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  1. 12 points
    Some photos from Friday's trackday:
  2. 12 points
    Does my bum look big in this
  3. 12 points
    Meanwhile, back at the Batcave.
  4. 11 points
    Well forum members it's been a very long struggle .Not enjoyed it if I am honest .But at last good news .My car has an mot! 👍.few things not working fuel gauge,temperature gauge, sods law stopped working. It's a relief .Here are a few snaps of the old girl ....Thanks for all your help through this journey ....Mike 🍾🍺
  5. 10 points
    I did a search on the forum and nothing relevant came up. Hopefully this will be new material for you. Link to site Words: My home in Nashville is about 150 miles from Barber Motorsports Park in Birmingham Alabama. The park facility includes a great fully serviced road coarse, expansive grounds and a lavish museum devoted primarily to motorcycles. As respects the bikes, the collection is staggering but there is also a big Lotus collection. It's certainly the finest Lotus collection in the country, and one of the best in the world The drive from Nashville to Birmingham is a slog on US 65 with no real way to make efficient use of backroads but I took my Evora there anyway secure in the knowledge that all Lotus seat time is good seat time. Pics: (I have quite a few):
  6. 10 points
    A phone video from my son of me in my Lotus Evora Sport 410 breaking the calm, piece and tranquility as I drive through the village and past the house on a really nice Scottish Sunday Summer evening. We'd just moved back into our house after a 7 month stint in temporary accommodation due to an internal flooding and after finding a list of snagging items as long as my arm and leg i was feeling stressed, pissed off and generally in the mood to kill someone, anyone, but preferably a builder/decorator/plumber or electrician! My wife suggested i take Ruby out for a drive, so this was me heading off into the sun for a 2 hour blast around gloriously empty roads, at the end of glorious Sunny Sunday. You won't really see the car, but hopefully it gives an idea of the noise - my son was up the hill on our drive and around 180-200 metres from the road. Pump up the volume!
  7. 9 points
    Recently changed the Cam (timing) belt on my Lotus Esprit S2 (1978) as I realised that the belt had been on the car for nearly 10 years, even though it has probably done about 1000 miles in that time. So lucky there then! As I have never done this process before, I took photos and notes for my own reference and have posted them here in the hope they are useful for other intrepids. Tools: 10mm spanner, sockets and wiggle drives to remove airbox 13mm (actually half inch) socket and spanner to remove alternator pivot. 17mm socket and spanner to remove alternator tensioner slide. 24mm spanner to loosen locknut on belt tension adjuster. Wide screwdriver for loosening adjuster. 17mm socket and spanner to remove bolts holding tensioner. Low profile pulley puller to fit 4.5” pulley preferably with 4 or more “hooks” to spread load on aluminium pulley. 19mm socket for drive shaft centre set screw. Torque wrench for above socket. Brace bar for above socket. Effective way of locking flywheel in place. (I used a large screwdriver and wedged it tight.) Random pry bars, chocks of wood, old big screwdrivers etc. Pillows, sheets of hardboard, blankets etc:- to make clambering around the engine bay as comfortable as possible. Parts: Toothed belt: GATES 5146 (check this is correct for your vehicle) V-Belt: 6218 GATES (check this is correct for your vehicle) Lets Go! => First I unbolted battery then the air box (10mm spanner, sockets and wiggle drives), then I unbolted the alternator tensioner (17 mm socket and spanner) and then the pivot shaft (13mm socket and spanner). Below is a photo of this stage. The below photo is of the various pulleys and things. Next I turned over the engine to find Top Dead Centre, set this to the pointer in the flywheel window, checked Inlet and Exhaust marks opposite each other on the Cams, then locked the flywheel in place with a large screwdriver and an old hammer as a wedge. See photos below. Above - TDC lined up with pointer in fly wheel window. Above - IN-EX markers lined up on Cams. Above - flywheel locked in place. There is a recess behind the fly wheel that the screwdriver fitted in and conveniently held the fly wheel stationary. Then cable tied the two cams together, as below… At this stage I marked up the belt and pulleys to match up with the new belt using various distinctive marks, as in photo above. Next, to remove the Belt Tensioner. Using 24mm spanner I released the lock nut on the belt tensioner adjuster and used a large screwdriver to release the tension. The Lotus-big-black-book-of-curiosity states not to wind out more than 12mm however as can be seen in later photos, on my tensioner 20mm is OK. Also the hole to lock the tensioner with 4mm rod is under one of the bolts’ washer so impractical and when I inspected the tensioner on the bench, the unit would not compress enough to locate this hole to the groove in the tensioner piston anyway… Photos below. In the photo above can be seen the two retainer “bolts” that hold the assembly to the engine. One was easy to remove with a 17mm spanner the other tuned out to be a stud that I had to extract by locking two suitable nuts together and using these to wind out the stud. Sadly I didn’t note the thread size of the stud. Above can be seen the tensioner assembly bits ready for a good clean and inspection. The 4mm drill was to lock the piston in place but was redundant. Note there is a flat washer inside the plastic piston that the springs work against. On the right are two spacers that wanted to drop down in the engine bay when I removed the “bolts” from the assembly. The anti static earth wire needed repair too. Next to get the drive shaft pulley off. The drive shaft set screw unscrewed with a hefty push on a 24” brake bar (normal thread) and 19mm socket. I had my knee against the screwdriver holding the flywheel in place. There is a conical large washer also. I assumed the pulley was brass by the colour so I made a simple puller out of three bolts and a length of steel flat. However when I tightened this to extract the pulley I noted the pulley was starting to warp. I realised then that it is anodised aluminium. So redesigned the puller to have four points of contact to spread the load. Photo below. The drive shaft set screw has been wound back in to place without the large retainer washer to give the centre bolt of the puller something to work against. Even with this puller, I was exerting too much stress, so time for Plan B. Usually a blow torch to heat is the answer but with such confines, rubber pipes and old oil about, a bad idea. So I tried a paint stripper heat gun with a fan shroud to direct the heat over the pulley (photo below). Within 30 seconds the pulley released and from there I was able to wind it out with the puller. Now to remove the belt. With the new belt, I transferred the marks over from the old belt making sure that the “direction” of the belts matched. I used a 6mm rod clamped in a vice to “jump” the teeth over in parallel. After many checks, I installed the new belt. After a good cleaning and checking for distortion, the drive shaft pulley was next, using a torque wrench [value to follow] to bolt this in place. Next install belt tensioner unit. I found this very difficult to install as the unit would not compress enough to align the bolts and the angle of attack was too awkward to get any muscle power to it. So I wound out the adjuster screw completely and removed the springs. Then bolted the unit in place. To get the adjuster back in, I tested the thread with the adjuster to find where it starts and marked up the adjuster and case. Next, inserted the springs and using a palm sized block of wood with two panel pins in (to locate with the slot of the adjuster), I compressed the adjuster and twisted. After a few tries I caught the thread and from here, winding the adjuster in was easy. As I don’t have a Belt tension tester, belt tension was set to ¼ twist on the top section which is the same as the old belt (A job to deal with when I get the correct tool, but for the moment, OK to get going, I had noted that other people have written about setting the tension in the same way). Next to check all the timing marks and fully turn the engine by hand to ensure all is good. Next was V-belt and alternator. Getting the tension on the V-belt was not easy but with small chocks of wood and old big screwdrivers, tension was achieved. Airbox on, Battery on, Fingers crossed and start the engine. Next to repair skin and bruises.
  8. 9 points
    Some new pics with its older sibling👍
  9. 9 points
    Yep, Thank you Wayne its a superb example of an Esprit Turbo! Coming to meet soon!
  10. 9 points
    @Sparky @Chillidoggy we need to talk
  11. 8 points
    Collected my S4 from Sparky this evening on the way back from the family hols in Devon and WOW the transformation is a great success The conversion is amazing and totally changes the way I can drive the car now. I've Covered over 70 odd miles this evening in the S4 on the A/B roads back from Watford to Essex. Which is a testament in its self as to how much fun I was having (considering I had just covered 200 plus miles coming back from Devon) I have 100% confidence now in the car's braking, great pedal feed back. Also I can now brake much harder and deeper than I ever had the nerve to do with the old Delco system fitted. Which quite frankly scared me and was starting to stop me enjoying the car. So a big thank you to Ian @Chillidoggy for developing a great alternative system and frankly a better one that had left Hethel in its day, and to Gary @Sparky for his great skill and expertise in fitting and fine tuning the conversion.
  12. 8 points
  13. 8 points
    Ok. Red Turbo has gone to a new owner. This fella has built a new garage for his super car. Smithy111 on the forum. I’m confident that he will look after the Red Turbo and have many years of motoring. Have fun Chris see you around. ✌️
  14. 8 points
  15. 8 points
    I thought I'd clean the Esprit properly yesterday and used some Autoglym Super Resin polish for the first time. I was well chuffed with the results!
  16. 7 points
    @GFWilliams is the first to test a design i've been working on which blends a bit of the Lotus OEM and Eltech design side skirts. I've decided to make them also in a thicker material for better rigidity. Im working on final painting options and pricing before making them available for folks who may be interested. The aim is to give the community a reasonably priced solution, made in the UK, which can be shipped to you in days vs months.
  17. 7 points
  18. 7 points
    I've been talking to Jim from 2bular for a while to work on a new system of exhaust which is a bit quieter than the previous road exhaust, and lets me have the potential to go on track. Today the exhaust, which is a 70mm valved track system, was finished, so hopefully it can be fitted tomorrow! Jim didn't want to do a valved exhaust on a Track system, but I talked him round to it . This system weighs 15.5Kgs (still lighter than factory exhaust) with all the extra pipework, and the increase in physical size of the silencer itself, allows the accommodation of those all-important chambers. There are TWO totally separate exhaust paths through the silencer; it's a complicated system to build, but that's what makes it exciting! When the valve is closed, this system will be as quiet as the factory design, but not as restrictive. When the valve is open, the TWO resonance chambers come into play, along with the 70mm internal pipework. This will be much quieter than the 2bular 70mm Road valved system (which I had fitted previously), which had zero silencing effect when that valve was open. Jim decided to move the valve to a less vulnerable position - AFTER the silencer has done its job and removed some energy/heat from the exhaust gases. If you look at lots of exotic cars, this is quite a regular thing, so this certainly makes sense. Placing a rotating mechanical device into the 600C. exhaust gas-flow of a supercharged 3.5Ltr V6 is madness enough, so everything which can be done to mitigate those stresses helps as much as possible! DB readings: testing will be carried out shortly. A rough estimate expects it to allow trackday usage at approx. 102dbs. I could fit the 2bular directional tailpipes and be under 100dbs. It is worth noting that I have 2bular manifolds, downpipe, and sports cat too, (although Jim kindly modified the sports cat to make it fit as 2bular did some weird stuff when fitting the 460 kit), so my noise levels will likely be a touch higher than a stock Exige would be. I've been waiting a while for this, so I am super excited to try this out. I was tempted by another exhaust from another supplier, but when the supplier said that the insides had 'magic' going on, and wouldn't explain any of this 'magic' to me, I was worried and backed out of it. Jim has been totally open throughout the process of this exhaust build, and explained every question I've asked very well. Of course, the exhaust will need a little running in and then will settle down, so I'll be taking it easy for a little bit, then take further db readings. Tomorrow is the day it goes on (hopefully!), so I'll update with my thoughts from then. Here are a few photos of the new Exhaust, shown with a link pipe as opposed to my sports cat, which will go in it's place:
  19. 7 points
    Blimey, I've heard of missing the bowl but you must have been bursting to do that much damage...
  20. 7 points
    I personally think prices will drop a lot more as we Brexit. It doesn't matter unless you have to sell. I have restored two car s now with labour and parts you are looking north of £50k, and that's if you bought an S1 for £20K to start with. a purchase at £40k your talking £70k plus. You can see the figures don't stack up. If you do all the work yourself you might save 20k. To restore a Turbo to as perfect your talking even more in labour costs,as there are many more bits. This is why the big guys havn't totally rebuilt a Turbo. With the hours it has taken me it's done purely for a hobby and not to make money. I know one thing though. If you really wanted a perfect one it would be a very good idea to pay extra so you can get in an turn the key. £50K for a resto job will end up costing more than £70k plus for a perfect one. There are of course many people out there to who £100k is like buying a takeaway, sadly they don't all like Esprits! I know one thing. If I was offered £100k for my S1 I would have to think about it, but would probably say no!
  21. 7 points
    I believe today is the birthday of Hazel Chapman, cornerstone of the Lotus marque. 91 no less! I reckon the story of Lotus would have been much different without her, as the adage goes "behind every great man" etc. Can we wish her many happy returns from this forum?
  22. 7 points
    I think a lot of stuff here is, or has, gotten blown out of all proportion and hopefully we can get the TLF Track Day off the ground. I do think it would be a superb event and EVERYONE would enjoy it, especially with some sort of a BBQ/social afterwards even just for an our or two. It was nice at Blyton Park the other week when 5 or 6 of the track dayers, whom I had never met before that day, joined me in the local pub for dinner. I really appreciated that and enjoyed getting to know everyone.. Driving standards - it is pretty clear that everyone (and re-reading the thread, i do mean everyone) agrees they are necessary and that on the TLF Track Day they will be clearly articulated and enforced. As long as we know what they are and we all play by the rules should be a good day. TLF cars - would be great to see a big mix of owners Loti and in this I also include the bastard children like the VX220 - it was after all built in Hethel and not just a silly silly "badged" exercise Location - like I've said, it seems to be that the preferred locations are way way down Sarf. If that is the case then fair enough, however, it would be nice if it could be more central to give everyone the chance to attend. Track Day Co's - whether or not the decision is taken to go with a Track Day Company, ANY Track Day company, is fine. There are merits of going with one (organisation, experience, hired help, insurance easier etc.) and downsides too (date restrictions - they already have a full schedule so getting fitted in, insurability, someone has to take on the organisation, collecting the money, tracking everything, communications, etc.) So rather than discount the idea it needs to be thought through and options appraised etc. Then a decision can be made. It's a new week. It's a beautiful sunny morning. let's get some peace and love back on to TLF, start the week afresh, and any angst we have have left direct at the dentists and accountants in their Porkers and the sales sharks in their Audi Slines.......... lol....................
  23. 7 points
    Great to see Arun this morning, the car looks incredible! I'm trying to persuade him that he need to get the wing end plates painted to match the car so photoshopped them for him...
  24. 6 points
    Once upon a time - there was a country bumpkin who couldn’t help but purchase sad old garage find Esprits. Sadly the latest one has a Delco ABS system. I’ve tried, I’ve cuddled, I’ve stripped, I’ve poked, I’ve bled and fettled as much as any man can be bothered - but frankly - I’m not spending another penny on sensors or fluid. its coming out. so our story starts here which then progresses to here it’s now enroute to join this little lot im a little busy with work - but will try and get this lot fitted in the evenings if I can. please - no tips on how to repair the existing system - should you wish you may purchase the old setup to practice on in your own time
  25. 6 points
    Wa Washed, locked and loaded.



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