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drdoom

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Everything posted by drdoom

  1. One more area of concern has been the thrust bearing durability, at least in the earliest engines so not necessarily relevant in the case of a 912. Something to watch in any case. Cheers
  2. The problem with going over to a larger servo is that it will deplete a larger measure of vacuum with each application, as I see it. I am going after larger rotors with a twin M/C on balance bar layout, commencing the project this winter. My hope is that optimally sized cylinders in combination with the big rotors and modern pad compound will alleviate the need for the servo and yield a dead solid pedal.
  3. Regarding GRP prep and finishing you'll not do better than read over Dave Lisle's ( @CHANGES ) abundant postings on the subject in these forums. He has two on currently in this Project & Restoration section. I too must deal with finding the wisest path forward in this for my own car, the shortlist of most imperative aspects being cost, competence in GRP prep, and competence in application of various sprayed layers. The cost business you will suss out in time once you've thoroughly looked after the other two. Heaven knows there are multitudes of painters in every corner of the world, most o
  4. As I've remarked in the past it's a shame no one has taken up the manufacture of compact and smart looking electrically operated wing mirrors to suit these cars. Long ago one could purchase Vitaloni Baby Turbo mirrors so equipped and these were standard fitment on the Countach at some point. Rarely seen NOS examples of these are ludicrously pricey.
  5. Bear in mind the distinction between a plugged core and a stuck control valve as you proceed to your solution. Cheers
  6. Suggest you check in with this well regarded vendor. They may very well have the answer for this. Cheers https://www.classiccarleds.co.uk/
  7. Hello Phil, Somewhere in these threads, perhaps over on my restoration thread < 78070100S . . > you may find notes and photos on the effort to patch in replacement ply after having cut out the rot. I can be quite the belt and braces sort when addressing such things and preferred that approach over cutting out and replacing the bulkhead sections entirely. Given the time spent laminating and fairing in GRP reinforcement and new ply sections I'm unsure whether it was wiser to go that way rather than with neat re & re of the panels in their entirety.
  8. That 2.5 should be more than the original biscuit style mounts will withstand, if driven with spirit.
  9. Hello and welcome Ted! One thread of relevance: https://www.thelotusforums.com/forums/topic/104550-dash-vent-not-blowing-air/ Have a read of the insights contained, for a start. Cheers
  10. Tyre technology has undoubtedly evolved forward over the many years since Dunlop SP were current. Seems the Chinese brands, like the Koreans before them, have managed to produce altogether satisfactory tyres. Lotus clearly matched diameters to those of brakes in the design and development process which, incidentally, had specified 235/60-14 for the rears until that was determined to be too costly. To suggest that the early Esprit for all its glorious attributes was a conclusively optimised car does not square with the cumulative wisdom found here and elsewhere. All succeeding series sensibly u
  11. Suggest you search my postings of the past half year or so, you'll find valid insights in discussions we in the community have had in regard to this issue. Cheers
  12. I can relate the views shared by one mate, a long time Esprit S1 owner and enthusiastic supporter of the 907, who worked the lump up from humble Federal tune to something better. Step one was to convert carbs to 45DCOE, change pistons to DOM spec 9.5 and flip the inlet cam wheel to red dot timing. This brought joy, particularly in the upper range, so further work included big bore 4-2-1 manifold with various silencers tried, aftermarket 10.5 pistons and the flywheel lightened sensibly. Ever more pleased with the car's performance but pressing on nonetheless a dry sump MBP was adapted and after
  13. Something here may illuminate the way forward. Note the regulator arm pivot on the motor mounting plate can be discerned, the clockspring lurking behind and concentric with the pivot.
  14. It's been reported that ATF and acetone combine to make a potent penetrating fluid, in case you've either of those laying about. Dave is correct on WD40, the stuff is marginally useful. Years back a mate thoroughly coated his Esprit crank upon return from the machinist, tucked it away in a tightly closed plastic bag and was horrified when it later emerged altogether poxy with rust. Thankfully that was only superficial and tidied up neatly after another go at the shop. Ditto the comments on powder coat. Cheers
  15. Hello Peter, I'm sorry to say it's been rather too long since working through this stuff to recall much. Damn. What little I'd offer concerns that formidable clockspring lurking at the backside of the motor/regulator arm assembly. I believe it will be in a preload state against the motor pinion, giving resistance to the window's creeping downward from the fully closed position. It does appear that most relevant fasteners are to be accessed from the beam side so, if I'm correct in this, the first order of business would be to release fasteners holding the stud plate to the beam. I have a f
  16. Directly below the fabric one will find a steel bracket in light sheeting to which the switch is retained via the nut. This should be apparent by pressing on the fabric immediately adjacent to the switch, whereupon the hard surface will be distinct from the padded effect of the larger area of the armrest. The attached pic, while not of the bracket itself, gives an idea of the approach taken for the S2 and I presume likely to have continued through the G series. The bracket is of the size of the hole cut in the door card GRP, 2 rivet holes also visible at one end. Cheers
  17. Gavin, that landscape shot of your gorgeous car with stagecoach should be enlarged to poster size, framed and hanging on walls!
  18. Happy to report a breakthrough realised yesterday, culminating in decisions to vertically stack alternator above oil pump, above that the A/C compressor where the alt formerly resided. This allows the lowest placement of masses on inlet side as the smaller diameter alt pulley is key to dodging belt conflict with a chassis diagonal. Pieces are on order for finalising layout in the course of fabricating the brackets and I'm confident this is quite doable. Cheers
  19. Well I'm at risk of not being the first to engineer a serpentine solution for 907 accessory drives! I salute your innovative spirit in having a go. The Esprit chassis presents real challenges in terms of clearance to the front areas of the engine, as I've examined ad nauseum for the past several weeks in my effort to accommodate a dry sump 910 and soundly resolve all mountings and drives for reliability. Just this afternoon I have determined to locate the driven pieces all on the inlet side much as I would have liked to keep some mass low on the x side. Just too much of a knife edge on clearan
  20. The nylon bush rollers are naturally amenable to running on the aluminum channel so I wonder on the wisdom of putting anything viscous into the mix. Keep the grease on the light side if you choose to go that way. Greases get thick and tacky when old enough.
  21. Note that the manual describes shimming for the avoidance of pre-stressing the body, something to mind when reassembling matched chassis to body following work. The leveling of body can otherwise be freely approached in cases where either a new, undrilled chassis is installed or sometimes when bobbin replacement is underway. Look at the diagrams and see that vertical repositioning of the body on a matched chassis where possible with shims will put backbone/tunnel and footwell mountings out of agreement. Cheers
  22. Interesting discussion here. I'm unclear what leaning over the lump at 45 angle means in terms of bearing work as G loads on the reciprocating assembly far exceed that of Mother Earth. What the slant design does in terms of restricting use of space on the exhaust side is another matter entirely, one I'm suffering in an effort to place an A/C compressor there in an S2 Esprit. Also, in situations of prolonged right turns at the limit, sweepers taken in the course of track day fun for example, the vector resultant of natural gravity plus 1 g cornering force essentially negates oil drainback from
  23. Translate "SORN" for us perhaps?
  24. For original ride quality it may be a bit tricky to source dampers for an early car. Not sure but I believe Lotus did not get around to developing a Bilstein based update which I believe would have best retained ride compliance for the cars. I managed to gather up Koni's for mine and expect these to offer just a modestly more firm ride whilst sharpening turn in response, all to my taste. The OEM Armstrong were very compliant in compression, or jounce, so would account for much of the original Esprit's ride comfort. Cheers
  25. Pleased to see your enthusiasm abounds for the car, Jon, and suggest you direct some of it to time in review of your fellow adventurers' postings in this forum over the years. The insights to be had there are numerous and I continue to sift through them routinely for guidance. Be assured that questions for which I may be of help will always be welcome, in any case. Cheers
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