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drdoom

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About drdoom

More Info

  • Name
    Steve Lipp
  • Car
    79 Esprit S2 7807/0100S
  • Modifications
    Total restoration grinding along.
  • Location
    Vancouver

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  1. Agree with points made by Rick and Thomas, though without experience in this I have been researching the heck out of it for years. Distributors are problematic in terms of replacement rotors, caps etc. being of suspect quality from time to time. I was busted down for days in a small Oregon town enroute to California with my Elan until able to sort out a dielectric failure in the rotor. The burn-through was all but invisible to the eye and it failed quite some miles into service. I'll be pleased to go with modern ignition in the S2 when finishing the restoration, noting how difficult the distributor location makes things when tuning and servicing. Quite right that vacuum signals are not particularly useful in independent runner (IR) set-ups, which Lotus always rightly preferred for N/A engines from the Elan DCOE's through the Dellorto's on later cars. Turbo's are more well served via a plenum intake and single throttle body, making good use of the vacuum that affords with a MAP sensor and augmenting that with MAF. So my choice for Vern's car would be EFI with IR throttles with a top spec TPS, distributor-less ignition and the lot mapped via Alpha-N inputs. I suspect one would manage life without idle air control (IAC), the ECU supporting cold start and running by way of temperature based corrections to fuel and spark.
  2. Brief word today. Like Fabian, Jani, Giorgio and others who have persevered through the endless work of deep restoration I feel the fabric of my sanity is stretched a bit thin from time to time. Simply refusing to be beaten I find it serves nicely just to get quietly back on task, whatever the chore. Press on regardless, not long before something puts a new smile on my face. Current tedium revolves around completion of interior trim preps in anticipation of jobbing the lot out. Happily I have made contact with a highly reputable local trimmer who has done several (!) Esprit and is interested in my project. Bearing down hard on this interior work has also brought clarity to my decision on what materials the S2 will be finished in, leather for the seats, armrest, gearchange puff and door inserts, Alcantara for the remainder. In other words, in the fashion of its original build. Getting pretty crafty with my techniques for repair of the bloody moulded plastic bits, by the way. On tap at the moment is dealing with fractures in that vast trim panel for the firewall. Cheers
  3. That's it, Fabian, you're getting there !! Patience will be rewarded.
  4. I would disagree on Jon's points, the later, FI cars may have had a shorter manifold in terms of where the throttles are carried but the IR tracts were lengthened substantially with the pieces that complete the inlet. I believe this inlet type did, in fact, turn the tract from 45 degrees (normal to the port face) to horizontal. While it likely matters at the F1 level, is there basis for the assertion that the bend will restrict airflow in this instance? Direct to head throttle bodies are bespoke, of necessity, owing to the distinct spacing dimensions of ports, one engine to the next. Owners of Vauxhall XE powered cars have that option, perhaps some Honda or Ford as well, but DTH items haven't been offered for Lotus in my experience. From what I see, Jenvey seem to offer quality pieces and sound technical advice as well. Worth a look.
  5. Old thread but an interesting one. I have sorted what were faulty switches in my S2, discovering how corrosion works to make them faulty. The hazard switch is at the centre of complex lighting circuits, which is why owners correctly trace strange lighting faults back to it. With age, corrosion will arise where the round connector pins interface with the copper contact plates, a point which does appear serviceable at first glance and will make the switch useless if not repaired. With nothing to lose in the instance of my faulty hazard switch I was able to extract the pins via carefully applied light hammer taps, making certain the plastic case was well supported. Once removed I was then able to clean both pins and plates to full connectivity and restore a usable switch. Just a little careful time on the bench vise, minimal materials needed and an irreplaceable switch restored. Cheers
  6. Well done Jani, the memory of time spent working on it will fade as the pleasure of driving overcomes all. The work done on those alternators was shit, obviously.
  7. Thanks for that Pete, with great appreciation for all insights offered TLF members are forgiven all pedantry at least until the damned thing is on the road! I routinely review the photos you posted of your interior while working on deciding how mine is to be done. Thought I'd consider setting the fuel gauge upper left so that passenger might have something to worry about, other than the rate at which i'll be taking corners.
  8. Is there a voltage stabilizer for the power feed to the gauges?
  9. What I see of that central vent in the photo collection PDF circulated by the P.O. suggests it to be an aftermarket item, would have expected A/C to be in the car as that has been popular in North America.
  10. Alright mate, I've found what you're looking for! Attached pics show metal diffusers in black, and the related connecting pieces in aqua coloured plastic. These are from a factory A/C equipped S2 but will be applicable, I expect, to your S1 particularly if slots for the diffusers are found to be in the top surface of both pod and dash. The more brightly lit pic shows the bits for venting the pod and connecting the trunking to it. The other is for the passenger side of course. The metal bits are still available new from SJ, I believe, whereas the plastic trunking adapters would need to be sourced from a wreck. Lotusbits are well known for salvaged parts but SJ are worth a try as they may also have a wreck or two for parting out. Hope you'll be on your way to sorting this out, do let me know if more shots would be helpful. Cheers
  11. Hello all, Regarding choice of material for connecting nuts on the hard lines - brass or steel?
  12. Hey Giorgio, No worries, I found a fresh bracket in the garage today, as it happens I had one made so long ago I had forgotten about it! I am making some real progress now and the car will begin to take form over the coming months, at last!
  13. The blue thing is indeed what is depicted as "16" in the diagram. I took a minimal number of photos during that work phase but will rummage around today and see what turns up in the way of related bits. I'm resolving interior matters currently so it's no bother at all to do so and will take a photo of anything that would seem helpful. Cheers
  14. Hi Lez, I will attach a pic taken during the early phase of my S2 disassembly which shows, if one looks closely, 2 hoses for connections in the pod. I had to enlarge my on-screen view rather substantially to make it out but there were 2 hoses there: 1 still poking clear of the pod, and 1 other visible below its access hole.
  15. Carrying on over the past week I've finally got the chassis finish coated in an agreeable colour of 1K acrylic lacquer, that over 3 coats of 2K marine epoxy primer done promptly after the blast cleaning. On the interior front I have now refurbished switch panels as shown in prior posting plus have now remade the instrument panel, guided somewhat by older postings found here in TLF. Attached picture of the pod shows several items of note including panels/gauges loosely assembled and offered up and my rework of the outboard dash vents. Cheers
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