ULTRAlightweight - ULTRAdiscs

ULTRAdiscs have proven themselves on and off the track since 2005. A key reason for the success of the ULTRAdiscs is the gain in performance they bring, especially through weight reduction.

These ULTRAlightweight two-piece, floating rotors will save you 10 lbs of unsprung weight (weight not supported by the suspension, i.e. wheels, tires and brakes) by using strong and light materials and an innovative design.

ULTRAdisc’s two-piece design allows the hats to be made from strong and lightweight anodized aircraft 6061 T-6 billet aluminum. The floating rotors themselves are made with a high-carbon iron that is perfectly balanced for strength and lightweight.

More weight was taken off by designing each ULTRAdisc to be corner specific - we can claim to be the very first to develop this innovation for the Elise/Exige. As many of you know, Lotus uses one part number for all four brakes. The front and rear brakes are the same rotor even though the brake pads are of different size. The ULTRAdisc rotors are tailored to match the swept area of the smaller calipers in the rear and the larger calipers in the front. This correction eliminates 3/8” of heavy unused rotor surface per rear wheel. This alone saves 6 pounds of rear unsprung weight!

Adding power will make your faster in a straight line but reducing weight, specifically unsprung weight, enhances nearly every performance characteristic. By sticking to Colin Chapman’s philosophy of “simplify and add lightness,” you can improve acceleration, braking and cornering grip at the same time.

ULTRAdiscs will not only give you greater stopping power, but the loss of unsprung weight will give you more precise steering inputs and better turn-in characteristics.

All of this weight savings and durability has made ULTRAdiscs a favorite of the fastest Lotus Challenge Series drivers. Brent B.'s high-power, high-aero, race-winning Exige to our low-power, no-aero Project Nirvana Elise run ULTRAdiscs with excellent results. Reducing unsprung weight will improve your Lotus's performance no matter how it's setup.

Sector111 Podcast- Martin from Girodisc

We spoke with Martin, Principal at Girodisc, about our ULTRAdiscs and all sorts of other brake-related issues in the newest Sector111 Podcast. Martin talks about how and why he started Girodisc, the history of cross-drilled brakes and why manufacturers still offer them & what makes ULTRAdiscs so good!

CLICK HERE to listen to the Sector111 Podcast

ULTRAproven - ULTRAdiscs

We developed ULTRAdiscs with Girodisc over four years ago. Since then, ULTRAdiscs have proven themselves in almost every manner possible. We combined Martin @ Girodisc’s years of automotive engineering experience (5 years of which were spent at Porsche Engineering Services) and our knowledge of the Lotus Elise/Exige to develop the perfect OE replacement brake solution, the ULTRAdiscs.

ULTRAdiscs have proven their performance and longevity on the street and race track since 2005. It’s the rotor of choice for the fastest Lotus Challenge Series competitors. ULTRAdiscs have been run on the track with fantastic results on cars with high power and massive downforce as well as on N/A cars with no aero. ULTRAdiscs have been proven time and again to deliver regardless of car setup or track.

The race track is a great place to test the performance of products. The extremes of track use are hardly ever duplicated on the street. However, actual street miles are just as hard to duplicate. ULTRAdiscs have spent just as much time proving themselves on the street as they have on the track. The Sector111 Spyder took a set of ULTRAdiscs over to 30,000 miles and still had life left in them! No other rotor on the market can say that.

ULTRAdiscs are the only aftermarket rotors to have been proven on the road and track for as long as they have. They were developed back in 2005 to be lightweight and longlasting. After being put to the test for over four years, we have proof these rotors will deliver!

When it was time to upgrade the brakes on our Project Nirvana, there was only one rotor up to the task: the ULTRAlightweight, ULTRAlonglasting and ULTRAproven ULTRAdiscs.

raceVIEW Install Tips

We just installed raceVIEW mirrors on Project Nirvana last Friday. These carbon fiber side view mirrors actually save 2lbs of weight plus reduce visual 'weight' as well. The car looks far sleeker now with this addition. Improved forward vision is another bonus as the clunky stock mirror stalks are eliminated opening up your view as your strake those apexes. It's been awhile since we installed raceVIEWs so we refreshed our memories and found some new install tips to share with you.


1. Masking tape is your friend.

• We used it to hold the new bolts to our allen wrenches during install
  
• Cover painted areas that you are working on to minimize scratches
  

2. Use the 2 wrench method to install base plate

• Rick came up with the idea of using 2 wrenches to hold the bolts in place while lining up the base plate plate. This works like a charm to line up to the threaded sections of the base plate

3. The angle of the bottom bolt is extreme

• This bolt is hard to see when peering through the hole but this picture gives you an idea of how the wrench must be angled


• We did not install the new bolts in this location on our last Exige as it was blocked by metal plate. The raceVIEWs never loosened up on the Exige even after 3.5yrs of use. We left them off of our Project Elise as well to see if it will stand up. We did use some serviceable threadlocker on the bolts. We expect it will be fine as our kit is much lighter than the stock mirrors so 2 bolts should be fine....are we channeling our inner Colin Chapman? ;^)

Sector111 Baffled Oil Pan

As many of you know, engine oil starvation is a real problem for track driven Lotus Elise/Exige. In high 'g' turns, the oil can stand vertically in the stock oil pan starving the pick up and as a result, the rest of the engine. We have been working with a local oil pan specialist to develop a high quality baffled pan that will put the issue to rest.

Project Nirvana has been on our lift for some time to dial in our pan. After several tests, we finally have the first article on the car and onto the road. Oil isolation is a key objective with the pan. We spent significant time insuring the size of the oil isolation area and pick up location. The first picture shows the engine without the stock oil pan. You can see the stock pick up in this shot.

The second picture shows us test fitting a 'skeleton' of the pan to confirm clearance and dimensional fit. This shot gives you a peak inside at the trap door openings that help contain oil close to the pick up. Essentially you create a cavity within the pan that isolates the oil even in high 'g' situations.

Though our pan has more oil capacity than stock, this was of lesser concern as stock cars have plenty of capacity thanks to remote oil coolers. Based on our experience quality of the fabrication and features became a higher priority of us. We want a solution that fixes oil starvation first, is fabricated to a high standard and fits correctly without additional machining. You can see that the welds are beautiful and can be found inside and out with our solution. Additionally we use high quality/performance drain plugs with 0-rings. Our pan mated to the engine beautifully.

We identified a few additional changes that will be incorporated into the final pan. We are now testing ours and will plan to release it as soon as we are complete.

I've been driving Nirvana for a few days and so far no leaks....

Tesla Evaluation @ Sector111

Tasty Bits for the Tesla are back on track. We originally began working with Tesla's accessories group 2+ yrs ago. Product development was put on hold at Sector111 last year when Tesla shut down this group. The success of the Roadster, has now renewed interest in offering some tasty bits for this sweet little machine. Many Tesla owners have already bought our microMIRROR - in fact Martin Eberhard (Tesla Founder) was the first.

We recently began working with James at EV Components who convinced Eric, a Tesla Roadster owner, to come down to our shop and let us go over his car. It turns out Eric and I 'knew' each other as he had sent me the picture of the Tesla with our stellaCORSE wheels last year. We had developed these wheels in the exact fitment for the Tesla. I hope we can get enough interest in these wheels as the OE forged wheels as supposedly very $$$$$$. Now that the stock wheel appears to be a cast wheel our forged solution will be dramatically lighter which should help the Roadster in many good ways. 8^)


Though we have 220 at the shop, we learned that the 2 different types of outlets we had were not the same as the various connectors Eric brought. This required a trip over to the local hardware and electrical supply store to build a new connector. Eric built the new connector while we proceeded to disassemble portions of his Roadster. Recharging was critical as he needed to get back home which is 100+miles north of here!

We test fit various parts onto the car as well as took measurements. Our Carbon Fiber Hardtop actually fits. The weave on the top is quite different from the roll bar cover that is on the car. This is an aesthetic consideration that can be addressed with new CF fabric. We built our top to be a lighter version of the stock Elise top with a focus on use with track oriented cars. It appears that some Tesla owners are taking their cars to the track so we looked at our various parts to see what might also work on track. We inspected the brakes and suspension and found some opportunities.


We also looked into various lifestyle products that could make the Roadster even easier to live with. The trunk is quite large by our standards but the interior - like the Elise -lacks much in the way of storage. There are several opportunities that we found.

We capped the day off with a quick drive. I was given a ride, 2 years ago, on a visit to Tesla's R&D center in SF but this was the first time I had the pleasure of driving one. At that time I remember saying that the Tesla felt like a sailboat while the Elise was more like a motorboat. The lack of sound - except for the wind whistling - is a serene experience that still reminds me of sailing. The Roadster accelerates almost as fast as my Atom. It really throws you back in the seat - as Eric demonstrated! This car came equipped with the AD07 tires in the same sizes as the stock Elise. During my drive, I could feel the added weight of the batteries as well as the under steer that was dialed into this package. The ride is very comfortable and overall feel is great! This car is a blast and I'm sure the owners are having plenty of fun cruising and commuting in these capable machines.


Thanks to Eric for graciously taking time to share his fantastic machine with us. This is definitely a glimpse of the future.

Ralph from V2 is Flyin'

Many of you know we have been offering several new innovations from V2 Motorpsorts. The owner, Ralph Provitz is an accomplished driver and engineer. He has decades of experience in both arenas and has earned a Spec Miata Championship as well as running Sportbikes at Daytona. He has been riding or driving some sort of fast machine since a tender young age. yes, he is certified.

He has finally begun shaking down his '06 Exige after months of preparation. Ralph bought this car last year and has been meticulous in his set-up. Several new items were developed from this process including: V2arms, V2linx, V2mounts and the V2 Fuel Tank. The paint job was even designed by him - it is truly unique and bitchin'. Ralph is running the Nitron Track suspension. These are the double adjustable solution we offer. Additionally he is running our Larini 8" exhaust as this track is very strict with the noise limits.

Ralph spent the weekend at Waterford Hills Raceway in MI. This local track is a fairly short track that is favorable to good handling cars. Since his Exige does NOT have a supercharger, good handling and braking is key. He ran 1:15.2 with some heat cycled Hoosier 'A' compound. This is a very fast time for a car that is not yet complete in its development.

Here are some fast times from other cars on this track.

BMW E46M3	1:16.325 (Yoko slicks, coil-over)
Spec Miata	1:18.827 (Lap record set by Alan Faitel 9/2003)
Dodge Viper	1:22.000 (approximate for stock Viper V-10)
ITS 1972 Datsun 240Z	1:18.288 (Nationally Competitive ITS 240Z)

Ralph is coaching and prepping a few cars/teams in the DTW area. His talent has delivered some very competitive drivers and cars. I admire his approach to product development and testing. His ability to drive cars at their limits and then understand what is happening is a key strength. He will be testing out our new baffled oil pan for performance as well as other new innovations we are sorting.

I am glad to have him on our team. Expect more superb products from this partnership!

Atom Power Upgrade

We have slowly been upgrading components on the Atom to get it to match the Secant Type I powertrain. 280hp/241 ft-lb power output is the target. I secured a new intake and additional radiator for the intercooler system from Tom@Unique to help us get there.

We installed these bits along with a new Laminova endplate that reroutes the coolant through the intercooler in a manner that achieves improved cooling efficiency. Removing the Laminova tubes takes patience and a gentle touch - neither of which I have much of. This picture shows the stock end plate with 2 hose connections. The new endplate has 3 connections to help flow coolant quicker.

We have a larger water pump that we looked at switching but choose to stick with the stock pump for now. The additional plumbing and wiring required for the new pump dissuaded me from tackling that task at this time. Tom & Ryan from Secant assured me that the stock pump should work well.

The new ic radiator from Tom is plumbed in-line with the stock radiator. The coolant now runs in this manner: pump ->1st rad -> 2nd rad -> IC -> pump. I will need to modify the plastic cowl a bit to clear the front frame that supports the rad. The polished frame reveals Tom's hotrodder roots. The welds on this unit are excellent. Nice work Tom!

I'm anticipating much improved cooling and reduced heat soak issues. The new radiator gets high pressure air as it is positioned in the stock location for the intake. We got creative with the hose plumbing and connections and have sorted a neat configuration. The downside is losing the original intake snorkel - but form must follow function!

The stock intake was discarded in favor of Tom's intake. It delivers air in a nice straight shot - unlike the convoluted stock intake. The MAF should also be much happier. We installed this without difficulty. The filter resides just below the remote oil cooler and appears to block some airflow to this rad. Since oil temps have never been an issue for me, this seems like a fair trade off. Nothing comes free.

We swapped out the in-line fuel filter which of course required a special tool. The # of trips I've made to the store is maddening with this upgrade. 8^) I bought a smaller belt as well since the new pulley is smaller. Though the tensioner appeared to take up much of the slack, it was not enough for the stock belt. NAPA is close so I simply bought a smaller one as replacement.

Steve from Secant arrives on Friday to begin the tuning...

V2mounts - Secure & Safe

I have never been very happy with the mounting options for remote reservoirs on our Lotus. Most suspension companies provide zip ties or band clamps and leave you to find creative places to mount your canisters. The typical place to mount the canisters is the lower a-arms. Though this works, getting the reservoirs tight enough so they don't move during adjustment is tough. Plus they are located in an area that feels vulnerable to road debris. Ralph@V2 came up with a creative solution and sent me a couple to test out.

We installed them on Nirvana last month and ran it at Laguna Seca. Since I only had 2 brackets, I mounted them on the front under the chassis by riveting them. This resulted in a super stiff solution. Reaching in to adjust them was a

snap. We left the rear canisters mounted on the a-arms without the brackets. These remained much less secure as they would move slightly during compression adjustment. On some reservoirs the adjustment is very subtle and any movement can cause you to miss a 'click'. My other concern is adding additional weight to the suspension arms - it is clearly the wrong place.

We decided to order a small batch and assemble a kit we are calling V2mounts. The rear mounts can be installed in a few different locations:

1. Rear triangulation tube
2. Rear toe links
3. Lower a-arms

We like the Rear Triangulation Tube that extends down from the Roll Bar. On the Exige, this is an easily accessible part of the car. Ralph has mounted them here with sweet success. On the Elise it is a bit of a challenge. We've mounted them here BUT upside down on Nirvana. I will run it this way for some time to see how it works. Since most of us don't mess with compression adjustments on

every track outing, this should be less of an issue. Of course the engine will be hot so you have to watch your hands and arms...

I will be using them on my Atom as well to secure my Nitrons. I suspect they may work well on other performance cars.

New Wheel Studs & SS Brake Lines

We installed a set of our new BULLETstuds onto Project Nirvana. I've used these on my previous Elise and on our last Exige. I love this kit as it makes wheel changes a snap. The quality of the kit is excellent and we have finally sourced some black nuts to keep it discrete. Another key advantage is that it eliminates the need for the Lotus wheel bolt key AND locking key. The lock key was prone to failure and worth eliminating ASAP.

We also installed some new stainless steel brakelines from Girodisc. These are a good addition to any track oriented car. New stock lines are usually adequate for most but over time they begin to deteriorate and soften causing additional softness to an already soft brake pedal.

The red lines add some additional flash to our wheel well area. They also come in a more subdued silver color. You can find them: HERE

Now we need to bleed the brakes....