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Dunc last won the day on May 4 2015

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About Dunc

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    80 Lotus Eclat S2 V8 + 76 Eclat S1 520
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    quite a lot more of all the good torque, cc's and bhp...

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  1. The UJ joints are landrover S3 propshaft joints and they survive in Landrovers without issue. Our issue is the wider angle of deflection and the shocks that the suspension transmits into the joint. I did some research a while back and a supplier mentioned going for a joint with a thrust washer would help. These joints have been on the left hand driveshaft of my eclat taking punishment for some time without failure. I thought I had finally broken them during our NC500 run last summer, but stripping it down showed the movement to come from a knackered diff rather than movemenmt in the joint. Dunc
  2. I read the "critique" from an engineer owner who had fitted the spyder top link conversion to his elite published his thoughts on the web (his was not a spyder donnington - just an elite with a Spyder top link mount kit fitted, so retained the lotus diff and shafts, but with modified hubs and a CV joint driveshaft from a Sierra). He felt the height of the inboard mount for the Spyder top link on the chassis was too low, and wanted to experiment with welding a "tower" onto his chassis to raise the position of the inboard upper link mount. He described "roll oversteer" and after spending a fair bit converting his car, went back to the standard Lotus setup, noing a vast improvement. I recall he wrote that fundamentally he still believed a top link was the way to go, but wanted to develop it to make it work to his satisfaction before refitting it. I dont think he ever updated the blog again, which was a shame as he was knowledgable and had done a proper engineering analysis/appraisal. I recall Spyder used to produce a number of chassis "upgrades" for our cars, with tubular rear arms offered (I have a pair) and I seem to recall a "wide track" front end conversion allowing the use of a vented disc from a ford. A good friend has recently acquired a Donnington, so hopefully we can have a play with it and find out what its like. He reckons it needs setting up as it doesnt seem to drive very well. I have one of those Laser pointer alignment things that I bought myself for christmas, so I'm hoping we can sort it out and get everything pointing in the right direction. Too many projects... lol On the handling of the eclat v excel - I've owned both and they drive totally differently to each other. Both are undoubtedly fine handling cars, but my prference was for the Eclat. Admittedly my Excel was tired and desperately needed a new set of dampers, so perhaps an unfair comparison, but I preferred the way the eclat drove and handled. Perversely, I also preferred the eclats brakes, being very disappointed in the braking performance of the all round discs of the excel. I suspect the single pot calipers on the excel are the week point in comparison to the triple pots up front on the elite/eclat. My feeling was that some fettling of the standard brakes in the Excel could yield huge improvements - I looked at a Previa ABS twin pot caliper, which gave a bigger clamp area and looked like it would bolt straight up to the carrier, but sold the Excel on to a new owner before investigating further. Dunc
  3. thanks - nothing broken, just muscular tears and bruising I think. I had crash bungs and sliders fitted, so bike not as bad as it could have been. Brake pedal badly bent, abrasion on exhaust, rad shroud broken, mirrors damaged, and sacarficial sliders destroyed, but other than that, not too bad. I have plastic motocross style hand guards fitted, and they seem to have acted as bar sliders, so will replace them also. If nothing else it is an excuse to buy more carbon fibre bits as it is cheaper than buying plastic rad shrouds from Kawasaki.
  4. I commute every day on my Z-1000. I fell off last week and I'ma bit sore... Shoulder a bit unhappy...
  5. Hi Pete, I think adding shims between the drum and flange will add a smidgen of positive camber, but I suspect only by a tiny bit as the radius rods in play. I'm not sure what it will do to toe - widening the track behind a fixed pivot would ordinarily invoke some toe in, but given the radius rod is behind the shaft, the hub will splay towards toe out at the same time? My point was more that you can buy adjustable upper wishbone mounts/links for other conventional IRS cars that make adjustment a breeze, but on the elite and eclat it becomes a proper pain in the @rse....
  6. Well done for taking that one on. I saw it advertised and thought it looked a snip at the price. I would have taken it on myself under different domestic/financial circumstances as it looks like a lot of hard work has already been done. Excellent to see that a car used in adverts has survived! If you want it on the little register I keep, mail me at [email protected]
  7. Yep :-) thats why the Elite and Eclat shouldn't be lowered with shorter springs: There is no way of adjusting the rear camber to compensate as the car is lowered, causing a lowered eclat or elite to squat on the inside of its rims. The rear suspension follows a prescribed arc as the suspension compresses, allowing the car to effectively lean over on its outside tyre as the car rolls into a corner. I believe this body roll/negative camber relationship is what provides the Lotus handling magic and if you drop the ride height it upsets the roll angle. We had a breif discussion of this on Charlie Crokers air ride car thread. For it to work effectively, its got to be riding at standard ride height - and for me, that kind of defeats the the point of installing air ride. An excel would have been a better choice for installing variable ride height, but Charlie didnt seem fussed as it was designed for the look, and to be a talking point on the scene, rather than cornering performance.
  8. Lotus Elite/Eclat tubular trailing arms from Spyder engineering. Also known as rocking horse poopie....
  9. Here is a pic of the tubular trailing arms that Spyder used to make for Elite's and Eclats. Might be a helpful reference. (Spyder lost the dimensions years ago and cant make them any more - they are very heavy compared with the lotus box steel ones).
  10. On the elite and eclat, I dont think it does Filip.... When your cranking - the key is turned further in the barrel, and the coil on a ballast ignition car gets its voltage from the link wire to the starter solenoid. I think the ignition key only gives power to coil through its ballasted pink high recistance wire when you release it from the spring loaded "start" position to the normal "run" ignition position. I had a car which would only fire when I released the key from the "Start" position. It would wind over and over with nothing, then kick into life when I released the key.
  11. Absolutely this.... Unless it is a 520 4 speed, or an automatic, dont tune the engine for more power, just build it back to stock. Electronic ignition is worthwhile if its an early car on points due to the location of the 'strib making servicing hard. Other than this - keep it stock.
  12. I think on the 1990 excel the later dash is curved rather than flat like the earlier elite/eclat. I've never owned a later excel with the later dash, and have only re-veneered the flat panels on an eclat, but I think making a new panel shouldnt be beyond the abilities of a half decent woodworker if you supply the originals as templates?
  13. Good skills Clive - car looking good. It'll be nice and cold when you get back to Scotland and an awning may be needed, but for different purposes....
  14. Although based on the same basic engine architecture the 911 is substantially different. It has two big long strengthening studs than run through the block that are absent on the 907 & 912. Sump and cams also differ. There are a myriad of differences between 907's depending on spec - esprit 907's have a full face bearing and a cross drilled crank - others have the solid crank and a lubrication channel through the bearing shell (which reduces surface area, increasing load). I've only ever had one 911 engine and I didn't strip it down (I swapped it with Mike Taylor for a 912), so I'm not sure which bearings/crank the sunbeam block used. I wouldnt be surprised if they were full face given the application, but have no direct knowlege - just flagging as an example of the differences that exist in Lotus engines with the same code. According to lore sumps were sold to match the crank cradle and shouldnt be mixed and matched - not too sure how much faith I would put in that however. An easy solution could be dry sumping an fitting something almost flat to clear the crossmember.
  15. Come on Justin..... £1K for a waterpump and cambelt on an excel....?!? Thats just not in the spirit of this room of TLF - get the spanners out! Less than 2 hrs on a Saturday morning to a man of your calibre!!
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