [/quote]
Hi mate,
Not in so many words, the feedback I got was that an air to air runs 30degrees hotter than a CC so they wont tune it further than 230 RWHP, that may be so with a standard cooler which they seem to get those sort of figures out of.
However in the states Charlie gets 240-250RWHP on air to air, the new vision thingy gets higher figures still and lotus themselves are getting 230RWHP out of the standard intercooler.
Forge testing showed my cooler runs 17 degrees cooler than the standard one and AFAIK sincs have no real testing on my set up other than possibly on the Dyno which without proper airflow is futile.
When asked why Charlie seems to get better results from the RLS uprated coolers I seemed to hit a brick wall.
Which leaves me with a problem, currently Sincs are the only people who can tune my car in the UK, they dont seem to want to do it to get the best out of it. So I either sack off my setup and start again which I dont want to do or I wait for someone else to crack the ecu.
I guess the other option is to get proper data logged figures for my car and take those but doubt that would make any difference. I like playing with things and I was going to add more air to my setup but again I dont see the point if there is nobody to tune it…
I am not willing to take my car to sincs, part with the cash and then only get 230rwhp, I have said it before but ask anyone running a Forge cooler and they will say it made a difference to the car, I dont want anything ground breaking but I think that 270 - 280bhp is not un reasonable seeing that lotus get 260bhp with a standard intercooler and manifold.
Boothy
I’m not taking sides here in any way, but in Sincs defence it is virtually impossible to map any forced induction intercooled car let alone an S2 Intercooled Exige on a rolling road. The charge air temps go through the roof as the air flow through the cooler isn’t there. At the end of the day it is virtually impossible to recreate a 120+ mph wind.
Obviously to keep the engine safe as the charge air temps rise, the ECU will pull out ignition, therefore loosing power. Ignition is the key to power when mapping. At full boost just one degree of ignition on my car is worth 15BHP!!!
That is where the power comes from with race, high octane fuel. It isn’t the fuel that makes the power (although it will make a bit on its own) it is the fact that you can run more iginition with out det happening and it is that extra ignition advance that makes the power.
So there lies Sincs problem, they can’t map the car and put in the required amount of ignition to make the power as the charge air temps are just too high to do it safely. I have seen a melted piston happen due to high charge temps and too much ignition in a matter of seconds.
I have a charge cooler on my car and as it is big and has a lot of water in the system etc etc it can just about handle being mapped at high boost on a rolling road. However I don’t do it like that. I basically disconnect the in car water system and connect a hose pipe to a tap and run cold tap water through the charge cooler constantly. Cold water in one end and then straight out of the other end and down the drain. Cahrge air temps are now well under control.
What Sincs should do, is get a charge cooler made up that will fit in the place of the standard or modded intercooler and run cold tap water through it. This would make mapping totally safe and then when you put your IC back in and drive it on the road the engine will be optimised for the charge air temp you can maintain with your IC during normal driving.
Just my 2p
Sean…
That all makes perfect sense to me
As I said before alot of it has to be to do with re creating airflow on a dyno.
How are the guys in the US doing it? I am not hugely convinced that the heat soke that people really bang on about is down to the location of the S intercooler above the engine and I think its actually more down to the lower airflow at lower speed allowing the intake charge to heat up the core. Obviously with zero airflow that would happen pretty quickly.
I can test that further when I get my finger out and reflect a gold my heat shield and test back to back without it.
Boothy
I think it is a bit of both. The scooby boys do OK with there inter warmer mounted on top of the engine up to certain power.
Air temps rise at a huge rate. We recently mapped one of our customers cars with an undersized intercooler and at the start of the run the intake was 24 degrees from memory, by the time we reached 6,000RPM it was over 60!!!
II know Ford in the Sierra and Escort Cosworth maps start pulling ignition at about 40 degrees!
An efficient system works wonders though. The air temp before my charge cooler is around 140 degrees and the temp after it has never ever gone above 48, but it is normally about 35.
An air to air is efficient it just requires air flow, a chargecooler is full of water and so will take much longer to heat soke on a dyno but once heat soked will take much longer to cool down without massive front end surface area. I just want to keep weight low, especially weight high up and a CC will add about 15kgs over mine high up on the car.
Boothy
Sean
When we are at OP remind me to tell you about my mapping project at Ilmor. Watching a Porsche Cup engine go pop on E85 on an engine dyno was an experience!!!
I cacked myself and ducked, the Ilmor guys didn’t even blink…they said you want to see a McL F1 engine let go!
Boothy
I am going to try to have a chat to Dan about this, I think Sean’s idea is a really good one, as I posted before I think Sincs can do this but they are certainly nervous of stuff failing and getting a bad rep. A lot of tuners will just do what they are told by customer without a thought and broken engines happen, these don’t really show up as so many people tune all the other types of ECU’s, as Sincs are the only real tuners for the Lotus ECU breaking a car would cause them huge commercial damage as the community is so close and the internet is evil.