WikiLEC - User contributions [en]

Increasing Boost

2007-12-08T09:38:09Z

ESM: /* [http://www.elanchips.com Mountain chips] */

== Background ==

There is little doubt the Isuzu engine isn't tuned anywhere near it potential. However, the fuel cut IS NOT 'the [[ECU]] telling me that I can't control a bit of wheel spin!' rather an inbuilt protection mechanism to avoid damage to the engine.

== Basics ==

The fuel cut occurs at the point the fuel system can no longer deliver enough fuel to hold the required air/fuel ratio. If you go North of 1 bar of boost with the stock fuel system you will run leaner than target and you will get pre-ignition. Engine speed and injector flow rate are the limiting factors. At 2000RPM the fuel injector has 60ms to inject the fuel required for the next combustion stroke at 6000rpm it has 20ms. The fuel injectors flow at 320cc/min so the fuel system has a fixed limit on how fuel it can deliver at a given engine speed. You can fuel for 1bar at 4500rpm but not at 6000rpm. You can't fuel for more than 1bar of boost at any revs because the standard [[MAP sensor]] can't read beyond that level and so it can't know how much fuel to inject.

== [[Fuel Cutoff Defender]] ([[FCD]]) ==

In [[FCD]] equipped cars the 'lean problem' is made worse by the fact that the [[MAP sensor]] reading is clipped at a level well below 0.9bar never mind 1bar (usually 0.7-0.8bar). So when the ECU is only trying to fuel for, say, 0.8bar and the boost is actually 1.4bar (it has happened) - that gives a mixture of 13.6:1 - ask anyone who knows anything at all about engines if that's a good mixture to run at 1.4 bar of boost.

The [[ECU]] will retard the ignition when the knock is detected and that is what I think has saved a lot of [[FCD]] equipped cars. That means you are one sensor failure away from a blown engine - sounds a lot like Russian roulette although whatever the outcome, you should be around to survey the damage. Do it enough and it'll probably melt stuff anyway.

== Inadvertent increase (usually due to wastegate stuck shut) ==

It is a fact that people who get the 1+bar boost at very lean fuelling levels (stuck wastegate & no fuel cut) report a lot of power but it will compromise engine life. Anything you do to exceed 1bar of boost that doesn't address the fuelling goes into my book as a bodge that has the potential to pop your engine. You need a 3bar [[MAP sensor]], higher flow injectors and a new control system mapped to deliver the appropriate levels of fuel. Nitrous is worth considering (that'll need extra fuelling too though).

== [http://www.elanchips.com Mountain chips] ==

The V3 & V4 chips increase power simply through increasing boost via the standard boost control system (the ECU in conjunction with the boost control frequency valve - BCFV). The chips also improve boost delivery by modifying the parameters of the boost control routine in the ECU.

At high boost the ECU (as standard and in the upgrades) makes the air/fuel mixture richer in order to cool the charge and inhibit knock. The level of enrichment in the standard Elan is very high. This provides a useful safety margin that has probably saved more than one engine from detonation when low tech boost upgrades (particularly those which modify the output from the manifold pressure sensor to prevent fuel cut) were used. However, in the V5 chip the fuel enrichment has been optimised to give optimum power without knock. This has improved the power output but reduced the safety margin so these are available with a switcher so that a less aggressive program can be selected if required.

[[Category:HowTo]]
[[Category:Turbo]]

Converting SE to closed loop ECU

2007-12-08T09:29:27Z

ESM: New page: It is possible to convert the UK standard SE with an open loop ECU (9929 or 9239 PROM id) to run a closed loop program. == Mixture control explained (superficially) == The 'open loop'...

It is possible to convert the UK standard SE with an open loop ECU (9929 or 9239 PROM id) to run a closed loop program.

== Mixture control explained (superficially) ==

The 'open loop'/'closed loop' terms refer to the way that the ECU controls the mixture. In closed loop the ECU usually tries to achieve an a/f ratio of 14.7:1 - this is complete combustion of the mixture (or as close to it as the engine can get).

The open loop ECU simply bases it fuelling on the characteristics measured on a typical engine, there is essentially no loop. The a/f ratio is set slightly rich, at 14:1, as a safety measure to prevent the mixture going lean.

The closed loop ECU follows these steps:

1. sets up the injectors

2. reads the output of an oxygen sensor mounted in the exhaust flow

3. adjusts an injector correction term if the sensor reading is lean or rich

4. loops back to step 1

At high throttle openings the ECU uses fuel enrichment to suppress knock and in this event the narrow band oxygen sensor can no longer be usefully employed, as the mixture moves out of its measurement range, so the ECU operates in open loop mode until the normal 14.7:1 mixture is next required.

== Why do it? ==

Changing an SE to closed loop improves fuel economy (unless you go everywhere at full throttle) and removes any worry from the emissions tests at MOT time.

==How to make the modification==

You need two things:

1. a standard narrow band oxygen sensor. They can readily be found on US car parts sites; loom for an oxygen sensor listed under the '1991 Isuzu Impulse RS' application. DON'T pick a universal one, get one with the right plug on it.

2a. a 1499 (S2 or 49 states federal) closed loop ECU or MEMCAL

OR

2b. an upgrade chip based on the 1499 program (in the interest of full disclosure I should mention that I sell these!)

Under the bonnet you must remove the bung in turbo housing, the one you can see through the hole in the turbo's heat shield. The sensor is fitted there instead. It can be a pig to get out - it will be tough to get out, use penetrating oil in advance and be prepared to apply a lot of force, damage to the casting is a possibility. After the bung is out its all easy; fit the sensor and plug it into the empty socket in the harness just by the engine mount (4 position connector in a 2x2 configuration with only three wires connected). Then fit[http://elanchips.com/template_content_8.php] the ECU or chip and you're done!

The history of LEC

2007-08-24T08:15:06Z

ESM: /* The ESM version of events */

There are four people, without whose passion and drive, I would not have an Elan today:

[[Peter Stevens]] - who designed it.

[[Mike Kimberley]] - who had the balls to make it.

[[Doug Abbott]] - who started LEC.

[[Simon Vickers]] - whose offers of support inspire many (myself included) to take the plunge.

There is plenty written about the first two, particularly in the Mark Hughes book, but the other two seem to have been overlooked. This is my amateur attempt to put the record straight and record at least some of the history of LEC. Many thanks to John and Brian for their words of wisdom, many of which are plagiarised below.

Please feel free to add or correct.

Geoff

----

== The LEC seed ==

In the early days of the internet, there was an early (now defunct) M100 Elan site www.lotuselan.com run by Randy Maurer from Southern California. Early on the scene were [http://www.racetep.com Top End Performance (TEP)] who did some pioneering work on Seamus Blackley's 1991 Elan, developing the intake pipes, [[MBC]] and [[BOV]].

Some of the early names in the SoCal scene were Charliex (British software guru and still tweaking Elises), Ryan Moos (Disney Director) Ed Miller (Airline Pilot). Randy’s site was rather static, and that was maybe why Doug went to the trouble of teaching himself HTML so he could get the fledgling LEC going.

Also around in these formative days was the now infamous Bills’ [http://www.isuzuperformance.com/ Isuzu Performance Site] which offered a bunch of goodies for the Elan, such as Exhaust Systems and quickshift gearchange upgrades. Unfortunately Bill seemed to resent doing business with anyone, although his products seemed to work quite well!

Fortunately, another of the early LEC members was Nitroman, who proved to be a perfect foil against Bill’s rants and was the LEC trailblazer when it came to power upgrades, with his Nitrous-boosted engine. He also set, and still sets, the standard for meticulous attention to detail and perhaps set the ball rolling for the LEC ‘group buy’ special projects by offering to have extra custom-made parts fabricated as his own were being developed. Nitroman took a relatively direct approach to nutter-power, and then came Costas’ [http://lotuselancentral.com/forum/viewtopic.php?t=4863 Sh4rk project] that raised the bar of lunacy to the present level {400hp+}.

Doug used to coordinate meetings where the local Elanoraks would gather in Santa Monica for a blast around the hills and canyons behind Malibu. Another popular meet was the [[http://en.wikipedia.org/wiki/Donut_Derelicts Donut Derelicts]] gathering in Huntingdon Beach, where any imaginable car could be seen, and some interesting characters, including [[Peter Stevens]] who hung out and chatted to the LEC group and [http://ret0027h.eresmas.net/lotuselancentral/archives/january03mb.htm recorded] and [http://rides.webshots.com/album/57390434PZdetR photographed]for posterity.

In early 2003 Doug persuaded some kind computer-literate Elan owner to set up a new bulletin board (still linked from the old front page as above) which was divided into subject headings. This was the YaBb bulletin board format which was a vast improvement for about two years , but was frequently down and a bit flaky. It finally self-destructed in June/July 2005.

After the Big Crash, the revamped site we now have started in July 2005. Although a lot of useful data from the threads on the YaBb site was saved, unfortunately many threads were lost in the ether. Lost information included Dave Meyers track Elan, ElanScanMan's Elanscan development / ECU hack and Mountain chip development, Philbo's racing Elan development, and (thank goodness) the Vauxhall front brake alternatives megathread.

That puts us about where the site is now. The site has always been international, but the growth in members since about 2003 has been huge. Many Characters have come and gone over the years; some are still here.

==Long time members==

From the US, Doug, Matt (Nitroman), Dave Meyers have always been about, and many others have come and gone. In the UK, Sy, Darren, Nige, Dave, and many more have been around for ages.

==Get togethers==

Rod ("Mardibloke") organised Donington pre-gatherings starting in 1999 when about a dozen cars would show up. Directly because of LEC, this grew to about sixty in 2004 and almost a hundred in 2007. Doug attended in March 2005. Rod sold his car to Enright13 in 2005. The convoy from the services into Donington is a tremendous sight and the curry evening and whisky tasting is becoming the M100 event of the year.

==ECU development==

ElanScanMan {ESM} developed the first ElanScan in 2003, as Doug & other members had been bemoaning the lack of diagnostic tools. It was the car-park sensation of Donington 2004 with Alan attaching his laptop to many cars for demos. MBC valves were in common use (Doug, Sy Rob-C etc) but Doug had a theory that as the Elan already had its own electronically-controlled boost controller (ie the BSV) all it would take would be somebody to hack into the ECU to learn how to control it. Enter ESM and his lost "ECU hack" thread where Doug challenged the inventor of ElanScan to go one better and decode the ECU workings to find out how a chip could be developed to give controllable extra boost. Alan developed the first chips in summer 2004, tested them using Sy, Stevo, etc, then refined them using me (SE) and Nige (S2) as dyno testers, and Doug for the Federal version. The Mountain chips were the sensation of Donington 2005, with Alan spending most of his time in the car park fitting them to ECUs as well as diagnosing problems on ElanScan (Alan found that one reason Enright wasn't getting any noticeable power increase from the Everest chip was that his car had had its BSV removed). Brian (F1Lotus) lays claim to christening the Mountain chips. ESM had mentioned he would be offline for a while as he was going to climb a hill called Kilimanjaro and at that time he'd sent Brian some boost graphs which looked like mountains!

==The ESM version of events==

A biography - always knew I was important! Its not, naturally enough, exactly how I remember it. ElanScan did come about because Doug was whinging up a storm about the lack of a diagnostic tool. When I, a noob, said I'd have a go it was treated with a large dollop of skepticism because I was by no means the first to try - Doug was muttering about paying someone professional to write it. He didn't offer me money when I did it :-) However, he and Brian (F1Lotus) did sort me out with a CAS so I can't complain. Doug sent the CAS to 'Sir Alan McNicol' - so I reckon I'm one of the the Knights of the round elblem with a cat on skates in it... and a triangle... and some words.... For me the worst thing about the whole ElanScan project was that people expected I would have no problem supplying the interfaces. Before the whole ES thing I had little or no electronics knowledge or experience, I still lack the former. I soldered the odd thing at work - in plugs mainly. Anyway, I hand-made a very elaborate circuit (that I nicked from Ian Levi) on vero-board. Each interface took around 5 hours to make and I charged £40, or something stupid like that, for them. Got nothing but complaints about how long it took to deliver them. Then I moved on to a pre-made USB board - easier but still fiddly because of drilling the holes in the boxes and soldering the wires. Gave up on that when Geoff, thankfully, took that side of it over.

The chip hack - now that's where my memory veers away from the account above... I don't remember Doug pushing this. When I researched ALDL the whole GM ECU re-programming thing quickly became apparent because ALDL is often used as a tuning tool for such activity. I also found how to copy the contents of the standard chip via ES - no need to remove the chip and cludge it into a reader. Since I had the file I thought why not take a punt at reverse engineering it? It was a punt, I knew bugger all about engine management when I started. I got all the tools to do it and some tips and examples from the internet. The first time I tested a modified chip I was scared half to death. Thought flames would jump up from the engine bay the second I turned the key. I was really pleased when it seemed to work as intended. I was basking in smugness on my home on that test drive when an Arriva bus drove into the back of me and wrote off the car! That delayed further development a little bit. I should mention the group of testers who put development version into their cars, particularly S2 and federal owners, as they put an utterly untested prototypes into their cars (I had an SE). Brave, brave men... The mountain chip is now a very common item in Elans - I've sold more than 200 which is close to 5% of the total production. Brian probably did come up with the mountains tag. It definitely wasn't wasn't me but I liked the idea.

==Brake upgrades==

In the UK many people (especially Alan McNicol) have tried to find Vauxhall-type calipers to fit; some do pretty well, but are not exact. The mega-brake thread which was lost in the 2005 crash contained all that info.

Philbo was the first Elan person to go to HiSpec (in about 2002) after he fried his standard brakes on a trackday. Poor service from HiSpec led others to find alternatives

APs have always been available but expensive but Dave Meyers uses them for track use in the US.

In the US, Brian (F1Lotus), having suffered similar intermittent failures with both his UK Elan and his current US car, had made Wilwoods to fit his car (in collaboration with ESM?). Doug, seeing Brian's setup, pestered him to do something for his car, and so the 16" Wilwood upgrade was born.

LotusGirlMarie (LGM) went her own way with Brembos.

==Hard top==

People had been promising to develop a hard-top for the Elan for years, with one English company (I forget the name) keeping people on the hook for years. Kuching appeared in 2004 and in very short order "just did it". He did a super- professional job using state-of-the-art equipment (thread covering the development and design disappeared in 2005 crash). At Donington 2005, Stef's Blipi was on the LEC stand modelling the only carbon fibre hardtop sold, Grahame C's Medina green had a hard-top and Kuching spent the weekend in the carpark fitting several hardtops for people. He then passed the hardtop sales to Paul Matty, but that didn't last because it took so long to fit each one individually, and Kuching is back supplying them himself.

== LEC in Lotus ==

Several LEC members have worked for Lotus:
Brian (F1Lotus) designed aero parts and composite structures right up until the doors closed on the F1 team.
Simon (Kuching) was also there at this time in the aero department as a very talented model maker.
ExFastcat in Australia too.

== Doug's legacy ==

Although Lotus had the financial backing of GM at the time of the M100 development, which allowed unheard of sums of money to be available for paying attention to detail, the M100 is still a hard built sports car that requires regular work and fixing. The knowledge that many have on this forum is invaluable to all those who have been lured by the M100's charm. It was with some disbelief that Doug announced he was selling Stripey on 1st April 2006 due to increasing family numbers. Happily, since selling Stripey, Doug has continued to offer his expertise and advice (together with his quick wit) and LEC is fortunate to retain his experience.

The history of LEC

2007-08-24T08:12:32Z

ESM: /* ECU development */

There are four people, without whose passion and drive, I would not have an Elan today:

[[Peter Stevens]] - who designed it.

[[Mike Kimberley]] - who had the balls to make it.

[[Doug Abbott]] - who started LEC.

[[Simon Vickers]] - whose offers of support inspire many (myself included) to take the plunge.

There is plenty written about the first two, particularly in the Mark Hughes book, but the other two seem to have been overlooked. This is my amateur attempt to put the record straight and record at least some of the history of LEC. Many thanks to John and Brian for their words of wisdom, many of which are plagiarised below.

Please feel free to add or correct.

Geoff

----

== The LEC seed ==

In the early days of the internet, there was an early (now defunct) M100 Elan site www.lotuselan.com run by Randy Maurer from Southern California. Early on the scene were [http://www.racetep.com Top End Performance (TEP)] who did some pioneering work on Seamus Blackley's 1991 Elan, developing the intake pipes, [[MBC]] and [[BOV]].

Some of the early names in the SoCal scene were Charliex (British software guru and still tweaking Elises), Ryan Moos (Disney Director) Ed Miller (Airline Pilot). Randy’s site was rather static, and that was maybe why Doug went to the trouble of teaching himself HTML so he could get the fledgling LEC going.

Also around in these formative days was the now infamous Bills’ [http://www.isuzuperformance.com/ Isuzu Performance Site] which offered a bunch of goodies for the Elan, such as Exhaust Systems and quickshift gearchange upgrades. Unfortunately Bill seemed to resent doing business with anyone, although his products seemed to work quite well!

Fortunately, another of the early LEC members was Nitroman, who proved to be a perfect foil against Bill’s rants and was the LEC trailblazer when it came to power upgrades, with his Nitrous-boosted engine. He also set, and still sets, the standard for meticulous attention to detail and perhaps set the ball rolling for the LEC ‘group buy’ special projects by offering to have extra custom-made parts fabricated as his own were being developed. Nitroman took a relatively direct approach to nutter-power, and then came Costas’ [http://lotuselancentral.com/forum/viewtopic.php?t=4863 Sh4rk project] that raised the bar of lunacy to the present level {400hp+}.

Doug used to coordinate meetings where the local Elanoraks would gather in Santa Monica for a blast around the hills and canyons behind Malibu. Another popular meet was the [[http://en.wikipedia.org/wiki/Donut_Derelicts Donut Derelicts]] gathering in Huntingdon Beach, where any imaginable car could be seen, and some interesting characters, including [[Peter Stevens]] who hung out and chatted to the LEC group and [http://ret0027h.eresmas.net/lotuselancentral/archives/january03mb.htm recorded] and [http://rides.webshots.com/album/57390434PZdetR photographed]for posterity.

In early 2003 Doug persuaded some kind computer-literate Elan owner to set up a new bulletin board (still linked from the old front page as above) which was divided into subject headings. This was the YaBb bulletin board format which was a vast improvement for about two years , but was frequently down and a bit flaky. It finally self-destructed in June/July 2005.

After the Big Crash, the revamped site we now have started in July 2005. Although a lot of useful data from the threads on the YaBb site was saved, unfortunately many threads were lost in the ether. Lost information included Dave Meyers track Elan, ElanScanMan's Elanscan development / ECU hack and Mountain chip development, Philbo's racing Elan development, and (thank goodness) the Vauxhall front brake alternatives megathread.

That puts us about where the site is now. The site has always been international, but the growth in members since about 2003 has been huge. Many Characters have come and gone over the years; some are still here.

==Long time members==

From the US, Doug, Matt (Nitroman), Dave Meyers have always been about, and many others have come and gone. In the UK, Sy, Darren, Nige, Dave, and many more have been around for ages.

==Get togethers==

Rod ("Mardibloke") organised Donington pre-gatherings starting in 1999 when about a dozen cars would show up. Directly because of LEC, this grew to about sixty in 2004 and almost a hundred in 2007. Doug attended in March 2005. Rod sold his car to Enright13 in 2005. The convoy from the services into Donington is a tremendous sight and the curry evening and whisky tasting is becoming the M100 event of the year.

==ECU development==

ElanScanMan {ESM} developed the first ElanScan in 2003, as Doug & other members had been bemoaning the lack of diagnostic tools. It was the car-park sensation of Donington 2004 with Alan attaching his laptop to many cars for demos. MBC valves were in common use (Doug, Sy Rob-C etc) but Doug had a theory that as the Elan already had its own electronically-controlled boost controller (ie the BSV) all it would take would be somebody to hack into the ECU to learn how to control it. Enter ESM and his lost "ECU hack" thread where Doug challenged the inventor of ElanScan to go one better and decode the ECU workings to find out how a chip could be developed to give controllable extra boost. Alan developed the first chips in summer 2004, tested them using Sy, Stevo, etc, then refined them using me (SE) and Nige (S2) as dyno testers, and Doug for the Federal version. The Mountain chips were the sensation of Donington 2005, with Alan spending most of his time in the car park fitting them to ECUs as well as diagnosing problems on ElanScan (Alan found that one reason Enright wasn't getting any noticeable power increase from the Everest chip was that his car had had its BSV removed). Brian (F1Lotus) lays claim to christening the Mountain chips. ESM had mentioned he would be offline for a while as he was going to climb a hill called Kilimanjaro and at that time he'd sent Brian some boost graphs which looked like mountains!

==The ESM version of events==

A biography - always knew I was important! Its not, naturally enough, exactly how I remember it. ElanScan did come about because Doug was whinging up a storm about the lack of a diagnostic tool. When I, a noob, said I'd have a go it was treated with a large dollop of skepticism because I was by no means the first to try - Doug was muttering about paying someone professional to write it. He didn't offer me money when I did it :-) However, he and Brian (F1Lotus) did sort me out with a CAS so I can't complain. Doug sent the CAS to 'Sir Alan McNicol' - so I reckon I'm one of the the Knights of the round elblem with a cat on skates in it... and a triangle... and some words.... For me the worst thing about the whole ElanScan project was that people expected I would have no problem supplying the interfaces. Before the whole ES thing I had little or no electronics knowledge or experience, I still lack the former. I soldered the odd thing at work - in plugs mainly. Anyway, I hand-made a very elaborate circuit (that I nicked from Ian Levi) on vero-board. Each interface took around 5 hours to make and I charged £40, or something stupid like that, for them. Got nothing but complaints about how long it took to deliver them. Then I moved on to a pre-made USB board - easier but still fiddly because of drilling the holes in the boxes and soldering the wires. Gave up on that when Geoff, thankfully, took that side of it over.

The chip hack - now that's where my memory veers away from the account above... I don't remember Doug pushing this. When I researched ALDL the whole GM ECU re-programming thing quickly became apparent because ALDL is often used as a tuning tool for such activity. I also found how to copy the contents of the standard chip via ES - no need to remove the chip and cludge it into a reader. Since I had the file I thought why not take a punt at reverse engineering it? It was a punt I knew bugger all about engine management when I started. I got all the tools to do it and some tips and examples from the internet. The first time I tested a modified chip I was scared half to death. Thought flames would jump up form the engine bay the second I turned the key. I was really pleased when it seemed to work as intended. I was basking in smugness on my home on that test drive when an Arriva bus drove into the back of me and wrote off the car! That delayed further development a little bit. I should mention the group of testers who put development version into their cars, particularly S2 and federal owners, as they put an utterly untested prototypes into their cars (I had an SE). Brave, brave men... The mountain chip is now a very common item in Elans - I've sold more than 200 which is close to 5% of the total production. Brian probably did come up with the mountains tag. It definitely wasn't wasn't me but I liked the idea.

==Brake upgrades==

In the UK many people (especially Alan McNicol) have tried to find Vauxhall-type calipers to fit; some do pretty well, but are not exact. The mega-brake thread which was lost in the 2005 crash contained all that info.

Philbo was the first Elan person to go to HiSpec (in about 2002) after he fried his standard brakes on a trackday. Poor service from HiSpec led others to find alternatives

APs have always been available but expensive but Dave Meyers uses them for track use in the US.

In the US, Brian (F1Lotus), having suffered similar intermittent failures with both his UK Elan and his current US car, had made Wilwoods to fit his car (in collaboration with ESM?). Doug, seeing Brian's setup, pestered him to do something for his car, and so the 16" Wilwood upgrade was born.

LotusGirlMarie (LGM) went her own way with Brembos.

==Hard top==

People had been promising to develop a hard-top for the Elan for years, with one English company (I forget the name) keeping people on the hook for years. Kuching appeared in 2004 and in very short order "just did it". He did a super- professional job using state-of-the-art equipment (thread covering the development and design disappeared in 2005 crash). At Donington 2005, Stef's Blipi was on the LEC stand modelling the only carbon fibre hardtop sold, Grahame C's Medina green had a hard-top and Kuching spent the weekend in the carpark fitting several hardtops for people. He then passed the hardtop sales to Paul Matty, but that didn't last because it took so long to fit each one individually, and Kuching is back supplying them himself.

== LEC in Lotus ==

Several LEC members have worked for Lotus:
Brian (F1Lotus) designed aero parts and composite structures right up until the doors closed on the F1 team.
Simon (Kuching) was also there at this time in the aero department as a very talented model maker.
ExFastcat in Australia too.

== Doug's legacy ==

Although Lotus had the financial backing of GM at the time of the M100 development, which allowed unheard of sums of money to be available for paying attention to detail, the M100 is still a hard built sports car that requires regular work and fixing. The knowledge that many have on this forum is invaluable to all those who have been lured by the M100's charm. It was with some disbelief that Doug announced he was selling Stripey on 1st April 2006 due to increasing family numbers. Happily, since selling Stripey, Doug has continued to offer his expertise and advice (together with his quick wit) and LEC is fortunate to retain his experience.