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  2. Funny thing about that depiction is it's of an American spec, so it has our 50lb bumpers & corner marker lights... don't think those would still be there on a "real" race car!
  3. I wonder where exactly it is, and if they'll put it up in ebay, or if they'll auction it off locally. If it's anywhere near me, I'd like a crack at getting it myself.
  4. Mine were rotted entirely away, I replaced them with generic poly bushings from local parts store, and they work just fine.
  5. I wouldn't be too suprised if your coil is starting to break down... especially if it's original.
  6. I'm currently looking for a radiator replacement, as the end cap on mine broke off! Because of the remote location you need a radiator made to use a remote resevior & cap. I fear the cap on a Mazda radiator will get in your way. I was thinking about mounting an after market all aluminium (mid 80s) VW Golf replacement - looks like it should fit, and improve cooling over the stock Lotus rad. Unfortunatly it will require considerable hose rearrangement, both hose fittings are on the right. But the VW uses side tanks & a remote resevior, and a boss for a fan switch. "Performance" aftermarket radiators are pretty cheap for a Golf, and a used set of VW fans souldn't be too much. Has anyone here had success with anything else? Cliff
  7. Bruce, first off, I want apologize if my post came across a bit harsh, it wasn't meant that way, but on reread, it may have sounded a bit condisending. Like I said before, I've given this a bit of thought myself, and one possible solution if you must use a turbo, could be to reverse the exhaust manifold to put the turbo in front of the engine. Having a RHD vehicle does help a bit with space, and it may be possible to keep close to an Esprit turbo responce if you can make a tube manifold that (more or less) looks like a mirror image what Lotus used. Getting it low enough to clear the hood without burning up the timming belt would be the trick, as I see it. I didn't realize how low your turbo was mounted, I assumed they used a Lotus turbo manifold off an Esprit. Heck, on a RHD car like your's, I think that might have worked! - putting the turbo somewhere in the glovebox area. My reasons for suggesting a blower instead, were based on simpicity, and under hood temp control, but if you have enough determination (and money), I'm sure you can make it work. I'm looking forward to reading about your progress, I'm not opposed to learing from some one else, and I'm not quite ready to pull the trigger on such a conversion on mine yet. It sounds like a really cool project! Cliff
  8. I've never heard of a really viable turbocharger mounted "in the rear", unless you are talking about the rear of the exaust manifold... like Lotus, Renault, Ferrari,Porsche etc. have all done for production as well as racung applications. Yes, I've seen a few "customs" built with turbos "stuck on" where ever they looked best, but those never perform well, at least not well enough for any manufacturer to even consider similar. Turbocharging is one possible engineering direction for improved performance, but it's not the only one, and often isn't the best one. One of the primary requirements of a practical turbocharger is that it has the lowest spinning mass possable for the needed boost, this is to allow minimal delay between engine speed changes, and turbine speed change.The proximity of the turbine to the source of combustion is even more critical, the (inevitable) delay increases exponetially as this distance increases because of temperature loss, and the "spring affect" of the compressable (exhaust gass) in transition between the two. In short, the farther you place the turbo away from the exhaust ports, the greater the "turbo lag", and the larger your turbo is, the greater affect this has because of it's greater moving mass. This is why any production car that has a turbo, uses the smalles one(s) possable, and typically mount them directly on the exhaust manifold(s). don't even want to get me started on the heat issues! LOL! Cliff
  9. If you're planning on moving the turbo all the way over to the intake side of the engine, why stick with a turbo at all? In that case a supercharger would make much more sense. Having the turbo so far away from the manifold will severly diminish it's output, not to mention create signifigant lag - especially on a 4 cyl. Placing such a heat source directly under the carbs isn't a particularly good idea either. Just saying... Cliff
  10. Well it's certainly the first I've heard of! I doubt it was a factory development car, because it has a slightly later intake plenumn (with cooling fins) that was not introduced until the Esprit Turbo was already into production... seems likely at that point any development would be done on Esprits, or at least Ser.2 Elites. I look forward to seeing how much of the foot well was modified to make room for the turbo, and if there was sufficient sheilding to keep passenger's feet from toasting. Should be a heck of a fun ride though! Like I said, I've been considering options to put something (of similar power) in my Ser.1 Elite, and I'd prefer to stick with Lotus, rather than using a Rover V8 - just on principal. Cliff
  11. Does it have the actual turbocharger mounted off the exaust manifold, or does it simply have the intake runner from a turbo Esprit mounted on the carbs? I can't imagine there's enough room for the turbo between the bulk head and exaust manifold on an Elite for such an installation. I've been thinking of running a 2.2L Turbo in my Elite, but if I do, I expect to replace the turbo, with a small supercharger (Paxton, most likely) geared to put out aproximatly the same boost as the stock turbocharger. It seems most likely, your car has a non-turbo engine that someone has added a turbo intake to, for visual affect. If it has been rebuilt for a turbo (or is a doner from a turbo Esprit), than without boost, it will be a real pig! I've descovered looking at the space available on mine, that a turbocharger wouldn't fit without cutting into the footwell (passenger side for you at lest - not even possable for my LHD version). Cam timing, and compression ratio are uniquely set for boost, and without it, it will not perform nearly as well as a stock enigine. Could you try to post som pictures of the exaust manifold side, near the bulkhead, or maybe where the intake is coming from? Cliff
  12. FYI, as counter-intuitive as it may seem, if you adjust the carbs too lean, the exhaust will measure higher Hydrocarbons. Because of incomplete burning during combustion, much of the fuel will simply travel out the pipe. Generally, the smoother your idle, the better your readings will be. Cliff
  13. I had the same problem with three, or four of the fasteners holding my bumpers on. I was changing over from Fed. to Euro bumpers anyway, so I just cut the bolts off with a pneumatic cut-off wheel. I'm not sure how I'd go about removing them, if I'd wanted to reuse the old parts... I suppose I'd still cut them off, and work on a new mounting locations. The Euro bumpers are much lighter, better looking (IMO), and allow more air flow to the radiator. They aren't overly pricey either, but shipping will cost $100-150!
  14. I've had 7 128s over the years, and currently have a '75 Elite with it's original mirrors. Unfortunately, I don't believe they are a perfect match, close, but not exact. The Fiat mirrors are actually a little better, they don't tend to blow out of adjustment at speed like the Lotus ones do!
  15. Could be a bit of a trick getting to that radiator cap!
  16. I think a non-turbo 13b is a good way to go, if you're set on rotary power. Turbos raise a bunch of issues, cooling, exhaust plumbing, under hood temps, etc. As for porting, that gets quite involved on a rotary, similarly with two strokes, it involves full engine tear down. Bridge porting is worth while if you're building a new engine, but not really something doable near your budget I'm afraid. I have considered such a conversion on a second Elite that I'm looking at picking up, I think if I do go the rotary route on that one, I'll try and adapt the bell housing of the stock Lotus 5spd to it. I really like the Mazda trans, but don't want the shifter under my arm pit! I'm thinking I could take the two bell housings, cut & weld, and make one doable piece... maybe you will "pave the way" with your project. I should mention, if you use a Mazda Wankel, you'll need a bit better radiator, and I'd add an oil cooler (like the first generation RX-7s used) under/in front of the radiator. More than 60% of a rotary's cooling is by oil inside the rotors, so keeping the oil temp in check is critical. Also, switching to Euro spec front bumper helps air flow considerably - looks way better as well! Cliff
  17. Wow, I guess even an $800 tune up won't do it! Well, if you decide to go the Rover/Buick V8 route, you can use MG V8 headers, and there is a bell housing that will bolt it straight up to your Lotus 5spd. Unfortunately by the time you buy them (and the carb/manifold combo) you'll be at, or near a grand... and you'll still need a donor engine. Cliff No, the output is clock wise (from driver's position), as is industry standard. The rotor does spin counter-clock wise (anti-clock wise for you Brits), but it's center bearing acts against the eccentric shaft (the Wankel version of a crank), turning it the opposite direction. Cliff
  18. Thanks for that! ...I currently have a manual water valve in there (a quick solution to a cracked valve), and I was wondering what would work in it's place. It would be nice not to have to open the hood, just to adjust the heater. LOL! Cliff
  19. Have you checked the connections at the starter? I'd make sure the feed from the switch is making good contact, the type with spade connectors are particularly susceptible to corrosion &/or loosening over time. Also, you might want to look at the contacts at the back of the ignition switch itself... all spade connectors & equally prone to poor connection. Cliff
  20. I used to work for Mazda in the early eighties, I'm a big fan of rotaries, having built & raced them over the years (even taught a service class for dealer technicians back in the day), so I've seen a few project Rotary engined Lotus being built over the years, but most were Europas, and at least one I've seen was in an Elan. The one I read about on an Elite had issues with the shifter location, as has been mentioned, but I suppose you could adapt the Lotus bell housing to fit rather than use the Mazda 5spd as that guy did. In a Europa, the rotary works very well... but then it was only replacing an old Renault engine! As for cost & weight, I think you're better off with a 4.0L Rover with a low profile Edlelbrock (spl?) manifold & Holley... it weighs 12lbs LESS than the stock 907 engine, and the cost less on the used market than a good 13b. $800 is a very tight budget though, I'm not sure you could do either one for under a $1500 by the time you factor in hoses, mounts, carb&manifold, exhaust, and either new bell housing, or modifying the existing one. Also, if you don't get a "good" rotary, your rebuild options are limited. Very few people really know how to properly rebuild one, and parts are only offered through a couple of after market suppliers... Mazda will NOT sell you a gasket set, apex seals, corner seals or side seals, let alone a rotor or housing. Heck, you can't even get an oil pump from Mazda any more! If you need rebuild parts, you're left with cannibalization, or after market racing firms, like Racing Beat, or Rotary Engineering, and they are all too happy to charge you a premium for their "racing" parts. $800 would go a long way towards "freshening" your 907, unless it's beyond hope though! ...just a bit of food for thought. Cliff
  21. Elites here in the US were all equipped with retractable (inertia reel) seat belts standard in the rear seats from the very first. Without belts, the car could not be advertised as having rear seats by our safety regulations, in order to leave them off, that area would have needed to be advertised as "cargo space". Maybe rear belts could be sourced from the US!? that"s ironic! Cliff
  22. I don't have any info on the V8 swap, though I've considered it myself, but if you are not planning to use the removed Elite body what are you planning to put back on that chassis? Also, what are you planning to do with the old Elite body? If it's not too rough, I may be interested in buying it from you. I have a "spare" Elite frame looking for a new body. I'm really looking for a complete, but rusted Elite as I don't have suspension parts for another Elite... but a body would be a start. Cliff
  23. Thanks Steve, no problem "getting my hopes up", I figured it was a long shot. FWIW, the new cam covers seem to have made it to both turbo & non-turbo Esprits here in the states as early as 1982 (2.2l corresponding with the introduction of the Turbo), but by then there were no longer Eclats or Elites available here. So, as far as I can tell, we never saw any 2.2l Lotus here without the "new" cam box/cover assemblies. This was good for me to learn, now I'll know to check on any 2.2 cam boxes I may find on the net. Good information, and parts for these older models, can be a little harder to come by on this side of the pond. Cliff
  24. The two types of cam boxes (as I know them), are like these. The Turbo engine has the latter cover that I'm looking for, the other one is on a 2.0 normally aspirated engine... that is the type I'm looking to replace.
  25. Sorry, I slipped a bit on this thread. While I'm still interested in the cam covers, if they are the "later style" 2.2l design that have less leaking issues, I'm also OK with Mat claiming the whole engine. I guess what I'm saying is, I'll leave the ball in Mat's court... just let me know, after the dust settles, if the cam boxes are available. I don't have any problem with $100... that seems fair to me. Thanks Steve, for going though all the trouble, and offering me "first right of refusal". Cliff Thanks Dunc, for the tip about gaskets, but I'm currently using rubber ones. The real problem is that on LHD models (especially with PS) there is so little room that it's very nearly impossible to remove & refit the exhaust cam cover and get it to reseal. I've had less trouble by pulling the engine than trying to do it in place! The later design would be a HUGE improvement... remember with LHD the brake and steering are also right there. Cliff
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