Lotus 2-Eleven 2007 Service Notes
Page 1
Lotus Service Notes 2-Eleven
SUPPLEMENT
2-Eleven
Sub-Section Page
Concept & Overview 2-Eleven.# 2
Technical Data
2-Eleven.TD 3
Chassis 2-Eleven.A 5
Body
2-Eleven.B 5
Front Suspension
2-Eleven.C 9
Rear Suspension
2-Eleven.D 9
Engine
2-Eleven.E 11
Wheels & Tyres
2-Eleven.G 17
Brakes
2-Eleven.J 17
Cooling
2-Eleven.K 18
Fuel System 2-Eleven.L 19
Electrical 2-Eleven.M 20
Maintenance & Lubrication
2-Eleven.O 26
Miscellaneous 2-Eleven.Z 26
Circuit Diagrams Index - 27
Lotus Service Notes 2-Eleven
Page 2
Lotus 2-Eleven (road spec.)
2-ELEVEN.# - CONCEPT & OVERVIEW
In March 2007, Lotus announced the Lotus 2-Eleven (255 PS) designed for the motorsport enthusiast, and
aiming to provide a high fun factor from a lightweight, high performance, distinctively styled vehicle, suitable
as a basis for various sporting disciplines, as well as offering U.K. customers the option of a unique road going
experience. The cars to be produced in small numbers for the U.K. and certain overeas territories tailored to
customer specification from an extensive options list.
The running gear is based on the Exige S, and shares that car's basic chassis and supercharged powertrain
componentry, but uses a new chargecooler arrangement and peripheral systems. Unique engine programming
is used in conjunction with 4 high flow fuel injectors as used on Exige Cup cars. The open top lightweight body
is designed to be amenable to economic accident repair and is supplemented by an FIA compliant roll over
bar, and strut mounted rear aerofoil acting directly onto the rear subframe. Options include a race specifica
tion carbon fibre adjustable rear aerofoil combined with an enlarged front splitter for enhanced aerodynamic
balanced downforce, and Ohlins fully adjustable spring/damper units with remote reservoirs.
This supplement describes the unique features of the 2-Eleven, and refers to other models where com-
ponentry is shared.
2-11 fq road black
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Lotus Service Notes 2-Eleven
2-ELEVEN.TD - TECHNICAL DATA (Where different to standard naturally aspirated Exige)
Identification
The VIN coding of the 2-Eleven includes the following identifying characters:
Character 4 (engine type); 2-Eleven 2ZZ supercharged 255 bhp = N
Character 6/7/8 (vehicle type); 2-Eleven = 123
Character 12 (chassis specification); U.K. SVA RHD = F Note that the VIN label on the
U.K. SVA LHD = G 2-Eleven is located on the cabin
Track only LHD = H rear bulkhead, behind the
Track only RHD = J driver's seat.
Character 13 (model); 2-Eleven = 2
Dimensions
Overall length - SVA 3822 mm
Overall width - excluding mirrors 1709 mm
- including mirrors 1735 mm (approx.)
Overall height (at kerb weight) 1112 mm
Ground clearance 95 mm
Dry weight - base car 670 kg
Unladen weight - SVA 745 kg. incl. full fuel tank
Maximum weight 895 kg. incl. occupants
Capacities
Engine oil; refill incl. filter & Accusump 6.4 litre
(The oil cooler circuit contains an additional 3.5 litres, but this volume is not normally drained during routine
servicing)
Engine
Forced induction Magnuson MP62 supercharger with
integral by-pass valve.
Air/air chargecooler.
Maximum boost pressure 0.5 bar (7 psi)
Max. power 255 PS (252 bhp; 188 kW) @ 8000rpm
Max. torque 242 Nm (179 lbf.ft; 24.7 kgf.m) @
7000rpm
Power to weight ratio - base car 376 bhp/tonne
Specific power output 142 PS/l (140 bhp/l; 105 kW/l)
Lubrication system supplement Accusump oil storage reservoir
Oil cooling Twin front mounted oil coolers
Clutch
Spring cover assembly Uprated diaphragm spring
Friction plate Uprated cush drive springs
Wheels & Tyres
Wheels - type - std. Cast alloy, 8 x Y-spoke (as Exige)
- option Lightweight forged alloy 5-spoke
- size - std. - front 6.5J x 16
- rear 7.5J x 17
- option - front 7J x 16
- rear - rear 8J x 17
Lotus Service Notes 2-Eleven
Page 4
Suspension
General Unique front top wishbones and steering
arms. Chassis rear brace
Ride height, mid-laden, front/rear 100/110 (2 x 75 kg pass., ½ tank fuel)
Option Siffened, 5-position adjustable front anti roll bar with Ohlins gas pressurised,
2-way adjustable, remote reservoir damp
ers, with adjustable spring top platforms.
Suspension Geometry (at mid-laden ride height)
Front
Castor + 3.5° to + 4.5° (+ 3°30’ to + 4°30’)
max. side/side 0.4° (0°24’)
Camber - 1.5° to - 1.3° (- 1°30’ to - 1°18’)
max. side/side 0.4° (0°24’)
Alignment - 0.4 mm to zero
Steering axis inclination 11°54’ to 12°06’
Rear
Camber - 2.75° to - 2.48° (- 2°45’ to - 2°29’)
Alignment 1.2 to 1.5 mm toe-in each side
Electrical
Battery - type Odyssey PC680
- rating PHCA 5 second 680 amps
- capacity (20 hr) 17 ah
- cold cranking 220 amps
- reserve capacity 24 minutes
- dimensions L185; W 79; H 187 mm
- weight 7 kg
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Lotus Service Notes 2-Eleven
2-ELEVEN.A - CHASSIS
The 2-Eleven uses the basic chassis 'tub' of the Elise/Exige with minor revisions including;
- Deletion of door hinge upright extrusions on each end of scuttle beam.
- Full height side members (no cabin access cut down).
- Revised pick up points for the roll over bar.
- Addition of a body side attachment panel to the lower edge of each chassis rail sill extension.
The front crash structure is as Elise/Exige with minor fettling revisions, and the galvanised steel rear
subframe differs only in respect of incidental fixings.
Roll-Over Bar
The tubular steel roll-over bar is substantially cross-braced, including provision for shoulder harness
anchorage, and features integral bracing struts to both front and rear. The feet of the main hoop are bolted to
tapping plates riveted into the top surface of the chassis side rails, with the front bracing struts locating against
the joint between the side rail top and scuttle cross-beam and secured by similar riveted tapping plates. The
rear bracing struts use a single fixing bolt at each side to secure to the rear subframe.
The roll-over bar complies with FIA requirements for international motorsport, but note that any additions
or modifications to the 'bar may invalidate such compliance.
2-ELEVEN.B - BODY
On the 2-Eleven, the rear transom/bumper, body exterior side panels, ‘A’ panels, front splitter and splitter
end support panels and the single panel comprising the whole of the nose section and front wings, are secured
by threaded fasteners to permit easy removal for access to chassis or powertrain components, and allow simple
and economic accident repair. The composite body inner sides, together with the alloy sheet front and rear
cabin bulkheads and rear scuttle panel, are secured with an elastomeric adhesive.
Screw fixed body panels 'A' panel
Rear scuttle panel (also bonded)
Front body section
Body side
Rear transom/bumper
pl1001cc
Lotus Service Notes 2-Eleven
Page 6
All composite panels on the 2-Eleven are designed for light weight consistent with aerodynamic function,
with some panels featuring core mat technology to provide a sandwich construction for enhanced stiffness.
All panels are nevertheless vulnerable to damage caused by inappropriate subjection to bodyweight or other
misapplied forces.
Note: The 2-Eleven is not equipped with conventional shock absorbing bumpers, so extra care should be taken
when parking to guard against body damage. The Lotus 2-Eleven does not offer the same kind and degree of
impact resistance or energy absorption afforded by normal bumper systems. Some panels, including the front
quarter panels and ‘A’ panels, have sacrificial functions to help reduce repair costs and damage to the front
body section in minor accidents.
Care is also required, due to the low ground clearance, to guard against chassis underside damage caused
by ramps, kerbs and road humps. Note that the front splitter panel is constructed from timber composite,
sealed by a layer of resin, and that the occasional grounding of this panel, which is a normal occurrence under
track conditions, will cause erosion of the outer layer, requiring periodic repair (water absorption may promote
eventual de-lamination) or replacement.
Engine Lid
A removable panel in the rear body is secured by two recessed ‘Aerocatches’ and provides access to the
engine for maintenance operations.
To remove the cover, at each latch, press the smaller section of the flush fitting latch plate to allow the
latch plate lever to spring up. Fully raise the lever to release the latch. Lift the rear of the panel, and then draw
rearwards to disengage the front flange from beneath the rear scuttle, before lifting the panel forwards and over
the rear aerofoil. Park the panel where it is unlikely to be damaged or blown away by wind.
To refit, rest the panel on the two rubber buffers at the front of the body aperture and slide forwards to
engage the tang bracket at each side of the panel, beneath the body edge adjacent to the roll bar backstays,
and the panel front flange beneath the rear scuttle edge. Press down the two latch levers to engage the retaining pins, finally pressing the small buttons to allow the lever ends to be captured. Ensure that each lever is
correctly clipped shut, and flush with the body surface.
Rear Transom/Bumper Panel
The rear transom panel is screw fixed in the following manner:
- At each side, an angle bracket bonded to the underside of the transom top surface is secured by two
screws to the aerofoil mounting strut.
- A row of screws secures the lower edge of the panel to the muffler alloy heatshield, which is itself screwed
to the rear subframe.
Bonded Body Panels
Body inner side panel
Front bulkhead
pl1002cc
Body inner side panel Rear bulkhead
(also bonded to rear
scuttle panel)
Page 7
Lotus Service Notes 2-Eleven
- At each side, two screws pass through the transom end flange into captive nuts in the body side panel.
Rear Scuttle Panel
The rear scuttle panel is fixed at each side by two horizontally disposed M6 screws into bond nuts on the
body side panel, and is bonded along the top edge of the rear bulkhead.
Body Side Panel
The body side panels are secured by screw fasteners for ease of access and replacement. Each panel
is retained as follows:
- The top edge of the body outer side panel lips over the body inner side panel, to which it is fixed with four
screws engaging with captive nuts in the inner panel.
- A single screw passes from beneath, through the end of the rear bulkhead capping rail into a captive nut
in the side panel.
- The lower edge of the body side is secured to four threaded inserts in a chassis extension flange.
- At the front of the rear wheelarch, two screws secure the side panel baffle/stiffener to a vertical angle
bracket bolted to the main chassis rail.
- At the rear end of the panel, two screws pass from beneath, through the rear transom flange into captive
nuts in the body side.
- At the front of the body side, two screws pass upwards into captive nuts in the rear end of the front body
panel.
'A' Panels
At the front of each body side, a separate 'A' panel is used to form a duct for air exhausting from the front
wheelarch. Each panel is secured by four screws at the top (2 into the body side, 2 into the front body panel),
and 2 screws into the body side sill at the bottom.
Front Quarter Panels
A front quarter panel is fitted ahead of each front wheel and forms a mounting and duct for the oil cooler,
as well as tying the front corner of the body to the splitter panel. The quarter panel is fixed by:
- 2 screws from beneath, through the splitter into captive nuts in the quarter panel lower flange.
- 2 screws down through the front body flange into captive nuts in the quarter panel upper flange.
Front Wheelarch Shields
A small moulded plastic panel is fitted within each front wheelarch, fixed between the body side and radiator mounting panel, and provides protection for the cooling and brake system components.
Front Undertray
An alloy sheet undertray is fitted beneath the nose, and stabilises the front body, splitter panel, and crash
structure to the front of the chassis. The undertray is secured by:
- 3 screws into the front edge of the chassis (also slots into the extrusion).
- 3 screws and nuts at each side into the lower flange of the crash structure.
- 5 fixings around the front edge, passing through the splitter into captive nuts in the front body flange.
- 2 screws and nuts to a central support bracket from the crash structure.
- 1 screw each side to the splitter panel.
Front Splitter Panel
A flat timber composite splitter panel is mounted beneath the nose to cleanly split the airflow above and
below the underside of the car to optimise aerodynamic downforce whilst minimising drag. A road and race
version of the panel are designed to balance the forces produced by the two types of rear aerofoil. Note that
the front splitter panel is constructed from timber composite, sealed by a layer of resin, and that the occasional
grounding of this panel, which is a normal occurrence under track conditions, will cause erosion of the outer
layer, requiring periodic repair or replacement.
The panel is secured by:
- Undertray fixings as listed above.
- 2 screws at each side to the front quarter panel.
Lotus Service Notes 2-Eleven
Page 8
Front Body Panel
To remove the front body panel for access to the radiator, front suspension, brake control system and other
front chassis components, proceed as follows:
- Release each of the two oil coolers from the front body by removing the two securing screws.
- Remove the aero screen to prevent damage, or at least release the two rearmost fixings at each side
securing the screen to the body sides.
- Remove the single screw each side from within the front corner of the cockpit into a captive nut in the
body.
- Remove the two screws each side from within the 'A' panel duct into captive nuts in the body.
- Remove the two screws each side fixing to the top of the front quarter panels.
- Remove the single screw each side from beneath, fixing the splitter panel to the body inboard of the oil
coolers.
- From beneath the nose, remove the 5 screws securing the splitter panel to the body flange.
- Carefully lift the front body from the car, disconnecting the wiring harness if applicable.
Note that the front turn lamps (if fitted) are bonded into the front body using Betaseal products.
Rear Aerofoil
Two types of rear aerofoil are available. For road going cars, a fixed angle GFRP composite curved blade
with integral end plates is used, whereas the track optimised aerofoil is made using carbon fibre with alloy end
plates, and has provision for adjusting the angle of incidence. Each type should only be used with the corre
-
sponding front splitter panel in order to maintain the correct aerodynamic balance.
Both aerofoil types are mounted via machined alloy support plates to the top surface of the rear subframe.
Each plate uses an angle bracket at its base to secure to the subframe, and two of the same angle bracket to
brace the plate to the rear clamshell through which the plate penetrates. A further angle bracket secures the
blade to the top of the support plate.
The track type aerofoil angle of attack
may be adjusted by loosening the rear pivot
screw on each support plinth, and removing
the front fixing screw. Tilt the blade to the
desired angle, and refit the screw in the most
appropriate fixing hole. Tighten all fixings
securely.
Slots are also provided on the endplates
to allow correct horizontal alignment to be
maintained after adjustment of blade angle.
Exterior
The Launch Edition of the 2-Eleven is finished in a two tone combination of B111 Lotus Sport Black and
B115 Arctic Silver, with yellow/black/silver styling decals. A '2 Eleven' decal is applied to the rear transom panel,
with optional larger decals on each body side. Stone chip film is fitted to vulnerable areas.
Mirrors
A central rear view mirror is mounted
on the top of the cabin front scuttle, with an
additional mirror on both the driver's and passenger's body sides. Each of the convex glass
mirrors may be adjusted after slackening (turn
anticlockwise from above) the knurled clamp
nut below the mirror.
Tighten
to fix
Slacken
to adjust
ohs164B
Pivot screw
Alternative
fixing hole
positions
ohs166
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Lotus Service Notes 2-Eleven
2-ELEVEN.C - FRONT SUSPENSION
The front suspension is based on standard Elise/Exige componentry, but the angle of the top wishbone
ball joint housing differs to better suit the lowered ride height. For the same reason, re-configured steering
arms are fitted, being machined from solid EN16 steel billets, and heat treated.
On cars with the optional 'Sports Pack', revised road springs front and rear are fitted on Ohlins dampers
featuring remote gas reservoirs, adjustable spring platforms and separate adjustments for compression and
rebound damping. The 22 compression and 60 rebound damper settings allow the characteristics to be fine
tuned to individual requirements, whilst the threaded spring platforms allow adjustment of ride height and corner
weighting. Recommended front/rear mid-laden ride height for both road and track use is 100/110mm. Front
height should always lie within the range 95 - 110mm, with a corresponding rear setting 5 - 10mm higher.
Each gas reservoir is mounted on the side of the crash structure, and is connected to its damper body
by a steel braided hose. Compression (bump) damping is adjusted by turning the knob on the end of the gas
reservoir canister: Turn clockwise to increase damping, and counterclockwise to decrease. Recommended
settings are as follows:
Road use: 11 clicks from full hard
Track use: 11 clicks from full hard
Rebound damping is adjusted via a
ribbed collar below the bottom spring seat:
Turn clockwise (as viewed from below) to
increase damping, and counterclockwise to
decrease. Recommended settings are as
follows:
Road use: 8 clicks from full hard
Track use: 8 clicks from full hard
The motorsport stiffened and 5-position
adjustable front anti-roll bar (included as part
of the Sport Pack) provides further opportunity
for fine tuning. To stiffen the bar, use a more
forward hole, and to soften, use a more rear
-
ward hole. Recommended setting:
Road use: Central hole
Track use: Central hole
Note that the hard Nylon type chassis mountings used with this 'bar require periodic lubrication with MoS
2
grease at least every 3,000m (5,000km). For suspension geometry refer to Section 2-ELEVEN.TD - TECHNICAL DATA.
2-ELEVEN.D - REAR SUSPENSION
On cars with the optional 'Sports Pack', revised road springs front and rear are fitted on Ohlins dampers
featuring remote gas reservoirs, adjustable spring platforms and separate adjustments for compression and re
bound damping. Recommended front/rear mid-laden ride height for both road and track use is 100/110mm. Front
height should always lie within the range 95 - 110mm, with a corresponding rear setting 5 - 10mm higher.
The 22 compression and 60 rebound damper settings allow the characteristics to be fine tuned to individual
requirements. Each gas reservoir is mounted on the rear subframe and is connected to its damper body by a
steel braided hose.
c47B
Lower wishbone
Drop link
Anti-roll bar
Stiff Soft
Lotus Service Notes 2-Eleven
Page 10
Compression (bump) damping is adjusted by turning the knob on the end of the gas
reservoir canister: Turn clockwise to increase
damping, and couterclockwise to decrease.
Recommended settings are as follows:
Road use: 15 clicks from full hard
Track use: 10 clicks from full hard
Rebound damping is adjusted via a
ribbed collar below the bottom spring seat:
Turn clockwise (as viewed from below) to
increase damping, and counterclockwise to
decrease. Recommended settings are as
follows:
Road use: 15 clicks from full hard
Track use: 12 clicks from full hard
All cars are equipped with through bolted spherical joints on the inboard ends of the rear toe-links, allied
to a tubular steel crossbrace connecting the rear sides of these joints to provide 'double shear' support. For
suspension geometry refer to Section 2-ELEVEN.TD - TECHNICAL DATA.
Rebound
adjustment
collar
d50aB
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Lotus Service Notes 2-Eleven
2-ELEVEN.E - ENGINE
The 1.8 litre 2ZZ-GE engine with VVTL-i (Variable Valve Timing and Lift - intelligent) as used in other
Elise/Exige models, is fitted with a low pressure Roots type Magnuson MP62 supercharger to provide up to 0.5
bar (7 psi) of boost pressure. The supercharger is mounted on the left hand side of the block and driven by a
lengthened version of the multirib auxiliary belt. The unit is self contained and features helix twisted rotors to
minimise output pressure variations, and maintenance free gearing and bearings, requiring no externally sourced
lubrication. An integral by pass valve under ECU control, operates to recirculate air from the compressor outlet
back to the inlet under conditions of idle and part throttle to the benefit of economy and quiet operation.
The supercharger is hung off the new intake manifold by two bolts in conjunction with eccentric sleeves in
order to ensure stress free alignment. An alloy bracket supports the nose of the unit to the RH engine mounting
plinth, and a tubular strut braces the intake end of the unit to the clutch slave cylinder mounting point.
Air is drawn from an enlarged 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 stainless
steel duct to the LH end of an air/air chargecooler mounted behind the engine, where airflow gathered from
an intake duct in each of the body sides aft of the cockpit, is directed by convoluted ducting to a chargecooler
shroud and through the radiator finning to cool the compressed intake charge. The cooled air exiting from
the RH end of the chargecooler flows via another stainless duct into a cast alloy intake plenum/manifold. The
whole intake tract uses large diameter ducting and generously radiused bends to optimise airflow and intake
efficiency and minimise any potential throttle lag. A charge air temperature sensor is mounted in the outlet
tank of the chargecooler.
Each end of the chargecooler is mounted by two alloy spacers to a fabricated steel mounting bracket secured to the engine crankcase by a single fixing bolt. A bonded rubber bush at this position supresses vibration
effects, and in conjunction with the rubber hose connections to the inlet and outlet ducts, provides an isolated
mounting of the chargecooler.
A re-shaped breather pipe is used to connect the crankcase breather spigot to the cam cover and circumnavigate the supercharger.
Road going cars use the standard catalytic converter, which is substituted by a plain pipe on track cars,
but all versions are fitted with a unique exhaust muffler, featuring a double pass design, with single RH tailpipe
exiting through the rear transom panel.
Four special high-flow port fuel injectors are used (common with Cup cars and USA Exige S) in conjuction
with unique engine programming, which incorporates control of the supercharger by-pass valve. The boost
characteristics have allowed the switching point from low to high lift cam profile to be varied between 4,500
and 6,200 rpm dependent on engine load (at normal running temperature). Twin front mounted oil/air coolers
are fitted one each side, ahead of the front wheels.
Accusump
To provide protection against the possibility of oil starvation caused by the extreme g-forces possible with
track use on slick tyres, the 2-Eleven is fitted with an Accusump oil storage system.
A 2-litre Accusump reservoir is mounted
behind the engine on the left hand side of the
rear subframe, and is plumbed into the LH oil
cooler return hose at the front of the engine
bay. 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 ac
cumulator air pressure forces the stored oil
into the engine lubrication system to maintain
continuity of oil supply until normal conditions
are resumed.
Pressure
gauge
Accusump
reservoir
e234
Lotus Service Notes 2-Eleven
Page 12
pl4610cca
Connection to chargecooler Chargecooler inlet duct
outlet & inlet
New inlet
manifold
Supercharger
outlet connector
Supercharger
outlet elbow
Supercharger
outlet adaptor
Mounting lug Swan neck
for supercharger adaptor
fixings
Chargecooler Fixing point (s/c inlet)
outlet duct to manifold
By-pass valve
Fixed to engine capsule
mounting plinth
Front
Support strut to clutch
slave cylinder mounting
Alternator anchor
e235
Cooling air intake duct
Chargecooler
Collector
Outlet to engine
Charge air
temperature
sensor
Cooling air Alloy
trunking to Inlet spacer
chargecooler from s/c
Rear
Fixing bracket to
to crankcase
Fixing bracket to
clutch housing Spacers
Page 13
Lotus Service Notes 2-Eleven
A one-way valve at the oil cooler connection of the 'T'- piece ensures that the oil discharged from the
Accusump is directed into the oil pump and not the cooler. An Electric Pressure Control (EPC) valve fitted at
the connection to the Accusump cylinder, allows 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 on the Accusump is opened, allowing the pressurised oil
stored in the reservoir 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 precharge 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, with the quantity of stored oil dependent on this pressure
at any one time. With cold oil, 80 psi may be seen, 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 engine is stopped, the EPC valve closes and a quantity of oil pertaining to the oil pressure at
that time, will be retained in the Accusump ready for re-starting.
Routine Checks
Be aware that the indicated oil level on the dipstick will depend on the amount of oil stored in the Accusump, which itself is dependent on the both the Accusump pre-charge air pressure and the engine oil pressure
when the ignition was switched off.
Before checking the oil level, the Accusump pre-charge pressure should first be checked; turn on the
ignition to open the EPC valve and allow the stored oil to be discharged from the Accusump. The pressure
gauge reading will drop during this discharge, but should then register 7 - 15 psi representing the pre-charge.
If necessary, adjust the air pressure using tyre inflator equipment on the Schraeder valve adjacent to the gauge
and set to 15 psi. Allow adequate time for the gauge reading to stabilise.
The oil level should now be above the top
mark on the dipstick. To check for correct oil
level, the engine should be started to charge
the Accusump, and run to normal operating
temperature until the Accusump pressure
gauge registers 40 psi. If the engine is already
hot, idle oil pressure may not be sufficient to
open the Accusump valve, and the pressure
gauge will continue to show 15 psi pre-charge.
Increase engine rpm to open the valve. With
the gauge showing 40 psi, turn off the engine.
The EPC valve will then close and trap the
normal hot idle quantity of oil in the Accusump
cylinder.
After a suitable oil drainback pause, the sump oil level may then be inspected on the disptick, and the
level corrected to the top mark. It is important to maintain oil at this level to accommodate the oil transfer into
the Accusump at pressures greater than 40 psi. Be aware that checking the oil level under any conditions other
than 15 psi pre-charge and 40 psi oil pressure will produce inconsistent results.
Oil Changing
Before draining the sump, the ignition should first be switched on to open the EPC valve and allow the
Accusump to discharge the stored oil into the sump. Check that a pressure of 7 - 15 psi remains in the Accusump at the end of this process, and if necessary top up the pressure using tyre inflating equipment on the
Schraeder valve next to the gauge and set to 15 psi.
ohs149aB
OIL FILLER CAP
ohs131aB
DIPSTICK
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