Lotus 2004 Eleven Service Notes page 500

Lotus Service Notes
Air is drawn from the standard air cleaner through the throttle body and adaptor and into the supercharger
axial intake port. From the outlet port on the compressor top surface, the air is directed through a 'U' bend duct
to the LH end of an air/air chargecooler rubber mounted above the engine, where airflow gathered from the roof
duct is used to cool the compressed intake charge. The chargecooler uses four rubber bobbins attached to two
mounting brackets themselves secured to the inlet manifold and cam cover. A charge air temperature sensor
is mounted in the outlet tank of the chargecooler. The cooled air exiting from the RH end of the chargecooler
flows via another 'U' bend duct into a cast alloy intake plenum/manifold. The whole intake tract has been kept
as short as possible, and uses large diameter ducting and generously radiused bends to optimise airflow and
efficiency to the particular benefit of throttle response and fuel economy.
A re-shaped breather pipe is used to connect the crankcase breather spigot to the cam cover and circum-
navigate the supercharger.
On the 240R and Cup cars, a stainless steel 'level one' sports exhaust muffler (LOTAC05334) is fitted to
provide an acoustic enhancement and features enlarged, slash cut tailpipes and a near 20% weight saving
over the standard system. Exige S models use a stainless muffler with a single, oval shaped, tailpipe design.
240R models use 4 standard port fuel injectors together with an additional 5th injector mounted in the
intake end of the inlet manifold. Other 240 and upwards versions, and all USA cars, use 4 special high-flow
port injectors. The Lotus engine management system is reprogrammed to suit each engine specification and
incorporates additional functions to control the fifth injector (240R) and supercharger by-pass valve. The boost
characteristics have allowed the switching point from low to high lift cam profile to be modulated between 4,500
and 6,200 rpm (at normal running temperature). The airbox flap valve opens at 4,500 rpm. 240R models use
a mechanical cable operated throttle body, whereas the Cup and Exige S cars use '06 model electronic throttle.
Twin front mounted oil/air coolers are fitted to all supercharged Exige.
Accusump - 240R & Cup 240
To provide protection against the possibility of oil starvation caused by the extreme g-forces possible with
track use on slick tyres, the 240R and Cup cars are fitted with an Accusump oil storage system.
A 2-litre Accusump reservoir is mounted in the rear luggage compartment, plumbed into the LH oil cooler
return hose at the front of the engine bay, with the connecting hose routed over the RH rear wheelarch. The
device comprises an alloy cylinder divided by a sliding piston, one side of which is connected to the engine
oil supply, with the other containing pressurised air. With the engine running, the cylinder is charged with oil
provided by the engine oil pump, but if the pressure should drop for a short period due to oil pump pick up pipe
exposure during extreme braking or cornering events, the accumulator air pressure forces the stored oil into
the engine lubrication system to maintain continuity of oil supply until normal conditions are resumed.
A one-way valve at the oil cooler connection of the 'T'- piece ensures that the oil discharged from the Ac-
cusump is directed into the oil pump and not the cooler. An Electric Pressure Control (EPC) non-return valve is
fitted at the connection to the Accusump cylinder, to allow cylinder charging when oil pressure is above 35 - 40
psi, and cylinder discharging at engine oil pressures below 35 - 40 psi. The EPC is also linked to the ignition
switch such that with the ignition switched on the valve is open to allow oil flow, and with ignition off the valve
is closed to retain oil within the reservoir.
Normal Operation
When the ignition is turned on, the EPC valve is opened, allowing the pressurised oil stored in the reser-
voir to flow out into the engine and prime the oil galleries and bearings ready for start up. When the reservoir
has been emptied, the pressure gauge on the end of the reservoir will indicate the pre-charge pressure which
should be 7 - 15 psi.
When the engine is started, engine oil pressure will force the reservoir piston back, such that the reservoir
air pressure gauge will indicate engine oil pressure. At pressures above 40 psi, the electric valve is switched
off, enabling the non-return function to allow oil flow only from the engine to the Accusump. The pressure of
stored oil will accord with the highest engine oil pressure achieved until either; a) pressure falls below 40 psi,
at which point the valve opens, or b) the ignition is switched off, and then on again, opening the valve as de-
scribed above.
With cold oil, 80 psi may be generated, but idling at normal running temperature should produce around
30 - 40 psi. Note that the pressure reading on the reservoir gauge is damped and will lag behind the actual
instantaneous pressure. A pressure relief valve in the end of the reservoir protects the equipment from over-
pressure damage. If oil is seen to escape from this valve, a fault in the lubrication system is indicated, or
excessive rpm have been used with cold oil.
When the ignition is switched off, the electric valve closes and the oil stored in the Accusump at that time
is retained in the cylinder ready for re-starting.
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Exige S/C