Lotus Exige S/C Service Notes

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Lotus Service Notes Exige S/C

SUPPLEMENT

EXIGE SUPERCHARGED (S/C)

Sub-Section Page

Concept & Overview Exige S/C.# 2

Technical Data

Exige S/C.TD 3

Body

Exige S/C.B 4

Front Suspension

Exige S/C.C 5

Rear Suspension

Exige S/C.D 5

Engine

Exige S/C.E 5

Wheels & Tyres

Exige S/C.G 11

Brakes

Exige S/C.J 11

Cooling

Exige S/C.K 11

Maintenance & Lubrication

Exige S/C.O 12

Clutch

Exige S/C.Q 12

Miscellaneous Exige S/C.Z 12

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Lotus Service Notes Exige S/C

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Lotus Sport Exige 240R

EXIGE S/C.# - CONCEPT & OVERVIEW

In February 2005, Lotus announced the Lotus Sport Exige 240R (243 bhp) to provide discerning customers with an exclusive very high performance derivative of the Exige, to be built in a global limited edition of 50 units. The cars to be produced to customer order as post registration ofﬁcial factory conversions of the '05 Exige by the Lotus Sport workshops at Hethel, and available for the U.K. and certain overseas territories where regula

tions allow. In November 2005, Lotus Sport commenced build of a limited number of Exige Cup 240 cars in road or race speciﬁcation for selected markets, and differing in detail to the 240R. Then in January 2006, an ofﬁcial production version of the supercharged car, Exige S, was introduced with a simpliﬁed speciﬁcation.

The performance of the standard Exige is uprated by the ﬁtment of a Magnuson supercharger belt driven from the crankshaft, feeding through an air/air chargecooler into a new plenum/intake manifold, and featuring a supercharger integral by-pass valve. The 240R engine uses a mechanical throttle and a 5th injector mounted in the intake manifold plenum, whereas the '06 M.Y. Cup cars use an electronic throttle, larger port injectors and no 5th injector, and the Exige S utilises standard injectors.

Chassis dynamics on 240R and Cup cars are uprated by the ﬁtment of Ohlins 2-way adjustable dampers, with adjustable spring platforms for the uprated springs, and new lightweight forged 5-spoke roadwheels of slightly wider section to accommodate optional track use only slick tyres.

This supplement describes the features of the supercharged variants which differ from the standard '05 Exige model. For information on any subject matter not included here, refer to the main manual.

240Rint

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Lotus Service Notes Exige S/C

EXIGE S/C.TD - TECHNICAL DATA

Where different to standard Exige:

Engine

Forced induction Magnuson MP62 supercharger with integral by-pass valve. Air/air chargecooler. Maximum boost pressure 0.5 bar (7 psi) Max. power - 240R & Cup 181 kW (243 bhp; 247 PS) @ 8000rpm

- Exige S 162.5 kW (218 bhp; 221 PS) @ 7800rpm Max. torque - 240R & Cup 236 Nm (174 lbf.ft; 24 kgf.m) @ 7000rpm

- Exige S 215 Nm (158.6 lbf.ft; 22 kgf.m) @ 5500rpm Power to weight ratio - 240R & Cup 195 kW/t (261 hp/t; 266 PS/t) Speciﬁc power output - 240R & Cup 100.78 kW/l (136.97 hp/l; 137.4 PS/l) Lubrication system supplement - 240R & Cup Accusump oil storage reservoir Oil cooling Twin front mounted oil coolers

Wheels & Tyres

Wheels - type - 240R Lightweight forged alloy 5-spoke, satin black or high power silver

- size - front - 240R 7J x 16

- rear - 240R 8J x 17

Suspension

Ride height, mid laden, front/rear - 240R & Cup 120/120 (2 x 75 kg pass., ½ tank fuel) Spring rate - front - 240R & Cup 325 lb/in

- rear - 240R & Cup 425 lb/in Front anti-roll bar - 240R & Cup 5-position adjustable Dampers - 240R & Cup Ohlins gas pressurised with remote reservoirs, 2-way damper adjustment, adjustable spring top platforms.

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Lotus Service Notes Exige S/C

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EXIGE S/C.B - BODY

Exterior

All 50 of the 240R cars are ﬁnished in high metallic content paint in either Sport Yellow or Sport Black, reﬂecting the brand colour scheme of Lotus Sport. Yellow cars are complemented by black roadwheels, and black cars with high power silver wheels.

A Lotus Sport 240R decal is applied to the RH side of the rear transom.

Paint Codes: Sport Yellow: Lotus code B112 Du Pont code X3454 Sport Black: Lotus code B111 Du Pont code X3453

240 Cup and Exige S models were offered in the complete range of colours with the front splitter, side intake scoops and the rear aerofoil (excluding support struts) ﬁnished in body colour rather than satin black. Exige S cars feature an 'Exige S' decal on the rear trabnsom, and an 'S' decal on each fron quarter panel. Both decals available in grey or silver dependent on body colour.

The chargecooler air intake scoop on the roof of Exige S models is ﬁtted with an enlargement funnel mouth (without grille) for increased airﬂow and enhanced chargecooler efﬁciency.

Interior

Each Lotus Sport Exige 240R is individually numbered from 001 to 050, and identiﬁed by a Lotus Sport build plate styled after those used by Team Lotus for the Formula One cars. The plate is riveted to the chassis main side rail on the passenger side, and is engraved with the unique Limited Edition number.

The 240R features black leather sports seats embroidered on the head restraints with Exige branding in yellow, with further Lotus Sport yellow highlights on the seat sides, door trim inserts, gear lever gaiter and parking brake lever gaiter. Cup cars use black leather/suede/carbon effect trim with '06 M.Y. Probax sports seats.

240R and Cup cars are ﬁtted with four point seat belt harnesses, with the shoulder straps anchored to a seat belt mounting frame (roll hoop) cross bar. The roll hoop and back stays on these cars are manufactured in T45 steel to allow easy conversion to U.K. motorsport MSA approval by the addition of an 'A' frame and diagonal brace.

All 240Rs are equipped with air conditioning, but is optional on other models.

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Lotus Service Notes Exige S/C

EXIGE S/C.C - FRONT SUSPENSION - 240R & CUP

forms allow for lowering of the car to 120/120mm mid-laden ride height for track use, and the 22 compression and 60 rebound damper settings allow the characteristics to be ﬁne tuned to individual requirements. The gas reservoir is mounted on the inboard crossbrace of the lower wishbone, and is connected to the 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 couterclockwise 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 provides further opportunity for ﬁne tuning. To stiffen the bar, use a more forward hole, and to soften, use a more rearward hole. Recommeded setting: Road use: Central hole Track use: Central hole

Suspension geometry is unchanged - refer to Section TDQ.

EXIGE S/C.D - REAR SUSPENSION - 240R & CUP

Stiffened road springs front and rear are ﬁtted on new Ohlins dampers featuring remote gas reservoirs, adjustable spring platforms and separate adjustments for compression and rebound damping. The spring platforms allow for lowering of the car to 120/120mm mid-laden ride height for track use, and the 22 compres

sion and 60 rebound damper settings allow the characteristics to be ﬁne tuned to individual requirements. On 240R models the gas reservoirs are mounted on the roll over bar backstays, and on Cup cars, on the toe-links. Each reservoir 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 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

Suspension geometry is unchanged - refer to Section TDQ. The Track Use Chassis Rear Brace Kit is ﬁtted as detailed in sub-section DH.5.

EXIGE S/C.E - ENGINE

The 1.8 litre 2ZZ-GE engine with VVTL-i (Variable Valve Timing and Lift - intelligent) of the standard Exige 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.

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Lotus Service Notes Exige S/C

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Supercharger & Ducting Connection to chargecooler inlet

Connection to chargecooler outlet

New inlet manifold

Chargecooler

inlet duct

Supercharger outlet connector

Supercharger outlet elbow

Supercharger

outlet adaptor

Mounting lug for

supercharger

Fixing point Swan neck

Chargecooler to manifold adaptor ﬁxings

outlet duct (supercharger

inlet)

Fixed to engine

mounting plinth By-pass valve

capsule

pl4207ls/pl4209lr

Strut to clutch

Alternator anchor slave cylinder mounting

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Lotus Service Notes Exige S/C

Flexible bellows Adaptor to chargecooler

Air duct Chargecooler from roof radiator scoop FRONT

Rubber mounting

Bracket to inlet manifold and cam cover Bracket to inlet manifold

Fixing to inlet manifold Rubber mounting

Chargecooler outlet duct Inlet manifold Chargecooler

Chargecooler inlet duct

Boss for 5th injector Standard (240R) airbox

Supercharger outlet elbow

Supercharger outlet adaptor Electronic Supercharger throttle body

FRONT Throttle body adaptor

le2047a

pl4610aLR

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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. Cup cars use 4 special high-ﬂow port injectors, and Exige S cars retain standard 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 reduced from 6,000 to 4,000 rpm (at normal running temperature). 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 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.

When the engine is stopped, the EPC valve closes and a quantity of oil pertaining to that oil pressure 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.

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Lotus Service Notes Exige S/C

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.

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.

The oil can then be drained in the usual way, with the quantity contained in the oil cooler lines disregarded for the purposes of routine maintenance. If an engine failure has occurred, with possible debris contamination of oil hoses and coolers, it is recommended to replace both oil coolers, and to replace or thoroughly ﬂush the feed and return hoses. At each service interval the in-line ﬁlter gauze in the hose between the Accusump and 'T'- piece, and located in the RH rear wheelarch, should be renewed.

After renewing and pre-ﬁlling the engine oil ﬁlter, reﬁll the sump to about 10mm above the top mark on the dipstick. Start the engine and allow to idle. Do NOT rev the engine or drive the car. The Accusump will take up to 2 litres of oil from the sump to store within the cylinder. Continue to idle the engine until the Accusump pressure gauge drops to 40 psi (as the oil warms) and then switch off the engine. Top up the oil to the top mark on the dipstick.

Accusump reservoir Air pressure gauge

EPC valve assembly

FRONT

Mounting clamp to boot ﬂoor

In-line ﬁlter To LH port From oil on sandwich cooler plate

pl4015cLR

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Supercharger Remove/Reﬁt

To remove:

1. Remove the chargecooler together with inlet and outlet 'U' shaped ducts.

2. Remove the throttle body and vacuum/breather hose plumbing.

3. Using a 6-point socket, relieve auxiliary belt tension and remove the auxiliary belt. Remove the alternator

top mounting bolt, slacken the lower, and swing down the alternator. Release the dipstick tube from the

supercharger.

4. Using a strap wrench, remove the supercharger pulley retaining nut, and slide off the pulley.

5. Remove the support strut between the throttle body adaptor and the clutch slave cylinder. Slacken the

pinch bolt securing the supercharger to the nose bracket. Remove the two bolts supporting the super

charger to the inlet manifold and withdraw the supercharger.

To reﬁt:

1. With the supercharger nose bracket bolted to the engine mounting plinth, ﬁt the upper ﬁxing on the alter

nator to the nose bracket outer end (with 13.5mm spacer). This deﬁnes the position of the nose bracket. Tighten bracket to engine mounting plinth to 50 Nm. Remove alternator top bolt and swing down to allow supercharger to be ﬁtted.

2. Prepare supercharger: Clean mating faces of supercharger and outlet adaptor using Betaclean 3900. Fit 'O' ring into groove in outlet adaptor and ﬁt to supercharger using 6 off M8 x 25 setscrews with Permabond A130. On the ﬁxing located inside the adaptor, Permabond should be applied over the entire thread length. Orientate the adaptor with the outlet pointing towards the rear of the car when ﬁtted. Torque tighten all ﬁxings to 25 Nm.

Clean mating faces of outlet adaptor and outlet elbow using Betaclean 3900. Fit 'O' ring into groove in

outlet adaptor face. Fit outlet elbow to point to LH side of car using 4 off M8 x 25 setscrews with a pipe clip bracket secured by both rearmost ﬁxings. Tighten to 25 Nm.

3. Fit M8 stud B111E6081S into RH top (as viewed on face) ﬁxing position in supercharger inlet ﬂange. Clean mating face on supercharger and inlet adaptor using Betaclean 3900. Fit 'O' ring into groove in adaptor face and ﬁt adaptor to supercharger using 2 off M8 x 30 ﬂange head bolts in top positions and M8 ﬂange nut on stud - all 25 Nm. Disregard 4th position at this stage.

4. Mount supercharger: With the pulley removed from the supercharger, slide the nose into the nose bracket until hard against the machined step. Support to the inlet manifold sliding bushes using M10 x 50 ﬂange head bolts and Permabond A130, but do not tighten. Tighten the nose bracket socket head pinch bolt to 25 Nm.

5. Loosley ﬁt the supercharger support strut between the inlet adaptor (M8 x 55 bolt with A130) and the clutch slave cylinder ﬁxings (M8 x 25 with A130). Tighten the three support strut bolts to 25 Nm. Carefully tighten the two M10 x 50 ﬂange head bolts to pull in the two spacers evenly to clamp against the supercharger.

6. Reﬁt the alternator upper bolt and spacer and tighten to 25 Nm. Tighten the lower bolt to 25 Nm.

7. Fit the pulley to the supercharger with the longer boss towards the 'charger. Fit the nut onto the shaft, and use a strap wrench to hold the pulley whilst the nut is tightened to 61 Nm.

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Lotus Service Notes Exige S/C

8. Use a 6-point socket on the tensioner arm to allow ﬁtment of the multirib accessory drive belt around the pulleys as shown, ensuring that the belt is correctly seated in all the ribbed pulleys.

9. Reﬁt other components in reverse order to removal.

Note areas of change compared with standard models;

# Engine dipstick tube altered to avoid supercharger. # Crankcase breather pipe altered to avoid supercharger. # Relays on engine bulkhead move to avoid supercharger by-pass capsule # Charcoal canister moved from bulkhead to bracket on top of chassis right hand rear upright member to

avoid alternator.

EXIGE S/C.G - WHEELS & TYRES

240R cars use lightweight forged alloy 5-spoke roadwheels at 7x16 and 8x17 are ½ inch wider, front and

rear, than standard Exige wheels, but retain the standard insets of + 31.3 mm and + 38.0 mm. The wheels are ﬁnished in either Satin Black or High Power Silver dependent on body colour (see above). 'Lotus Sport' is moulded into one of the spokes of each wheel. Cup and Exige S models use standard Exige wheels ﬁnished in hi-power silver.

The Lotus speciﬁc, regular Exige Yokohama A048 tyres, identiﬁed by 'LTS', are ﬁtted as standard.

EXIGE S/C.J - BRAKES

For 240R and Cup models, the braking system is uprated in the following respects:

- Motorsport brake pads are ﬁtted front and rear;

- Steel braided brake hoses ﬁtted all round;

- Front and rear brake callipers are ﬁnished in 'Sport Yellow';

- Hydraulic system ﬁlled with Castrol 'SRF' synthetic racing brake ﬂuid. Over 500°F boiling point. Dot 4.

EXIGE S/C.K - COOLING

Twin front mounted oil/air coolers (std. Exige hot climate spec.) are ﬁtted to all supercharged Exige mod

els. An engine intake air chargecooler radiator is rubber mounted to the engine, with cooling airﬂow collected by the roof duct and directed via the tailgate panel and ﬂexible bellows to the radiator, after which the hot air exhausts through the tailgate louvres.

Water pump Slave pulley

Supercharger

Belt tensioner Alternator

Crankshaft pulley

A.C.

compressor

e232

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EXIGE S/C.O - MAINTENANCE & LUBRICATION

A Maintenance Schedule for supercharged cars is available under part number LSL460b. Recommended lubricants are unchanged apart from:

- 240R & Cup cars: Brake Fluid; Castrol SRF

- Fuel; Unleaded 98 RON

Spark plugs are part number ALS3E6015F (NGK PFR7G) with 0.8mm (- 0.1, + 0) gap.

EXIGE S/C.Q - CLUTCH

240R and Cup cars use an uprated clutch cover assembly and a competition speciﬁcation sintered metal fric

tion plate. No routine maintenance is required other than annual renewal of the Castrol SRF hydraulic ﬂuid.

EXIGE S/C.Z - MISCELLANEOUS

Supercharged models also differ from standard Exige in the following respects: # Engine dipstick tube altered to avoid supercharger. # Relays on engine bulkhead moved to avoid supercharger by-pass capsule. # Charcoal canister moved from bulkhead to bracket on top of chassis right hand rear upright member.

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EXIGE S/C.X - RETROFITMENT OF SUPERCHARGER

To retroﬁt the Magnuson MP62 supercharger and related engine systems to the standard Exige, proceed as follows. Note that throughout this section, the terms 'front', 'rear', 'left' and 'right' when referring to engine components are used in the convention of the ﬂywheel end of the engine being the rear. The orientation of the engine as installed, results in the front of the engine being towards the right hand side of the car.

1. Remove the following parts:

- Drain coolant;

- Rear clamshell;

- Charcoal canister, bracket and pipes;

- Spark plug and injector covers;

- Convoluted air intake trunking;

- Throttle body;

- Fuel rail with injectors (keep together); Seal apertures with tape;

- Inlet manifold and moulded foam pads beneath; Seal apertures with tape;

- Breather pipe between crankcase and cam cover; Dipstick tube; Seal apertures with tape;

- Auxiliary drive belt and water pump pulley;

- Alternator top mounting bolt and stabiliser bracket, and swing alternator outwards;

- Engine wiring harness, ECM and mounting plate;

2. With the ECM mounting plate on a bench, mark out and cut the right hand top corner of the plate as shown.

Further cut and drill the removed section to the dimensions shown, and ﬁx to the ECM plate with an M6 x

25 screw, penny washer and plain nut.

3. Fit an engine lifting hook T000T1437S to the LH front of the

cylinder head using bolt T000T1440S and support the engine

weight to allow the RH engine rubber mounting to be removed:

Remove the engine rubber mounting with pressed steel and

alloy brackets as an assembly.

4. To allow access to the rearmost ﬁxing of the engine mounting plinth on the front of the engine, it is neces

sary to release the exhaust manifold and EGR pipe ﬁxings: Remove the EGR pipe clip from the timing chain cover. Remove the exhaust manifold upper heat shield. Remove the two outermost nuts retaining the exhaust manifold. Slacken the remaining 3 manifold bolts.

Release the four bolts and remove the engine mounting plinth. Replace with the modiﬁed version using

original ﬁxings, and with Loctite 5910 (A121L0077H) sealant applied to the ﬁxing by the EGR pipe. Tighten all four bolts to 52 Nm.

Reﬁt exhaust manifold using Permabond A130 threadlock on the ﬁxings and tighten to 52 Nm. Reﬁt heat

shield using A130 and 20 Nm. Reﬁt EGR pipe clamp to 27 Nm.

5. Remove the engine rubber mounting from the pressed steel bracket and replace with new rubber mount

ing ALS3E0038F (52 Nm). Reﬁt the engine mounting assembly to the engine and chassis and remove engine support equipment.

6. Remove and discard breather spout from LH side of crankcase, but retain connector hose. Fit new spout using original ﬁxings (10 Nm) and reﬁt connector hose. Fit new breather pipe into connector hose and to cam cover using original ﬁxings. Fit new dipstick tube into position.

7. From inlet manifold jointface on cylinder head, remove and discard the long stud at the rear end of the face. Fit new M8 x 25 stud (10 Nm) to the central ﬁxing position between ports 2 and 3. Slacken the screw securing the VVT valve to the LH front of the head to allow it to be re-orientated to clear the new

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manifold.

Fit the new manifold and retain with the original two top ﬁxings using Permabond A130. Do not fully

tighten. Use new ﬂange head bolt A116W5238F with Permabond A130 at the rearmost ﬁxing point. Take the nut previously ﬁtted on the foremost stud, and ﬁt instead to the new stud at the centre bottom ﬁxing (with Permabond A130). Take the nut previously ﬁtted on the centre bottom stud, and ﬁt instead to the foremost stud using A130. Progressively tighten all ﬁxings to 27 Nm. Secure the VVT valve to 10 Nm.

8. Lay the new engine harness in position with the injector portion in the channel between inlet manifold and cylinder head with injector breakouts uppermost and aligned with the injector ports. Route the harness between the new breather pipe and inlet manifold, following a tight line down beside the cylinder head and block to the back of the alternator.

9. Reﬁt the injector rail taking care to correctly seat the injectors. Ensure the spacers are in place before securing with the 2 x M8 ﬁxings - 20 Nm. Secure the fuel pipe to the cam cover - 9 Nm.

10. Remove the four coil packs and replace the spark plugs with the new PFR7G items. Torque to 18 Nm. Reﬁt coil packs to 9 Nm.

11. Reﬁt all connectors on new harness.

12. Fit supercharger nose bracket to engine mounting plinth with new M10 x 50 ﬂange head bolt and M10 ﬂange nut hand tight. Fit upper ﬁxing on alternator to nose bracket outer end using the 13.5mm spacer and M8 x 55 ﬂange head bolt. This deﬁnes the position of the nose bracket. Tighten bracket to engine mounting plinth to 50 Nm. Remove alternator top bolt to allow supercharger to be ﬁtted.

13. Prepare supercharger: Clean mating faces of supercharger and outlet adaptor using Betaclean 3900. Fit 'O' ring into groove in outlet adaptor and ﬁt to supercharger using 6 off M8 x 25 setscrews with Permabond A130. On the ﬁxing located inside the adaptor, Permabond should be applied over the entire thread length. Orientate the adaptor with the outlet pointing towards the rear of the car when ﬁtted. Torque tighten all ﬁxings to 25 Nm.

Clean mating faces of outlet adaptor and outlet elbow using Betaclean 3900. Fit 'O' ring into groove in

outlet adaptor face. Fit outlet elbow to point to LH side of car using 4 off M8 x 25 setscrews with a pipe clip bracket secured by both rearmost ﬁxings. Tighten to 25 Nm. Fit double pipe clip into front side of each of the two brackets.

14. Fit M8 stud B111E6081S into RH top (as viewed on face) ﬁxing position in supercharger inlet ﬂange. Clean mating face on supercharger and inlet adaptor using Betaclean 3900. Fit 'O' ring into groove in adaptor face and ﬁt adaptor to supercharger using 2 off M8 x 30 ﬂange head bolts in top positions and M8 ﬂange nut on stud - all 25 Nm. Disregard 4th position at this stage.

15. Fit original throttle body isolator to inlet adaptor using the clockwise choice of ﬁtting position, with original ﬁxings tightened to 10 Nm. Fit the original throttle body to the isolator using original ﬁxings tightened to 10 Nm.

16. Mount supercharger: With the pulley removed from the supercharger, slide the nose into the nose bracket until hard against the machined step. Support to the inlet manifold sliding bushes using M10 x 50 ﬂange head bolts and Permabond A130, but do not tighten. Tighten the nose bracket socket head pinch bolt to 25 Nm.

17. Loosley ﬁt the supercharger support strut between the inlet adaptor (M8 x 55 bolt with A130) and the clutch slave cylinder new ﬁxings (M8 x 25 with A130). Tighten the three support strut bolts to 25 Nm. Carefully tighten the two M10 x 50 ﬂange head bolts to pull in the two spacers evenly to clamp against the super

charger.

18. Reﬁt the alternator upper bolt and spacer and tighten to 25 Nm. Tighten the lower bolt to 25 Nm.

19. Fit the pulley to the supercharger with the longer boss towards the 'charger. Fit the nut onto the shaft, and

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Lotus Service Notes Exige S/C

use a strap wrench to hold the pulley whilst the nut is tightened to 61 Nm.

20. Use a 6-point socket on the tensioner arm to allow ﬁtment of the new multirib accessory drive belt around the pulleys as shown, ensuring that the belt is correctly seated in all the ribbed pulleys.

21. Fit two rubber mountings to both of the chargecooler mounting brackets using spring washers and M8 Nyloc nuts. Fit the LH bracket to the inlet manifold and cam cover using Permabond A130 on both screw threads. Tighten to 25 Nm. Fit the RH bracket to the inlet manifold bosses in a similar manner.

22. Fit the MAP sensor to the chargecooler using the M6 x 16 setscrew, ensuring that the sensor seal is intact. Fit the chargecooler to the rubber mounts and secure with spring washers and Nyloc nuts tightened to 25 Nm.

23. Fit the chargecooler intake 'U' shaped duct A128E0008 between the supercharger outlet and chargecooler using the connector hoses and worm drive clamps. In a similar manner, ﬁt the outlet duct A128E0011 between the chargecooler and inlet manifold.

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