Supercharger Longevity Requires Proper Air Filter Maintenance

 This is a reprint from our partners, Superchargers Online.

Air Filters and Your Supercharger

The first line of defense for your supercharger is the air filter.    Without proper filtration, unwanted dirt and debris can be passed through the supercharger causing knicks and gouge the rotors leading to premature wear, noise, and lower performance.   Foreign material passing through the inlet track of a supercharger is in the top 10 causes of supercharger failure. 

 Key points for proper filter maintenance:

• Use a quality OEM or aftermarket filter

• Inspect air filter and seals with every oil change

• Proper cleaning / replacement intervals

• Use quality “ cold air” boxes, open element in the engine bay is not good

• Off Road vehicles should have a shield protecting the air filter from debris and should be cleaned after every use.  Especially dune / sand cars. 

• NEVER run your supercharger without proper filtration on the inlet 

Rubber Brake Line Failures

 It seems sometimes, when it rains, it pours.  On one day last week, we had two clients come in with failed OEM rubber brake lines.  One of these cars, a '06, had <35k miles and the other, a '05, had 250k miles!  One of the cars that failed had a very slow leak and the owner was not paying attention to the reservoir as it was getting drained.  The other car, with lower mileage, had a massive failure that kept the owner from bringing the car to us.

These are the first two failures that I had heard about.  Early Elises have lines that are now nearly 20years old.  Rubber does not last forever and mileage is not necessarily a good measure of when to change them.   I'm expecting to hear about more failures, in the coming weeks and months unless owners take preventative measures.

So what can be done?  Replace the lines.  You can either order new factory rubber lines or upgrade to our Stainless Steel lines.  Our lines will most likely, last the lifetime of the vehicle.  All of our lines are DOT-spec and encased in a polyurethan housing so that stainless does not saw through any adjacent parts.  

Replacing your lines is not overly hard but varies based on which model you have.  The Elise front lines can be done without removing the clam - while the Exige requires front clam removal.  The rear lines, on both cars, can be done without clam removal.

Our brake line solutions come in a couple of different flavors:

QWKbleed Lines: We recommend this kit for the front calipers as they allow you to bleed both sides of the caliper properly.  The stock caliper uses a budget minded approach with the lines entering a port that would normally feature a bleed nipple.  Our innovative QWKbleed lines make that port into a bleeder so you can get out all of the air bubbles during the bleeding process.

SS Lines:  These are a simple and cost effective upgrade.  If you want to save some money and get a solution that works, this is the one.  We also sell them in a 2 pack for the rears: HERE

For street cars, we recommend bleeding your brake fluid every year and flushing every 2-3 years.  Track guys should be bleeding before every event and flushing once a year.  Our Motul RBF600 has been a great solution for road and track.

If your car still has the stock rubber lines, regardless of mileage, I would stongly suggest replacing them ASAP.  Have a look at our offerings or give us a call if you have any questions.

Massive Brake Rotor Wear!

 We get to see cars in various cosmetic and mechanical condition thanks to offering Service.  An Elise came in recently for a fluid change and the client mentioned his brakes were making some 'noise'.  When we inspected the brakes, we came across wear we had never previously seen.  See the picture below of the rotor that is worn so badly that the internal vanes are starting to show!

Lotus recommend that you replace your rotors when they get to 24mm thickness.  This owner let it go a bit longer than that!  The good news is that his rotors still 'stopped' the car well enough for him to drive 30miles to our shop!  No, we don't recommend trying this at home!

We dug into our Service files to see what may have happened here.  The car had just under 31k miles on it when it arrived this time.  The last time we had serviced it, the car had 27k miles.  We had installed new CL RC6 pads, front and rear and the rotors were used but healthy.  The car is used predominately for track use but lately the client had been driving a fair amount on the street.  Hmmm....

We introduced the CL pads to the Lotus community because of how well they stopped when then are cold.  Getting heat into Lotus brakes is a challenge so a pad that can bite, when cold, seemed like a bonus.  Since this car was getting also used on the street, the brakes were probably cold much of the time.  This suggests that the CLs will wear out the rotors at a faster rate.  Most people are getting 15-25k miles on a set of rotors.  These rotors were worn out much faster.

We discontinued the CL back in 2018 as the dust they generated was too corrosive for our liking.  Plus we were seeing accelerated wear that made us concerned about rotor life.  This is another example of the tradeoffs that we need to understand when choosing brakes.

I have written about the different types of brake pads: HERE.  Pad choice, like tires, is about tradeoffs that each of us are willing to accept!

New Product Update: '05 Throttle Cable

 Over the years, sticky throttle cables have become an issue. A client's car came to us with throttle cable problems. His throttle action was very stiff as his cable was beginning to fail.  We called our transCABLEs supplier to see if they could help us.  Lucky for us, this is a specialty of theirs!  We sent them the faulty cable and they quickly sent us a prototype.

The prototype on this car will be tested to confirm but we anticipate being able to offer a much more durable solution with less back lash for improved action. The picture is the stock cable.

I posted a video on our IG showing the amount of backlash in the stock cable.  Watch it: HERE

We pulled another cable from our latest 111RS build to compare with the first one that we built the prototype from.  It appears to be the same but we will send this over to our manufacturer to confirm.

The action of the proto was excellent - so much so that I need one for my car!  It is much smoother that what is on our latest 111RS003 and the ArtCar2.  

Our client who has been running the proto has been very happy.  

Hi Shinoo,

I drove a good amount this weekend. The pedal feels so much better than before. I am still getting used to it, but the responsiveness and modulation of the pedal significantly improved....Overall, the car is more responsive and even feels faster than before. I am really happy with the product so far.

SG

His accelerator pedal had been modified by a previous owner so we are checking another cable to make sure.  Double checking dimensions is critical when you reverse engineer a product that may have been previusly modified.  We will continue to monitor this proto cable.

shiftR111 Fitment into 1ZZGE & V6s

 Our shiftRs have been successfully fitted to cars overseas that we don't see in the US.  Clients have fit them to Exige V6s and Elises with 1ZZGE engines.  Right Hand Drive has also been done.  Our new shiftR111 2.0 version should work as well in these fitments.  Since these cars have different gearboxes, our TRANScables will not work.

RS343 Monolite IIs

 The forged RS343 Monolite II test samples arrived and we were able to fully assess them.  Not only are they lighter but they are really beautiful.  We are very happy with them!  

The fronts came in at 11 lbs and the rears at 13.35lbs. Lighter than the original RS134 Monolites - which used to be the lightest wheels you could buy for the Lotus Elise/Exige/211.  RS343 are the new lightweight champ!  Production has started and we should see them this Fall.

You can see where they machined material off the edges and sides of the spokes

When you look at them straight on, they look like the original RS134 Monolites

RS343, KATANA3 & shiftR111 2.0 Calibrations and Testing

 We've made some good advances recently with product development.  This Blog will discuss a few of them.  The KATANA3 has made more power than we expected, shiftR 2.0 has passed our testing and RS343 have passed an even stricter JWL spec.  Our DOT glass windshield is also moving along nicely.

shiftR111 2.0

We wrapped up approximately 1000 road miles on two shiftR 2.0 prototypes in two different Elises.  We installed a proto onto our ArtCar2 and ran it for 100 miles at Spring Mountain.  See quick videos below and HERE.

The kit is working out well.  We found a couple of issues that we are addressing with some design and build changes.  Failures during testing can be frustrating but help make the product better.  We've kicked off production parts and expect to see them later this Summer.

KATANA3

Brent came in to do some tuning on our KATANA3.  Here's a quick video of him during his last visit: HERE.  On this visit, he was keen to try some new injectors so we tested them out.  They are modified OEM injectors and really delivered a significant improvement.  Brent landed on 233 hp at the wheels.  This is more the 10hp more than we achieved with KATANA2.  See the dyno below.  We will let the car settled in and check it again.  Then we will start the CARB process to see if we can release a truly street-legal solution.

We plan to release our KATANA3 later this Fall.  The windshield tooling investment delayed our ability to get this on the market sooner but we will get there as soon as we can afford to!

RS343: Monolite II

Our new Monolite IIs have passed the latest JWL spec testing.  Our Supplier sent us these pictures of the sample wheels undergoing the various dynamic tests.  We will get the test samples sent to us shortly.  Production parts are in process and expected later this Summer.  

DOT Glass Windshield

We met with our Supplier on a recent visit to Detroit.  They are making good progress on the windshield.  Our DOT glass windshield will be a direct replacement for the OEM.  We're investing in the tooling to encapsulate the glass with a plastic molding that runs along the a-pillar and header (see below).

We are on track for an August delivery.  We will have them in individual packs along with bulk packaging.

One innovation that we are attempting is to add protection to the leading edge of the windshield.  This is a vulnerable portion that can crack - more than one hapless clam removal has resulted in a cracked windshield!

Emira Test Drive: Impressions

 

Last week, I had the pleasure of properly driving a new Lotus Emira on the roads surrounding AutoEurope (Lotus of Detroit).  We've known Tom Schick for 20 years and have been doing business with them as long.  They are one of the best Lotus Dealers in the country and every bit as enthusiastic about the brand as we are.  Tom and his crew were willing to show me the ropes with the car - in fact this car has more tech than any previous model so it was great to get a proper orientation.

Overall the car is really fun and a nice enhancement over the Evora 400 or GTs.  Dynamically I would say it is not better but the interior and technology make it a great evolution.  In fact, I would say the car is an evolution not a revolution.  It should appeal to a broader audience than any previous offering from Lotus so hopefully will bring more sales and new clients into the Dealers.  

So let's talk about performance impressions and then I will list some interesting creature comfort/convenience items that caught my attention.

Driving Impressions:

The car has supportive seats that are not race buckets.  The steering wheel is fully adjustable for rake and reach.  This is important as the steering wheel to shifter is not as perfect as an Elise but can be dialed in to fit the driver fairly well.  Pedal box is shifted to the center of the car so be prepared to adjust your feet.  Driving shoes are important as the pedals are close - not nearly as tight as the Elise.  Doc Martins are not your friend when driving an Emira in a spirited manner.  The side view mirrors are excellent and superior to the Evora.  The steering wheel shape is odd but I imagine I would get used to it.   The digital display is not really great as I would prefer to see needles (even fake) sweeping around a gauge.  But it is intuitive and easy enough to monitor rpms and speed.

The car handles well and is a proper GT.  Steering feel remains true to Lotus.  It is comfortable, this car has the Touring (Sport) Suspension.  I would not want the Sport Suspension if I lived with rough roads like I drove around MI or frankly in CA.  Brakes stop well.  I could take this car on road trips with pleasure.  The handling would make hustling her through canyons a blast.  On this test drive, I was able to find some joy on freeway exits/on ramps and a few twisties.  She put a smile on my face.

I was just informed (6/16/23) that the car I drove had the Sport Suspension not the Touring.  The tires were the Eagle F1 - which are the Touring tires.  Touring might then be the perfect choice for those who live with rough roads.  Or a consideration would be to get a second set of rims and mount the F1s to them to help 'soften' a Sport Pack car.

The exhaust is every bit as sweet as the V6 Evora S/400/GT.  This car offers 3 distinct exhaust levels based on Touring, Sport or Track settings.  Each setting opens the valve in order to get more sound.  It works well and I suspect most people will not be opting for a sport muffler.  Though the 3.5ltr can be made to sound even more exotic so we will be obligated to comply!

There is no point in comparing this car to an Elise/Exige.  Apples and Oranges in my humble opinion.  The 111 platform is a go-kart while the Emira is a GT.

The bottom-line with this car is that it works like proper sportscar should and could be used daily.  If you have a 400/GT there is no reason to trade for one of these unless you daily your car.  Keep reading why you might want to trade up Emira instead...

Modern Features:

Lotus have incorporated many thoughtful features into the Emira that will appeal to clients looking for a car with modern tech and features.  I would say it has less than many modern cars but much more than any other past Lotus (not including upcoming EVs like the Eletre).  I like the interior design alot.  It is clean and modern,  I think it will age well (design-wise).

The center stack display looks like a tablet and has many options to customize the car for a specific driver.  Some of the features are duplicated with actual buttons or knobs on the center console or with buttons on the steering wheel.

Cell shelf along with duplicate buttons

Here are a few items that caught my attention:

plug in your cell

• Cell phone shelf with slot for charging cord

• Additional USB ports in the center console
• Charge port on the side of the Rear View Mirror to plug in your radar detector or other accessory
• Kef stereo that sounds great!
• Cubbies in the door
• Large shelf behind the seats for bags
• Trunk that can accomodate golf bags
• Passenger airbag shut-off switch in the glovebox
• 'Exposed' shifter mechanism
• Seat position presets

Charge port

Rear shelf and 12V outlet

Passenger airbag shut-off

Break-in, Testing & Failure: KATANA3, shiftR 2.0 & More

 

Testing continues with various new parts we plan to introduce.  We had some wins and one failure.  Running parts on our cars first is our mantra so our clients are getting the best experience.  Though this has not been 100% successful, it has kept us in good stead.

Let's start with the failure - new fuel pump.  Last year, we had trouble sourcing a Denso pump that we had been selling for years on cars making 300hp.  We decided to test out a new pump, from another OEM supplier, Delphi.  This pump was fitted to our last Outlaw and run for nearly a year, on the road and track.  It ran in our Outlaw that we ran up Palomar Mtn Hill Climb last year.  We transferred it to our latest 111RS to continue racking up miles.  Unfortunately it failed almost immediately.  But the 'failure' snuck up on us.  The car ran fine under 6000rpms - which is where we were running it for a 100 miles or so while we broke in our newly built Mountune engine.  Once we started dipping into the second cam, the car would hesitate.  We data logged and saw the AFRs going lean.  It took us a bit to get it figured out but swapping in a stock pump solved our problem.  The funny thing is that the Delphi pump is actually made by Denso.

The KATANA3 on our car is running great.  I hammmered the car up and down the mountain and our back canyon roads.  Our Calibrator, Brent, is coming in a couple of weeks to do some final tuning.  We will get it onto a dyno then and see how she is doing.  The engine still has less than 500 miles on it and it would be ideal if she had over 2000 miles before the dyno.  That is not likely this time so we will probably dyno her again later this Summer.

I'm digging the all silver colorway- with the cherry on top!

The shiftR111 2.0 version that has been in my car is doing fine.  We made a couple of tweaks as there was spring related issue that we had noticed and the reverse lock-out.  As it turns out, we were able to sort out the lock-out with shifter cable adjustments.  The spring issue was related to us not torquing the CG mechanism fully.  Sorted.

So far I don't feel any negatives with this kit.  The overall feel is better especially since the reverse lock-out works super smoothly.  This is a HUGE improvement over our previous version but tempered by the fact that you really don't use it that much.  Regardless, it now works better and each time you select Reverse, you will do it smoothly.  Shifting into each of the gears feels as good as with our original, if not marginally better.  The bearing design is technically superior so it should feel better...

Chillin' at the RSF Cars & Coffee

I am running a set of Nitron 46mm Singles on this car with softer springs than we used to run.  The car feels really good but we can make it even better.  I think we will call our man Dave T in for some Ride & Handling work.  Especially with Nitron setting up their North American operations here in town, we will be able to develop a kit suited to our over rough canyons.  

This car is also running the OS Giken LSD.  What an awesome bit of kit!  We introduced these back in 2010 and they have been favored by all the fastest guys.  It still amazes me how it allows you to put the power down sooner - especially on our bumpy roads.  This is really a must have for any pushing their Lotus hard - especially if you are about to get your gearbox rebuilt.