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  1. Yup, that was mine. Snowflake zeitgeist on the mind with all the prattle about gender fluidity in our media these days. BTW, wife is yukking it up with snipes about us exchanging poems, or "sonnets" as she called the Haiku. Nope, never seen the like of the simple stay. On that, one should take into account the unyielding nature of such an all metal assembly. It likely would provide a very acute path to chassis for engine NVH, and the chassis should at minimum have fitted the angled struts (absent in the earliest cars) between trans hanger and the motor mount locations.
  2. Took my '64 Elan to the regional landfill ( "tip", as the Brits will call it ) years back. They have a drive-on scale for obvious reasons and were not at all troubled to satisfy my curiosity, each axle separately for weight distribution as well as total.
  3. Thought about this further, not so persuaded that the pod top is responsible for instrument glare. Gauge face - eyeball angle seems to indicate reflections seen would possibly be of the steering wheel, column bits, and driver. If correct then that would leave only 2 obvious options: 1) Clad the driver Ninja style in fuzzy black; 2) Angle mount the gauges (downward?) to make reflections less acute. Not clear that a practical fix can be made.
  4. snowflakes are melting . . . the Poles too become water binary world wilts
  5. I'll also attach a drawing of modification to one of the mounting legs, found to have been needed by the early adopters. As to the simple torque stay link with Rose joints that was developed by arch enthusiast Kiyoshi Hamai and drawings for that were available at the Golden Gate Lotus Club website. Engine Mounts - Mounting Arm, Modified Exhaust Side Arm.pdf
  6. This is the kit as offered some years ago, picture courtesy of Tim Engel as I recall. Possibly sourced from Lotus Prepared by Claudius. Both Lotus PBC and JAE can still supply something of the sort.
  7. Thanks for the support, Pete, this forum community provides most welcome distraction from the toil. Having observed the motor reactions on the mounts from the passenger seat, engine cover absent and driver giving it the boot, I noted a very pronounced upward/forward thrust of the motor's forward end. This is typical of the torque reaction resolving between tire contact patch and the axle centres against restraint by the motor mounts. It seems that the transaxle hanger bushes are not designed to weigh into that set of forces, rather they are more central to the containment of corner loads translated through the axles, lateral links, top hat brace and cast hanger uprights. On the other hand, these bushes are subject to distortion when failing motor mounts permit excess forward thrust of the motor to draw the bushes out of form. When I pulled my car apart the biscuits were found to have taken a markedly permanent set consistent with the powertrain having shifted forward. Altogether agree with your keeping the lot in good nick, as Atwell rightly suggests, but I believe it necessary to consider how best to restrain the powertrain's torque reactions by way of the motor mounts. Cheers
  8. Pete, I am for a number of reasons very pleased to have chosen an early Esprit however the engine mounts are one truly dodgy area of concern. I too have purchased the SJ upgrade kit and while they are just one more project awaiting my attention it comes as no surprise to read that you've had the issue with meltdown, presumably on the exhaust side. One has to wonder why the juicy polyurethane bits would not have been better located at the lower end of the mounting leg, particularly on the exhaust side. The biscuit rubber type, which Lotus settled on after first cars were produced using a form like that which SJ emulate with their kit, are well known for limits in performance and durability. Clearly there is ample room for improvement and I am altogether pleased to explore the alternatives. Resourceful, notably competent American enthusiasts long ago developed 2 noteworthy fixes, 1 rudimentary and the other quite elaborate. Simplest mitigation retained the biscuits and added a steel link with Rose joints between an upper bellhousing bolt and a bracket affixed to the chassis directly aft of that. It's a rather rude and inelegant fix that Lotus nonetheless adopted as a kit with Service Bulletin for owners so inclined. The more comprehensive approach replaced the biscuits with Esprit Turbo mounts carried in brackets and struts custom designed to adapt to the early chassis attachment points. Both solutions are reported to have salutary benefits to handling. Conversion to the Turbo type seems to be the definitive and conclusive resolution and I would be happy to go that way were in not for the steep price the suppliers are seeking for their kits. When I am free to continue work on the car ( home renovation contractor tore out the front porch, stairs and walks then had a fitful meltdown, leaving me to deal with it all ) I will entertain any combination that seems promising, perhaps starting with a rework of the SJ kit to place the poly bits further out of harms way. The proximity of the exhaust is in all cases our nemesis on the exhaust side but both biscuits come under excessive stress in use as designed, with corresponding harm to the transaxle mounts which should otherwise be very long lived. Best regards Pete, Have you considered leaving your exhaust side biscuit in service and fitting the SJ poly arrangement to the right side? Why not give that a ride? Cheers
  9. Has anyone tried to amend the top edge of the instrument pod with some form of shade in an effort to counter the reflections on the instruments? As the central edge is well recessed relative to the outer sections where the switches are mounted I wonder if things would have been better with less cutaway. Cheers
  10. Hello Pete, Which type of mount are you using?
  11. Clearly it is detrimental to cooling efficiency to space the fans out from the rad beyond what is required to ensure neither boundary layer disruption nor blade interference occur. In the case of modern fans built with a circumferential support ring that distance should be very small. There is real benefit to be had in shrouding designed to ensure airflow cannot shortcut the desired route through the rad matrix, of course. The VW ( Golf or Scirroco ) rad I fitted to an Elan with absolute success years ago had a single fan carried in a shroud that spanned the width of the rad. The shroud structure beyond that needed to carry the fan had large apertures to permit driven airflow, with light rubber flaps dangling behind to impede reverse shortcut when the fan operated. Simple and effective. Cheers
  12. Do not use anything like a wheel bearing grease as that would be too stiff to be suitable. Likely the grease originally packed into your motor is altogether fine, bearing in mind the gentle operating environment these motors enjoy. Lithium type is probably the correct choice if you decide to change the grease, and synthetic may offer benefit in the event of operating in truly cold conditions. Cheers
  13. The Chinese have everything success requires in hand. I have little doubt they will manage quite nicely over the coming decades. It seems Lotus fortunes have waxed and waned over the decades in step with the fortunes of the middle classes in the relevant markets. It is well apparent that China's middle class are on the ascendant so that bodes well for Geely's interest. Additionally it is known that China plans to be fully up to speed with worldwide benchmarks in technology and product quality in rather few years hence. Cheers
  14. Was getting after cant rails guided by Dave Lisle's insights until big European holiday and rogue home renovation contractor hijacked my time. On the matter of fit I find a peculiar difference between left and right sides of the car, with the right being a lousy match for the body contours whereas the left is very good. How to account for such a difference, given that moulds were in use for all components? Thankfully the only evidence of accident damage has turned out to be in the left side door and the nearby sill, and that was very limited. I have found it takes quite the strong-arm to force the right side rail into a not too fine level of fit to the body. On review of my archived photos the disharmony is perhaps hinted at in a curvature along the screen edge. I'll attach a photo.
  15. Dave, I fitted Lumenition to an S1 Elan and ran it hard for 12 years without fault. Solid piece of kit in my experience. Steve
  16. You might wish to seek further advice from well accredited engine builders on the matter of break-in. As I have been advised the iron liners, should they be what you have, are quite hard and so want a rather smooth finish upon rebuild. There seems little reason to coddle a new engine, given today's technology. None of the mechanics of my acquaintance have remarked to the contrary, while there are those who do caution against coddling for fear of not bedding in the rings. Still, I'm unaware of any directions currently offered by OEM's in regard to break-in and would point out that many cars are sold with synthetic oil on board right out of the box. Do be particular on the selection of filter as seemingly informed types have described substantial variances in quality of construction from brand to brand. Redline, out of California, offer some measure of information pertaining to selection of oil though older era Lotus are no longer addressed. A few years back they had specified 10W-40 for the 9xx series engines, declaring better viscosity at the bearing interface in working conditions than any 20W-50 crude based oil. Cheers
  17. Just read the piece announcing the development plans for Hethel. Excellent news!! Bravo to the new owner group for such vision, bravo to the faithful staff and alumni whose proven expertise and dedication to a brilliant heritage assures nothing less than resounding success. Thank you one and all. Looking forward to my next visit to Hethel! Steve
  18. Easy is indeed how it should go. I've done this on both Esprit S2 and Elan S1 and in both cases the axle-borne bearing just dropped into place. It must be down to the coefficient of expansion of the aluminium. No problems whatsoever in hard usage over the years in the Elan and I expect the same once the Esprit is at last resurrected. Cheers
  19. Whilst it may be short of what will be needed to remedy Wayne's dilemma I believe that a mix of acetone and ATF has been demonstrated as the best performing chemical method to break corroded joints free. Seems quite effective in my experience.
  20. Hey Pete, If we're talking about dropping a new bearing into the alloy hub carrier then I can advise as have done so not too long ago without strife. With the precious carrier in good nick and relatively clean load it into the oven or gas BBQ when the wife's out at the shops. I do not readily recall the target temperature but it is imperative to not go too high for the sake of the alloy's temper. Someone here will chime in with the correct number, probably between 250-300 Fahrenheit. I did chill my bearing assembly in the freezer not knowing whether necessary and it simply dropped into place when offered up, axle onboard of course. I re-packed the bearing with proper grease beforehand and gave the housing bore a lick of that high-temp copper/lead stuff, the name of which eludes my holiday addled brain at the moment.
  21. Track time in S1 with front tires both in 205/60-14 R-type Yokohamas and 205/50-15 Pirelli P-7s demonstrated sharp turn-in. Car was stock except for Konis all around. Tires differ greatly and how they feel really does matter to me, as when I found the original SE wanting in that regard on track, on the OEM Goodyears. Press release relics notwithstanding I believe the earliest Esprit, at least in North America, were shod with Dunlop SP Supers in 205/60-14 (f) and 205/70-14 (r). cheers
  22. Believe remarks on the function of AL liners to be correct however, given proper state of tune, one may safely run forged pistons in iron liners rather tightly as long as time is allowed for components' temperatures to normalize before putting the boot to it. Routinely, piston-cylinder clearances are chosen in part to allow for the uninformed owners' inclination to treat the car as if it were another utility mule. This probably applies to head gasket survival as well. Cheers
  23. Both clear and tinted were available at SJ as recently as 9 months ago. I brought in one of each. The trick in dealing with the exchange of Esprit windscreens comes down to collateral damage, it seems to me. The thing is bonded typically with tenacious polyurethane sealant around that enormous periphery and just freeing up the outgoing item is quite the job. By then the question of sealant smears on the expanses of upholstery adjacent to the screen body aperture becomes an issue, and there's little latitude for living with a mess there in a car like this. Access and angle of approach to knifing through the sealant are a difficult matter when working across the screen base, evident when comparing screen rake to that of the dash. These are just the impressions retained after my effort in removing a windscreen, and I'm a hobbyist not a pro. FWIW.
  24. It's rather long past teardown for mine but just had a look at the console section and see where there must have been 2 screws down into the GRP tunnel top near the aft end. These would be under the smaller bit which houses the window switches. Otherwise can't see any other means of retention for the vent housing. Further on the removal of the vents themselves I might add that one employ something like a bread knife in order to bend inward the steel tabs or clips so allowing the vent to be extracted forward out of the housing aperture, duct length permitting. Hope this is of some help.
  25. Dave, The vents visible in your pic are riveted to the air trunking adapters and there may be length on the trunking sufficient to withdraw the lot somewhat. The vents are retained in the console housing by a thin metal clip on each side of each vent. Do note that the housing is a very delicate piece of vacuum formed plastic under that upholstery. Cheers
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