free hit
counters
Andyww - The Lotus Forums Jump to content

Andyww

Full Forum Member (FFM)
  • Content count

    2,042
  • Joined

  • Last visited

  • Days Won

    8

Andyww last won the day on August 4 2017

Andyww had the most liked content!

Community Reputation

758 Excellent

About Andyww

Profile Information

  • Gender
    Male

More Info

  • Name
    Andy Warne
  • Car
    1982 Turbo Esprit, 1989 Ferrari 328 GTS
  • Location
    Wimbledon
  • Country

Recent Profile Visitors

3,979 profile views
  1. This is with the non-a/c springs. Car does have a/c but its an aluminium condenser which is much lighter than the original brass.
  2. Agree with above about springs, I am using SJ springs and they are fine. But no standard pre 85 shocks are available any more.
  3. Easiest option for a quick replacement for pre-84 is to keep the springs if they are in OK condition and ride height is correct, and order the post-84 standard dampers from SJ which are inexpensive, and take them to a machine shop to put them on a lathe and cut off the lower spring platforms. The OEM shocks are nothing special but in theory they at least should be valved to the Lotus spec. Fitting the Protech shocks is basically throwing away all the work that Lotus, a world leader in suspension design, did during development. I have Protech all round and want to bin them.
  4. But do Gaz know what settings to use? Thats the problem with the Protech ones, incorrect settings. The single-adjustable nature adds nothing to the solution. The whole damper bump/rebound curve needs to be right to do it properly.
  5. The ride height is only set by the spring on an unmodified pre-85 car. If you wanted to fit the whole setup, dampers and springs from the Lotus programme, then yes a mod would be needed but then the suspension would be neither like the older or later version so I am not sure how valid the Lotus Eibach springs would be on a modified suspension. I think the biggest issue are the dampers rather than springs so I would keep the springs standard and just fit the dampers by removing the spring platforms on them. Edit: Apart from that, the modification done to the early suspension to fit the later springs and adjustable dampers looks highly suspect to me. On the early setup the spring bearing down on the actual lower link surely helps to steady it in the fore/aft plane, as well as the anti-roll bar. The whole thing would be more flexible just relying on the anti-roll bar. Another edit: Has anyone compared the spring dimensions and wire guage between the originals and Eibachs? In what way are the Eibach springs different, are they harder or softer I wonder? Basically spring rate (gauge and no of turns) and free length are all that matters on a simple spring of this type.
  6. I dont really see any benefit in the above. Why not get springs made which will give the right height as the mod would require new springs anyway. I am using the standard springs from SJ and the height is perfect.
  7. I keep thinking about doing this but never pulled the trigger. It seems to me there is only any point in doing it if front/rear are done. This is around £1000 for 4 shocks. These shocks are standard Bilsteins which usually cost £70 each but they of course have special settings which Lotus developed as part of the upgrade programme. I understand perfectly that they had to recoup the investment they put into this, but I still think this is a pretty high price.
  8. The only pod adjustment is the length of the 2 rose-joint linkage as mentioned. On earlier cars they used 2 identical rose joints which means you cant adjust the length without disconnecting one end. On later cars they did it the correct way with a left-hand thread on one end so you can infinitely adjust it by turning just the shaft. SJ sell the later type of linkages. Its worth checking the end-float screw on the rear end of the motor. If this is loose the motor will run on slightly after its supposed to stop and also the pod will make a clonking noise on bumps. The screw should be turned in until you cant rotate the lever at all.
  9. Andyww

    Engine sealant?

    Lotus recommended Permabond A136 in later years for the cam carriers and this is a modern sealant. It would likely be fine for the sump and bearing panel also. Not sure about liners. Agree Wellseal and Hylomar are obsolete.
  10. Andyww

    Top Gear - New Series

    The BBC will try to keep the show alive owing to the big international sales, even if they are way down on the past. Few people in the UK really care any more.
  11. Andyww

    Carb connections

    The float chambers are only pressurized because they are vented to the plenum. This is true on the turbo or NA. Both have vent holes. If in doubt, its easy to take the cover off and look inside, or even easier if you try blowing into one of those pipes, you will find, using either method, its completely closed off when choke closed. Note the vent hole:
  12. Agreed. The third-party shocks I think have an incorrect bump/rebound ratio. And this is not adjustable. On the subject of ride height, this subject came up on the FB group and none other than MJK stated that the designed ride height never changed on the Esprit right through production. So any differences are down to spring variations etc. Also I am sure they loaded the press cars to make them sit lower in publicity shots.
  13. Andyww

    Carb connections

    Your description of the FPR is correct. That is fed with reference boost pressure from that source. The only part incorrect is the purpose of the connections to the carbs via the banjos. So yes the crossover pipe takeoff does have dual function, they provide cold start air and the FPR reference. In my case driving with one banjo missing its possible the FPR was not providing enough fuel pressure under boost but thats likely not a big issue unless driving really hard as the reserve of the float chamber would come into play. Unless on the track its unlikely max boost would be sustained for long enough to empty the float chambers. There was no hesitation or performance problem, just the boost came in slightly later, owing to the air leak. The carb connections are not important as they only have any purpose when boost is high and choke open. Thats not a situation that should realistically happen. On the HC engine in addition to the cold start air pipe (a solid pipe on this version) there is another solid pipe which does enter the float chambers. It simply connects both float chambers together as a balance pipe. I am not sure why this was added.
  14. Andyww

    Carb connections

    The FPR is controlled by the tube on the right, certainly. But the two carb connections which those pipes in question go to are definitely only cold start air. If you look inside that area of the carbs you will find these dont go to the float chambers. They are air input for the choke valves, just as on the standard carbs. They are closed off when the choke is closed. On the turbo these cant be fed from clear air, they must be fed from boosted air pressure. Hence in place of the open gauze cover on the NA, there is a connection to boosted air. I have driven 50 miles or so with one of those banjos completely missing, as it unscrewed itself! The only slightly noticeable difference was a slight lack of boost owing to the resulting air leak from the plenum. Hoses are shown in the parts book as follows:
  15. Andyww

    Carb connections

    Those 2 short pipes are only for cold start air. The vertical connections on the carbs which they connect to are the air inlets which are only open when the choke is activated. On non-turbo carbs there are small gauze vents there, but on the turbo, when the choke is open, boosted air needs to be supplied to them. These are closed off if the choke is closed. Equalization of the float chamber pressures is done by holes which run through the plenum backplate adjacent to the main air intakes.

×