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dsvitesse1

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Posts posted by dsvitesse1

  1. 2 hours ago, catesprit said:

    hello

    Just discover that a 7x34 is possible for a Lotus Esprit. I thought it was not possible. What is the best advantage to use it. As far I remember some of Citroën DS Car have been sold in the USA with this ratio. 

    Hi, yes also in stock. All 3 different ratios cwp in stock, 7/34, 8/35 and 9/35.

     

    cheers,

     

  2. Hi John D.

     

    you say: better final ratio of 1: 4.286 , which improves the top speed in gear (more "peppy"acceleration)

     

    but original final drive is 1: 4,375. 

     

    I do not see improvement in that.

     

    i can offer several diff final drive ratio beside the standard original.

    1: 4.857

    1: 3,888

     

    all in stock.

     

    cheers,

     

    Harry Martens Limmen

    the Netherlands.

     

    advertentie harry (3).pdf

     

    15134557_1476165969082713_7145482374603094647_n.jpg

    17352157_1476165985749378_2598797556432938843_n.jpg

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  3. As I have my engine apart and my input shaft was stuck in the clutch when I seperated the engine and box, I am having to replace the circlip holding the input shaft in place. I want to take the oportunity to replace the crank needle bearing with a sealed ball bearing. Has anyoune carried out this mod or know what bearing is recommended. I have seen an skf 6202 2rs which is 35 ×15 ×11 but not sure if this is deep enough.

    Hi, here is a very detailed discription from Tim Engel about the conversion.

     

    Spigot/ Pilot Bearing

    A Needle to Ball Bearing conversion for the 1983-87 Lotus Esprit with Citroen transaxle.

    by Tim Engel,      Dec 25, 2005

    Original OEM Spigot Bearing (aka, Pilot Bearing)

    Spigot Bearing,  Needle Roller  (Elite/ Eclat/ EspritS1)       A907E6049ZA

     

    Later OEM Part -- Service Bulletin 1978/07

    Esprit S2,   upgrade for S1   and  Turbo Esprit 1983-87…  all with Citroen Transaxle.

    Spigot Bearing,  Needle Roller  (Citroen)                    A907E6319F

    INA  HK1512            (Germany)    SKF  HK1512  (Germany)    Nadella  HK1512  (France)

    ·      21.0 mm  (0.82677 inch)  OD

    ·      15.0 mm  (0.59055 inch)  ID / Bore

    ·      11.7 mm  (0.46063 inch)  Length

     

    Thrust Washer,  Nylon,  Shaft / Spigot Bearing          A079F4029F  (All)

    Sleeve,  Clutch Shaft Spigot  (18.5 mm long) A089F0404F  (Turbo only)

     

    A Nylon Thrust Washer is used between the bearing end-face and the input shaft’s shoulder/ spline.

     

    The end of the bearing with it’s ID engraved on it also has a rubber seal just inside the bore.   The bearing is installed with that end facing out of the bore and flush with the end face of the crankshaft.

     

    It’s a thin-shell needle bearing.   The shell is structurally weak and must be pressed into a solid bore for support.   Similarly,  there is no inner race,  so the shaft itself must be hardened.

     

    Ball bearing upgrade

    Use a standard 6202  Deep Groove, sealed ball bearing  such as:  SKF  6202 2RS.   The Lotus-Renault bearing is similar,  but without a seal on the inner side.   It’s installed facing into the crankshaft spigot bore / grease reservoir,  allowing extra grease to be packed into the crank bore.

     

    Citroen-Esprit,  SKF 6202-2RS

    ·      35 mm  +0 / -0.013 mm  (1.37795 inch)     OD

    ·      15 mm  +0 / -0.008 mm  (0.59055 inch)     ID / Bore

    ·      11 mm  +0 / -0.125 mm  (0.43307 inch)     Thickness

     

    The Esprit-Renault bearing is similar,  except that the Lotus bearing is only sealed on one side.   The bearing is installed with the open side facing into the crank's spigot bore.  Extra grease is packed into the bore as a lubrication reservoir.   To replicate the OEM Lotus configuration,  just remove one seal from the 2RS bearing,  or purchase a bearing with only one seal if available.

     

    Remove the crankshaft.   Bore the spigot bearing pocket oversize (35mm) to accept the 6202 bearing with a light finger-press fit,  and flush with the end of the crankshaft.   Install the bearing with Loctite RC680.   Also cut reliefs in the bottom of the bearing pocket to accommodate the jaws of an internal bearing puller for future use.

     

    The bearing bore and the end of the input shaft (spigot journal) are now both 15mm…  a line to line fit that will be difficult to impossible to make blind while installing the transaxle.   Remove the input shaft and reduce the spigot OD by a couple of thousands of an inch for an easy slip fit,  and add a generous chamfer to the end for a lead to ease finding the bearing bore with the input shaft while installing the transaxle.   (The Mustang T5 uses a 15mm spigot, these are it's dimensions:

    Bearing Bore ID:  15 mm / 0.5906"        Input Shaft Spigot Journal OD:  14.986mm / 0.590").

  4. John

    Thanks.. Have both so will be reading later. Going to tackle calipers first so I can order any parts tomorrow. Will then move to g/box.

    Dave

    Can you post a link to your thread about this subject please

    Thanks

    Hi, a little play is normal, however, the circlip is the weak part here. Input shaft is spring loaded and will work its way into crankshaft if you leave it like that. Splines will wear out fast aswell.

     

    cheers,

     

    Harry Martens

    www.ds-vitesse.com

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