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Chillidoggy

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Everything posted by Chillidoggy

  1. Funny, that’s exactly what mine told me, so it must be true.
  2. No, because I already know everything.
  3. Oh, and I forgot to mention that the cams are now timed 104/104, so that may also have made a difference to engine running.
  4. First run out yesterday, a total of 39 miles. Indicated oil pressure 3 bar @ 2,750 rpm hot. Coolant temperature steady @ 82C, no oil or coolant leaks, and I haven’t heard anything fall off yet. Engine is noticeably smoother than before, I suspect that’s partially down to the dynamic balancing, and it’s also quieter, with less rattling going on than it’s previous incarnation. Gearbox shifts perfectly, although I’ve not tried the ATB function yet, that will come later when there’s a few more miles on it. The CC circuit is still not fully air-free, nothing new there then, but it’s getting there.
  5. Eat your heart out, Ferdinand de Bargos!
  6. Welcome to the Esprit Club, Tom. Please leave your wallet open for anyone passing by to help themselves, and you’ll be fine. Don’t ask me how I know.
  7. I’m still in the shit for baking the charge-cooler in the oven. No way would I get away with putting a gearbox shaft in the freezer.
  8. If you don’t get it level, your skis will fall off.
  9. The red charge-cooler plug is a larger, aftermarket, performance modification which gives a 2 degree drop in charge air temperatures.
  10. I should have said grease the whole length of the bolts, they’re going through alloy, and we all know what can happen when alloy and steel and a bit of water get together.
  11. If you haven’t already done so, it’s a good idea to use copper grease on those gearbox mount bolt threads, especially as they’re so long and thin. Mine were seized when I came to remove the frame, and I really thought they were going to shear.
  12. I wouldn’t be surprised to learn that the scheme had been abused by some unscrupulous operators. HMRC is going to have a field day when they catch up with them.
  13. It's all about timing. And if the dividends were declared last year, then companies will have to stump up this year, whether they like it, or not. After a bit of legwork, I discovered that not all bonus payments are discretionary, as they could be linked to previous profits made and could be contractual, so again, there's an obligation in those cases to stump up. So the pots of money that everyone thinks is available to save employees being laid off is legally spoken for. To me though, what will be interesting is what happens in the next tax/accounting year, although if the current furore has diminished, I don't suppose we'll get to hear, or even notice.
  14. Correct me if I’m wrong, but I thought that dividends and bonuses are based on a company’s previous tax year’s accounts and directors have a legal and contractual duty to pay shareholders dividends if they’ve been previously declared, although I’m not not sure about the situation with bonuses, never having had any. As to whether there’s a moral issue at stake, that’s quite another thing.
  15. https://www.sjsportscars.com/parts-and-accessories/A075W6097Z.htm Any good? Might be a good idea to get yourself a parts manual, too.
  16. Surely, if Eurocarb has only just rebuilt them and they’re leaking, they should be the first port of call?
  17. This is all well and good, but to what ISO standard does it conform? And are you able to point out where it sits on the chart, because that filter medium looks suspiciously gusset-like to me.
  18. With the rebuilt engine and gearbox now back in, and only the tidying up jobs left to do, I won’t be posting on this thread again unless there’s something interesting that develops, and even then I’ll probably post elsewhere on TLF. Hopefully, it’s been useful to TLF members, that was my sole intention anyway. It certainly wasn’t a vanity project, as I wanted to share the pitfalls, successes, the processes, and how I coped with what turned out to be a totally unexpected bloody marathon, when I’d only expected a sprint. All the work I’ve done has been in an attempt to improve and maintain reliability. And reliability is the key word. Roll the credits - A well-deserved special mention and thanks goes to Dave Lisle @CHANGES, for his sage advice and the loan of his engine building tools. Also, Connaught Competiton Engines for their precision work and knowledge of machining processes, and Paul Matthews of Forge Engineering for the UN1 gearbox rebuild and Quaife ATB install. Pretty sure I’d have been a lot worse off without them.
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