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drdoom

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  1. After a pleasant stroll in the mild and bright Pacific Coast weather this afternoon I've made the effort to gather and photo bits pertinent to this. Note the steel spacer adjacent to the mount casting lug where it is to be placed between the mount and the aux housing. A close inspection of the pic of the aux housing shows a crude paper gasket effecting the oil seal remarked on in @Andyww's latest comments. 

    Cheers

    20221231_164719.jpg

    20221231_164753.jpg

    20221231_164849.jpg

    • Like 1
  2. Upon review of the initial posting by Lou we are reminded that this is no more than a matter of conflict between airbox and alt. Perhaps the most readily done solution would be to carve out a bit of space in the airbox and patch, assuming no success on the matter of alternator mounting.

  3. Interesting challenge, this. The nylon adjuster proposed by @ramjet is native to later cars, whereas our S2's had steel fitted. I expect you're correct that only one form of airbox backplate has been extant and I'm intrigued with how my own non-standard ancillaries drive will be impacted once I've checked with all in place. Unfortunately I have no photos of my OEM layout as it was among the first areas of disassembly done in piecemeal fashion long ago. On the positive side, alternators can be had in all sorts of form and size so I am optimistic something can be cobbled up to serve despite these tribulations.

    Cheers

  4. On 12/12/2022 at 12:33, drdoom said:

    Curious, though, how the GM lump + Porsche trans can come up 200 lb. short of the Esprit OEM package.

    LS weight advantage by piece: plastic inlet plenum vs alloy, 3 fewer camshafts, lighter heads and cam drive, no turbo's. To the contrary, plus 4 con rods for the LS. Crankshafts likely comparable.

    Clever strategy on Chevrolet's part, foregoing state-of-the-art design for lightness, simplicity and minimal bulk. Have to think ACBC would have looked favorably upon this lump. 

  5. 7 minutes ago, drdoom said:

    Thanks, Gavin. I'm loathe to admit it after hearing account of a number of ugly, largely pointless engine swap bodges but this appears to be a winner. That LS series engine just seems to be a silver bullet solution for swaps, one example being a 4th generation RX-7 circuit racer seen in this region performing beautifully. The Renegade package is so far removed from such hack jobs as the Ford 5 litre swap which required carving a clearance hole for the water pump in the cabin aft bulkhead!

    Curious, though, how the GM lump + Porsche trans can come up 200 lb. short of the Esprit OEM package.

    • Like 2
  6. Thanks, Gavin. I'm loathe to admit it after hearing account of a number of ugly, largely pointless engine swap bodges but this appears to be a winner. That LS series engine just seems to be a silver bullet solution for swaps, one example being a 4th generation RX-7 circuit racer seen in this region performing beautifully. The Renegade package is so far removed from such hack jobs as the Ford 5 litre swap which required carving a clearance hole for the water pump in the cabin aft bulkhead!

  7. Seems we are generally inclined to crave miracle cures, hence the appetites for fuel and oil additives. How many have gleaned the parallel between oil flush liquids and laxatives, for example? A great deal of discussion continues to be devoted to the question of oils in various fora, lately offering up one or two finer points that had not previously occurred to me. First: that heavier oils are more difficult to de-aerate, something track day inclined operators might want to consider. Second: one valuable facet inherent in the better synthetic oils is resistance to burn-off or evaporation, very pertinent to lubrication of the rings near TDC when hydrodynamic action goes null, local temperatures are high, and boundary lubrication is critical.

    The Lucas oil additive clearly makes treated oil visibly more viscous, appealing to the eye but perhaps counterproductive in some applications. As to fuel additives, we are wise to consider how much technology has been worked through in order to arrive at the cocktails we know as petrol.

    FWIW

  8. Always worth minding that low oil pressure at idle is not a vital indicator of the state of things in most cases. There is nothing going on which requires substantial pressure at idle. Still, one is wise to be vigilant on the state of things end-end in a Lotus. Critical targets for oil pressure have been framed by Tony Rudd, who knew the engine most thoroughly, and I recall these being a minimum value ( sorry, not recalled ) at idle then rising 10 PSI per 1000 RPM to a minimum of 45 peak. That describes the parameters around which the 900 Series were designed.

    Cheers

    • Like 1
  9. Right, agree on Thackery's preferred over the cushions and we should ever be mindful that just because replacement bits are offered by our faithful suppliers does not ensure they are up to spec in all instances. No where will one see the Durometer figures for hardness of rubber components listed, something obviously altogether pertinent to effectiveness in a given application.

    There now exist alternative cushioning elements in the form of stainless steel wire clumps, some of which may afford a solution for our classic cars, here or there. Link attached.

     https://www.knitwire.com/knitwire-products/anti-vibration-mounts/

    https://www.meshfilterscreen.com/product/knitted-wire-mesh-discs/

    Cheers

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