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lotus-62

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About lotus-62

  • Rank
    LOTUS
  • Birthday 09/07/1967

More Info

  • Name
    rick
  • Car
    '85 na esprit, '69 europa , '73 spitfire
  • Location
    near hook of holland

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  1. is this the part you are talking about?
  2. I have seen this grp part, feels very weak, looks like a very thin layer of grp over some foam (I can push it in with my thumd) , was thinking about this and it looks like it is just there to let the fuel tank sit on. but it is just an idea that crossed my mind and I really like your idea about using the lhs tank for long trips only. how do you switch between them? a flow valve in between or 2 fuel pumps with a dash mounted switch? from the gt40s forum I know they use LP pumps in both fuel tanks to fill a single swirl pot that feeds a HP pump
  3. I lost 9kilo in half a year so by the time I egual the un-balance I am either dead because I have no meat left on my body or dead because of old age. but that fuel tank thing you did is nice. I have been looking very good yesterday, done some measurments and 60 liter is doable with a bit of chopping in the grp.... but I am not yet at it......
  4. as an owner of an LHD esprit I was just wondering if lotus tilted the engine to the left on purpose as a counter balance for the driver on rhd cars. on LHD cars it seems a bit odd to have the driver and a big part of the engine on the left side, so theoretically speaking would a single RHS fuel tank with the same capacity as both L and R tanks be any better or is there a downside to a single fuel tank on the right side to counter for the LHS driver as well? did lotus solve this with different spring rates (L to R) or is there no differents between a RHD and an LHD car and are the RHD
  5. that's not what I want to hear! lol, thanks I'll keep this in mind for when I take the engine out.
  6. I heard that the s1-s2-s2.2 esprit has no problem as the shaft is different than the turbo BUT I have an NA 1985 S3 with the C35 gearbox, will this box be the same as the turbo or kept lotus the standard shaft in the NA esprit? just asking (so I know if this is in the pipeline for me) thanks, Rick
  7. I just did BUT my situation is different as I have this "air gap" between the plywood and GRP/steel bracket that makes it impossible to do it this way. that gap is not all the way, in between the holes and to the site is nothing, but a bit (like5mm) above and below is GRP.
  8. Hi, toke my chassis bracket to bulkhead bolts out as I am doing lots of things just because the interior is out now, read on the forum they can loss because of the shrinking wooden bulkhead, I am going to replace with M10, I do not have the sleeves later cars have BUT I found out I have a lot of "nothing" between the wood and grp/steel bracket I made an drawing to clarify, the steel chassis bracket on the left is in grey, the red ins the GRP (I have a red car lol) and the wood is brown as you can see the wood is 12mm and the "nothing" behind it is something like 14mm, grp look
  9. I bought the same pump and controller many years ago to do the conversion however due to the fact I had to finish the europa before brexit (it's easier to make an EU car legal in another EU country) the esprit went back into storage, now that I have started on the esprit again I am digging out al the conversions I wanted to do back in the days. the pump will go in the front close to the rad, only downside is I need to figure out how the heater and expansion tank need to be connected as I understand that it is best for the heater outlet and expansion tank go to the cold side of the rad before
  10. @pbharcourt, it's a few years after you did this conversion, are you still happy with it? thinking to do the same with my esprit. thanks, Rick
  11. looking at the gates racing website I get a warning: "This part is not compatible with your vehicle" funny as it is on yours
  12. the trapezoidal tooth shape results in high stress concentrations at the belt-pulley interface, which can lead to high wear rates when the transmitted torque or speed is high. (inlet cam pully due to the very short contact area between the belt and pulley) the curvilinear (HTD) tooth profile was developed to alleviate the stress concentrations found in trapezoidal profiles and improve on torque and speed capabilities. (the tradeoff, however, is that curvilinear designs have higher backlash than trapezoidal profiles) a quick google search found me the above information, sou
  13. (one side filling is a nice option btw,) I am going with an in-tank full pump, the return fuel will be dumped into that same tank so it is nice when fuel can flow easy between the two tanks if it can not, 1 tank will have all the returning fuel from the pump and might overflow as the pump will flow more than that silly 8mm hose can transport to the other tank. I'll have the fuel pump in the rhs tank, the tbfi is on the rhs as well so I'll have very short fuel lines, I don't like the current set up with fuel hose going everywher well, I am more happy with 2mm wall thickness but
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