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Everything posted by drdoom

  1. My Nissan Xtrail is fitted with fairly stout aftermarket bars but I still chose not to use it for transporting the chassis, just too much at stake in the event of a mishap. Borrowed a pickup instead. Cheers
  2. Stick with the green-ish for corrosion abatement, never add leak stop additives. Cheers
  3. Thanks, Filip, that's a great document. I'm inclined to think the "B", "C", type designations followed on from what was developed for the original Twincam engines native to the early cars. Well respected Dave Bean Engineering of California published a catalog showing figures seat-seat as well as at 0.050 lift, for which the D was 232 versus 220 for the C. Attending a local Club banquet here in 1986 the late Tony Rudd explained and sketched out how the D's lift rate was more aggressive, resulting in considerably more area under the graphed lift curve as opposed to the C. Seems plausible that Lotus, thinking the D to be their best development to date, fitted the early 907 with this only to find it too peaky. Cheers
  4. Is anyone able to expand on the published timing specifications for 907/910 engines? For example, the 104 is described as 272 degrees duration as I recall but from which exact points? Seated, and at specified lash settings? What is known on the duration figures at such lift points as 0.020 or 0.050 inch? Cheers
  5. All power ( pardon the pun ) to anyone tinkering in this manner, whatever keeps these Lotus on the road is right by me. That said, I just read an article on the FIA Formula 1 website which gives pause to the notion of EV as climate solution. The Institute of Mechanical Engineers reportedly projects lifetime carbon emissions of 58gm/km for EV as opposed to 45 for carbon fueled ICE automobiles once the impact of battery production and disposal are accounted for, this in a scenario where the electricity consumed is renewable. No arguing from me as to the realities of climate trends, however it's high time to pivot from worrying people sick over the situation and instead start presenting solutions for extracting carbon from the atmosphere. Cheers
  6. Welcome @Wilmo ! The original scheme was satin black for the airdam, sills and intake "ears", though some have chosen to integrate colour with the rest of car. The bumpers should be black as well and I'd further declare this to be essential to the character of the car. As to wrap, it seems to be well developed by now and should be quite effective for the black bits though for the bumpers this would be conditional. OEM bumpers always age into a state of wrinkled skin, thus not presentable no matter how they're finished. Given GRP replacements in good shape I'd go either with wrap or paint, not worrying too much on the difference there. When my resto finally gets to finishing I plan to have the airdam and sills in body colour, deciding later whether I like that look or revert to satin via wrap. Bumpers in black either way, the "ears" in black as well hoping for a less bulky appearance. Cheers
  7. It would perhaps be instructive if the contrarian's position was fleshed out with a bit of detail. Cheers
  8. Came upon something worth taking note of today with regard to the A/C control unit for my S2. A close inspection revealed faulty joints ( 2 of 3 ) where the potentiometer is soldered to the circuit board, no surprise given that the entire unit's weight is borne by those 3 very slight tabs. So those lucky enough to have S2 with A/C should be mindful of the vulnerability, perhaps early Turbo's as well. I'll trot mine out to a local service shop for repair and will reinstall with supporting platform underneath, bonded to the backside of the pod switch panel. Cheers
  9. The HVAC unit is situated in the most inaccessible point on a running car, therefore there is no margin for error in terms of restoring that. Be certain the heater core is sound, that the heater flow valve is perfectly good, that the air doors are freely moving with their vacuum actuators, and that the foam strips which seal/cushion the door joints are renewed as they crumble away with age. Of course the evaporator must be checked and flushed at minimum, and the hoses replaced as mentioned earlier. Fuss carefully over the integrity of the rubber elbows' seal where they connect the nylon vacuum lines to the various valves. Plenty to do in this effort but I feel it altogether worthwhile for comfort's sake. Cheers
  10. Alistair, your A/C system if original will be in need of substantial if not complete replacement by now. The OEM hoses will not adequately retain the refrigerants now permitted, the compressor oil will be incompatible and dryer consequently not salvageable. The compressor may have been knackered in service due to neglect. All in all you have quite a commitment to make if restoring the system. The piece which serves to gather up the bits underneath the nose is generally referred to as "radiator pod" though listed on the SJ website as "radiator duct", and is essential for both protection and airflow management.
  11. The Autosparks bit looks to be the same as that depicted on the Minispares site, promising substitute for our originals perhaps. I queried Autosparks for confirmation but the reply was indifferent and non-committal. Thanks for the links chaps!
  12. Engine spec for my S2 remains to be settled, though likely high C/R N/A 2.2 if feasible. Cheers
  13. I note the page 13 specs on power output with use of 95 RON petrol, which over here would be 91 and so the lowest rated premium to be had in N.A. Thanks for the PDF, various points of technical merit for the petrolheads! Cheers
  14. Perhaps failing capacitor at some point in the system? Service Parts Manual shows capacitors for noise suppression associated with the voltage stabiliser and with the stop lamps switch. Cheers
  15. Agree utterly with @Barrykearley 's points above. Closed loop status is used for emissions control and is subject to going out of parameters when an O2 sensor is failing, not worth risking engine meltdown at full chat in such an instance. Driving along moderately when the system is in closed loop is where I'd speculate compensation for the differing injector flow rates might occur.
  16. There is a corollary for this is the tuning of air-cooled engines, where sufficiently rich fueling is critical to engine life. In fact it is reported that modern high performance OEM machinery, the Honda S200 for instance, are ECU mapped rich in the upper reaches of operation for the sake of longevity. In any turbo'd engine of prior era it will be that much more critical owing to elevated air inlet temperatures. As to response I'd wager the new 320's better atomisation would account for perceptible improvement over well aged originals. As stated in an earlier posting there's been quite some improvement to injector performance over the years as well. Absent rolling road test would we be certain of leaner mixtures in operation on 320's, given closed loop feedback via O2 sensor?
  17. The earliest Esprit radiator itself emulates a very, very wide oil cooler so not a bad thought Steve. Technical points to be mindful of include, as I've gathered, the preference for stacked plate aluminum versus finned tube condenser, placement ahead of radiator due to much lower heat exchange requirement, and A/C system operating pressures in excess of 300 psi at times. Cheers
  18. Hi Jim, For my S2 with inclined radiator the best alternative was found to be one native to Freightliner! It measures roughly 12-13 inches top to bottom and 24-ish side to side, quite equivalent to the rad itself and thus must be laid back at substantial angle in order to fit. You'll want to size up how much vertical space is available in your rad pod, the rad and condenser span that fully on the S2 and it's the pod that would be first to touch down if the nose were grounded. Interesting brinkmanship here and there, typically Lotus.
  19. Curious on what additive(s) have been in use for octane support in UK petrol through recent years. I recall the banning of MBTE, widely in use in North America until replaced by ethanol. This would have been 15-20 years back, IIRC. Cheers
  20. Hey Thomas, Haven't a clue what to expect on gauge progression as I've yet to drive my S2, despite owning since '97! I wonder if your gauge is reading at all different lately as compared to earlier times, perhaps indicative of slow fail of the rheostat? On tinkering with external resistors I did so with the '64 Elan formerly owned and was at least pleased to have progressive accuracy in the range of lower fuel levels. Cheers
  21. What I am hopeful of understanding in regard to the lamp motor operation, taking into account what is thought to be a correct diagram for S2 wiring, amounts to the following. There are 2 internal switches in each motor, one connecting to the Changeover relay via Blue/Green, the other to the Flash relay via Brown/Green and these switches make/break alternately via cams within the motor. When Headlamp switch provides power over Blue leads to the Changeover relay it operates to feed the motors through U/G through the made switches back to Headlamp Motor relays via Green. This operates the HM relays to connect motor feed ( Lilac to relay, from fuse block ) via R/G to motors through to earth. The operation of the Flash relay is similar though having feed power over L/U from the Headlamp switch only when that is "Off", so that activation from the Main Beam U/W engages the process with HM motor relays via the N/G. Please correct me if wrong in this. Cheers
  22. Impressive! Any info of the cam specs?
  23. Hi Pete, Sorry, just spotted your reply, many distractions of late. I recall recently seeing a rare image of one of these things in native Federal Esprit habitat, not often possible as they were rapidly discarded over early years in service. Had a quick browse of various folders but no luck conjuring up a pic. Will pass one along if found, meanwhile you might peruse the Bring a Trailer website for Esprit sold lately, thinking that might be where I'd seen it. In a 300-odd page PDF of late Esprit S2 vintage Shop Manual, the system is depicted with pump looking to be on a scale comparable to the tiniest alternators now sold and is belt driven via pulley off the exhaust cam. Cheers
  24. Is it only now that the UK is E10 going into widespread use? It's been so long that North America went that way it's hard to recall whether that was the reason we concluded upgrade was necessary for much of the OEM lines, etc. For many years prior to that there had been reformulations of fuel versus earlier times, including MBTE oxygenate/octane booster and higher distillate solvents to mitigate fouling of injectors and valves. I believe concerns over here date back to those earlier changes to fuel. The case for upgrade of all perishable bits in the fuel systems is made on age alone for most of our cars, in any case. Cheers
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