Frank - pls can you simply answer the original question?
On the S Lotus have retained the std Toyota injectors. This pegs the maxiumum power as they are maxed out at the top end. Some power curves show a worrying tendency to lean off at the top end (those particular curves were on a car with a modded exhaust and ITG airbox). An ex Lotus engineer also confirmed this to me.
If you want to increase bottom end torque then you will need to increase boost by fitting a smaller pulley to the supercharger, this will increase torque at all speeds so you’ll get a higher power output too. So you’ll need larger injectors too.
So I’d see if Plans could source you a Cup ECU, pulley and injectors - you could maybe even go for the Cup 255 spec, that’d be a good increase? Wont be cheap though.
At the end of the day, just chipping an S with no other mods wont do you much good.
You’re wrong about the injectors, and the ex lotus engineer is either wrong or wasn’t a lotus engineer when the S was developed. Assuming you mean ‘standard’ as in NA, they are standard SC injectors.
You’re wrong about the power increase too, anyone who’s not involved with me or frank is more than welcome to pop by my place and drive my S, inspect the engine bay and see if there are any other physical mods.
As for UK vs US sales, we ship worldwide.
The S tunes should be released next month, and will be available worldwide, as for warranty, i’m tech, not sales, but i’m sure it’ll be known at the time of release.
A usa map will never work in the UK this is proven by FF and Komotec kits which have had problems.
Any one you buys a ECU tune from the USA to work in the uk is taking a massive risk
Also wrong, komotec probably mixed up the firmwares(software) of the ECUs with different ECU revisions.
If you load a type B into a type A it won’t work. you can tune a type B and transfer it to an A, but it has to be done in a way where only the maps are translater and transferred in the correct way.
I have a customer here in the USA with a british car, i made the same mistake at first since i didn’t realise it was a british car when i got the ecu, but i fixed it in the end.
As for the Sector SC kits there are customers waiting from the UK, USA and Japan, there are well over 30 cars with the kit installed.
The british cars just aren’t different in any meaningful way, if you need to see it running in your own country for 6 months before you’re interested in looking at it, well just wait 7 months.
You’re wrong about the injectors, and the ex lotus engineer is either wrong or wasn’t a lotus engineer when the S was developed. Assuming you mean ‘standard’ as in NA, they are standard SC injectors.
Charlie,
They did change the injectors on my S, when it was upgraded to CUP spec. Guess this is to avoid leaning out at higher RPM in 5th/6th gear with the CUP spec mapping.
Can you spill some of the beans (I’m not asking you to give away you tune-secret) on how you can reach so much more performance, while keeping the stock injectors, the stock fuelpump and not overcooking the injector duty cycle. Is the fuelmapping that much different?
Frank - pls can you simply answer the original question?
On the S Lotus have retained the std Toyota injectors. This pegs the maxiumum power as they are maxed out at the top end. Some power curves show a worrying tendency to lean off at the top end (those particular curves were on a car with a modded exhaust and ITG airbox). An ex Lotus engineer also confirmed this to me.
If you want to increase bottom end torque then you will need to increase boost by fitting a smaller pulley to the supercharger, this will increase torque at all speeds so you’ll get a higher power output too. So you’ll need larger injectors too.
So I’d see if Plans could source you a Cup ECU, pulley and injectors - you could maybe even go for the Cup 255 spec, that’d be a good increase? Wont be cheap though.
At the end of the day, just chipping an S with no other mods wont do you much good.
You’re wrong about the injectors, and the ex lotus engineer is either wrong or wasn’t a lotus engineer when the S was developed. Assuming you mean ‘standard’ as in NA, they are standard SC injectors.
You’re wrong about the power increase too, anyone who’s not involved with me or frank is more than welcome to pop by my place and drive my S, inspect the engine bay and see if there are any other physical mods.
As for UK vs US sales, we ship worldwide.
The S tunes should be released next month, and will be available worldwide, as for warranty, i’m tech, not sales, but i’m sure it’ll be known at the time of release.
You would be buying the same part twice if you order a new pulley they are all the same It’s all in the tune…hey Charlie can I be tech too I suck at sales ?
Let’s put some love back into this place. Seriously, we’re all enthusiasts looking at proper improvements and getting it done right the first time.
We should embrace technological developments and not throw the ugly “I thought, you see, but I’ve heard, guess what I saw” approach.
For those who are interested in Charlie’s solution and Frank’s recommendation behind Charlie. Where do we sign-up, what the cost of the product would be, and what else do we need to compliment the ECU upgrade alongside, if any negative/downfalls other than higher petrol consumption?
Nico the stock injectors for the EU “S” are 330cc. stock US 'S" and all 240-255 cup are 430cc.
Not being controversial here but Charlie is saying there is no substantial difference between EU/UK and US specs and I would have thought (might be ignorant) that injector size would be significant.
As Noel says behind all the banter is everybody’s desire for more power.
Hey guys I loves everybody it’s misinformation [bull shite] I don’t like…The ECU tune for the World “S” will make you all Changing the injectors is no biggy…
Like i said we’re tech, i think the launch date is August 10th, cost i don’t know yet either sorry, but i’ll make sure i leave a message here when it does.
Again there are no significant differences in the ECUs themselves, its just code for one thing, there are a couple of different revision ecus with different internal wiring, these are the ones that cause all the it doesn’t work stuff, all the changes can be applied to all of the ecu’s, i’ve done a couple of uk cars already that are here, and theres one guy on elisetalk driving around with a uk ecu that was installed by mistake, he isn’t having issues, so if the cars were vastly different , why would that be?
i’m afraid most of the talk about differences and it not working, is just purely internet chat room dq and unsubstantiated rumour mill, or that some company tried it, couldn’t make it work properly and claimed it wasn’t possible.
Mostly its just EOBD vs OBDII and the yanks emissions stuff,.
I’m trying to get home soon to visit my mum and dad, so if i do i will bring an S ecu along with me for people to try out, yes its a pain in the bum to swap it out, but i can’t fit my S in the carry on unfortunately.
Other than that if any of you are visiting over the pond to vegas you’re more than welcome to try out the car, its raining here so you’ll feel at home.
Hey guys I loves everybody it’s misinformation [bull shite] I don’t like…The ECU tune for the World “S” will make you all Changing the injectors is no biggy…
We love you too Frank (and even more when we with the upgrade)but if the ECU upgrade needs new injectors to work just say so, it’s not a problem, we just want to know what’s required.
Maybe in Vegas for the Hatton fight in December, i would get in touch Charlie and try your S. I had planned to do the komo Tec 282 ps early next year when my warranty ran out, but i am open to alternatives.
Maybe in Vegas for the Hatton fight in December, i would get in touch Charlie and try your S. I had planned to do the komo Tec 282 ps early next year when my warranty ran out, but i am open to alternatives.
This would probably be better suited in the 282ps topic.
Not sure what the “Stage-2 282ps kit” for the Exige-S involves, but from what I can judge, it gets a very similar air/water charge cooler to the 250/280S turbo-drive cars. If the cooler is built in vertical right behind the front-intake, the engine cooler located below the top outlets in the front clam might work less efficient. I’ve heard from a 250S owner that this may have been the cause for significant performance loss on the race-track due to very high engine temperatures (above 105�C).
This may have been helped further by some of the other design choices by Komo-Tec to use both side-intakes in the turbo-drive cars (left side-intake cools the charge-cooler, right side-intake is induction and where the rotrex type charger sits) which would limit the air-flow through the engine bay further.
Can’t say how relevant any of this is to the Exige-S stage-2 kit (or other 250S owners or potential buyers), but perhaps something to look out for?
Komo-tech’s chargecooler is a good idea and I doubt you whould ever feel the added weight of the water…my chargecooler sits on top of my engine but it is smaller and a proper chargecooler core…my vision is not blocked…check out www.bellintercoolers.com
Maybe in Vegas for the Hatton fight in December, i would get in touch Charlie and try your S. I had planned to do the komo Tec 282 ps early next year when my warranty ran out, but i am open to alternatives.
This would probably be better suited in the 282ps topic.
Not sure what the “Stage-2 282ps kit” for the Exige-S involves, but from what I can judge, it gets a very similar air/water charge cooler to the 250/280S turbo-drive cars. If the cooler is built in vertical right behind the front-intake, the engine cooler located below the top outlets in the front clam might work less efficient. I’ve heard from a 250S owner that this may have been the cause for significant performance loss on the race-track due to very high engine temperatures (above 105�C).
This may have been helped further by some of the other design choices by Komo-Tec to use both side-intakes in the turbo-drive cars (left side-intake cools the charge-cooler, right side-intake is induction and where the rotrex type charger sits) which would limit the air-flow through the engine bay further.
Can’t say how relevant any of this is to the Exige-S stage-2 kit (or other 250S owners or potential buyers), but perhaps something to look out for?
Cheers Phil
You really have to stop with the misinformation because it’s too freakin clear you know nothing of the topic…The heatexchanger has to be in a vertical position in order to be efficent unlike the Bemani design…Komo-tech’s heatexchanger is corect as it is in direct airflow all the time and does “not” restrict the air flow to the cooling radiator, I have the same design on my car as does the Lotus GT3 using duel pumps …The Bemani does not get enough air flow at low speeds and once the cooling fans kick in directing the air up and out away from the Bemani heatexchanger and you are in hot water …information not misinformation…dude do your homework first…after all that’s the reason for these fourms…
It must have some affect on the cooling of the engine when the air arriving at the water cooler has already been warmed by the cooler for the charge cooler.
I am not saying its a problem or significant but it is the case.
On a related note i met someone with a 250s turbodrive from komo tec. his biggest�problem with the position of the komo tec cooler was that the air intakes for the ventilation system now get the warm air from the komo tec cooler…he ends up running with the AC on the whole time just to try to keep the cockpit reasonably cool. Sometimes the AC cannot keep up…