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iain Nicholson

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About iain Nicholson

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  • Name
    iain Nicholson
  • Car
    1984 Lotus Esprit S3 Turbo

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  1. Hi All. Fitted a brand new Ignition Amplifier inside the Lucas AB14 box as another possible culprit to this frustrating problem, (only £20.00 from a very helpfull motor factors,) Guess what?? still no spark!!! As I have either replaced or checked every part of the ignition system, I am now running out of ideas what to check. Maybe the Meta M36T Immobiliser fitted to the car could be at fault? it appears to be working ok, as the car engine wont turn over until the normal sequence of inserting the fob into the fob slot and the flashing red LED extinguishes. but there is a fine red wire t
  2. Hi Guys, Bought new coil but still no spark!!! GRRRRR..........There is voltage to the coil, I have confirmed this by carrying out a simple bulb test, however the bulb only lights if I place contact between the positive or neg terminal on the coil and the coil body itself, it doesnt light if I place contact between the pos and neg terminals on the coil. Would I still get some sort of weak spark at the end of the coil HT lead even if the ignition amp has failed? Where else can i look for clues? Iain
  3. Hi Gary, Thankyou for your imput, I never thought of the engine earth, where might I find the location of that? Kind Regards. Iain
  4. Hi Guys, My 1984 S3 Turbo has suddenly decided not to produce a spark at the plug. The car has always started up instantly and has run perfectly for years, but last week it started to splutter under load and became difficult to start, once started, it would rev freely stationary, but again, once driven as I reached approx 4000rpm, it would misfire and gain no further power. I ran a few obvious checks,but everything looked fine. I then checked out the ignition side of things, and discovered only a weak spark was being generated at the end of the coil lead, but when connect back to the d
  5. Hi Guys I am considering fitting a larger capacity battery to my 84 turbo. Instead of 60-65 amp hour I can fit a 70amp hour, Will the larger capacity harm or overload any of the electrical systems? Regards Iain
  6. Hi mate, When the bleed screw is released water is gushing out, but it is only warm, (warmer than the output hose though) but the imput hose is almost too hot to touch. its almost like the water is not circulating through the radiator. Which way does the water pump make the coolant flow?
  7. Further to my previous post (re: rad fans staying on,) I completely reflushed my cooling system again. this time with the heater in the hot position. I am alas still left with the same situation as last time, with the nearside radiator output hose being cold, and the offside imput otter switch hose/pipe being hot!! I spent quite some time flushing all the hoses and the radiator with a hose pipe before filling again with no restrictions evident at all. But no matter how many times I have bled the system, the radiator output hose still remains cold, consequently the rad fans remain on when the
  8. Thanks for your imput guys. Appologies, I made the error of stating the offside, when I meant the nearside (passenger side) radiator hose was the cool one! Is it essential to bleed the system with the heater in the hot position? because I may not have done this. In response to the suggestion that there could be a blockage, surely this would cause the car to overheat,? resulting in a higher temp gauge reading,? but this is not the case, the car reaches the same reading on the gauge as before the system was flushed, and doesnt fluctuate from the normal position even after a 20 mile run! Im sure
  9. I recently flushed and replaced the antifreeze in my cooling system. Whilst I was doing this I also inverted the alluminium pipe that the otter switch is mounted to, as mine, an 84 Turbo, was facing upwards, (pointing downwards prevents potential air locks.) After bleeding the system several times (burping the Esprit article very helpfull!)) I took the car for a run, everything was fine, temp gauge read normal throughout the journey, but on returning whilst ticking over, I noticed the rad fans were not switching off, I checked coolant level in the header tank, all fine circulating properly, r
  10. Hi All, I am about to change my cambelt on my 84 Turbo, and was considering changing the tensioner in the process. by all accounts the later eccentric type is a better design and simpler to fit than my spring/plunger set up.Can the later type be fitted without major surgery??!!! If not, would it be advisable to fit a new tensioner whatever? Kind Regards Iain Nicholson
  11. I have an annoying small oil leak on my S3 Turbo, which I suspect is coming from where the exhaust cam housing mates to the cylinder head. When hot every few minutes a tiny drip of oil lands on top of the exhaust manifold and obviously smoking occurs. I don't think its a very serious leak, but experience tells me that it will probably get worse and it needs sorting. As my cam belt is due for renewal I was wondering wether it is feasible to lift off the exhaust cam housing and reseal the two mating surfaces with a suitable silicone gasket? Is there sufficient clearance between the cam hou
  12. I recently had my tatty header tank refurbished on my 1984 S3 turbo.When I disconnected the hose that fits to the bottom of the tank I used a synthetic wine bottle cork as a bung to prevent any coolant escaping from the hose and softly clamped the two thinner air bleed and overflow top hoses for the same reason. On reassembly I simply connected the three hoses and refilled the header tank to a couple of inches from the top. (no problem easy peasy.) However, I had returned from a 60 or so mile drive keeping a close look at the temp gauge (which remained at the usual temp throughout the journ
  13. Hi when the engine is running the check engine light is not on.
  14. Thanks for the advice guys, after much discussion with the esprit experts, they too have short listed the crank angle sensor, but peter at PNM told me to short the terminals a&b on the diagnostic link plug in the engine bay relay box, this then gives a series of flashes via the check engine light on the dash,which translates to the fault codes the ecu has stored.after this excercise is complete I have a code 12 and 22. Does anyone have any answers to these two code numbers?
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