S3 Turbo HC Conversion.

[dazmans3 1]

Hi All

Well, I thought it was about time I told my story. It may not be as extravagant a mod as the nice Audi V8 or Ford V6 conversions that are currently going on. However I consider it a worthy mod as what Lotus originally did to the 'G' car back in 87.

It all started last year when I realised that my LC engine was suffering from head gasket failure. All the symptoms had been there a while with cream stuff on dipstick, in the engine breather pipe initially & finally over pressure of the cooling system with steam from the exhaust. This was also confirmed when I did a compression test, finding No 4 cyl to only have 70 psi with the others at approx 160psi.

To Look at you'd never guess how terminal is was. with only 25k since it was last rebuilt.

It was something I could have done with out as 2 yrs ago I rebuilt the Gearbox & replaced cooling pipes with silicon hoses ect. Then had to rebuild the front suspension last year. However that was definitely needed as she was sitting far to high on the front. So much for the specialists, who replaced my suspension in 1999 , stating that it would drop when it settles. Well if never did & would have done if he

Edited December 9, 2007 by dazmans3

[hilly 1]

Looks mighty good to me.........

Hilly

Edited September 20, 2007 by hilly

[Buddsy 1,656]

You lucky boi....thans no garage it a bloody hanger

[dazmans3 1]

Now with the old lump out I thought I

Edited November 3, 2007 by dazmans3

[lotushiast 8]

Hi! Ithink a better solution is to go with an alternator from a diesel , who has fitted a vaccumpump on the rearside of the alternator. Like Vauxhall Astra diesel, you find them cheap and new on ebay.

Regards Harald.

[dazmans3 1]

Hi! Ithink a better solution is to go with an alternator from a diesel , who has fitted a vaccumpump on the rearside of the alternator. Like Vauxhall Astra diesel, you find them cheap and new on ebay.

Regards Harald.

Thanks for imput Harald.

I have heard of these as this was also sugested, however the plenum chamber sits further out & slightly higher than on the LC engine. This is due to the HC's 45 carbs bolted onto a larger inlet manifold. So I'm not sure if there would be enough clearance between the alternator & chamber.

If I could find an alternator with Vac pump that was the same approx size as the lotus Alt, then maybe it could be possible.

Daz

[nigel cowell 0]

Good to see the old engine agen Daz. There would be no satisfaction in an engine conversion

without having to sort out a few problems on the way.

As for the rest of the car it looks lick it wants for nothing!

look forward to seeing you and the car soon, maybe tomorrow ?

best regards Nigel

[dazmans3 1]

Hi Nigel

Oh! I can assure you she has been a needy gal these past few months. (Have sent PM)

Now with the engine out, I can see whats lurking with in. It certainly needed a dam good clean:

The First Hot Spot, The Heat shields around Lt engine mount were disintegrating, as you can see. I had these replaced about 8yrs ago along with this engine mount. so with only about 15k done, you see they dont seam to last very long.

Also I noted a bit of rust on the top bar(oposite where the exh manifold sits), Quite common I'm told. I had thought this was a lot worse & was anticipating having to weld this. However I got lucky & found it only to be surface rust. Other wise Chassis was solid.

This was a close one:

because half of the heat shield has broken away, it left a rough edge. where the AC pipes feed into the body, the AC pipe was rubbing on the remains of the heat sheild.

You can see where the pipe has frayed a little, lucky the pipe was still intact, & proven when I had my AC system checked over & charged the other week. I have also wrapped these pipes in a heat resistant cloth to give them a little more protection.

So here is definitely one for you all to watch out for, as I know a mate of mine who

Edited September 25, 2007 by dazmans3

[hilly 1]

Now with the engine out, I can see whats lurking with in. Needs a dam good clean:

When ever I see the empty engine bay of a later car I always wonder how on earth an engine ever goes back in what with all the pipes and stuff !!!!!!

Good work though Daz.

I think SJS sell a heatsheild made from alloy, that should be more durable than the fibre one you have got.

If not you can get alloy heat sheilding sheet from many suppliers (including eBay) and with the engine out it would be a breeze to make one up.

Any thoughts on how you are going to get around your clearance issue ??

Hilly

[dazmans3 1]

thanks Hilly, it just so happens:

At the time I thought these would be complecated to make up, so got a set from SJ, cost approx

[dazmans3 1]

The Turbo

My original plan was to use the set up from the LC engine. Namely the oil only fed turbo & external Waste gate, as was kept on the 87 HC G car turbo. How many out there do I hear say Nooooo!!!

Well I saw the light as I realised it would be far more beneficial to use the water & oil fed turbo with integrated Waste gate. As it seams bits are getting harder to source parts for the earlier turbo external wastegates & which ever turbo I did use, It would have to be reconditioned. Though the HC Turbo looked ok & had been reconditioned about 15k ago when the engine was rebuilt. But, it did have a bit of play in the shaft & on removal of the HC Plenum chamber I found quite a lot of oil, which led me to believe that maybe this turbo isn

Edited September 25, 2007 by dazmans3

[hilly 1]

Mmmmmmmmmmmmmmmm, shiney Turbo

Not sure when Stoneliegh is next on, I may be tempted.............

Hilly

[dazmans3 1]

Hi Hilly

Stoneliegh is on Sun 4th Nov. I intend to be there with Loti, for a change. Look forward to seeing yours if you can make it, I somehow think there will be quite a few interested in seeing your work of art.

Daz

[dazmans3 1]

With the Exhaust Manifold that came with the HC engine Knackered, I thus had to replace it. This was one of the few times on the project that I was able to keep the cost down on.

I was lucky enough to have picked up a spare manifold c/o

[dazmans3 1]

Here is the Manifold to Spacer end. if you look closely, It shows where the threads are now Helicoiled, due to the old bolts having to be drilled out. If replacing your Exh maifold, then this wouldn't be an issue, but as this was a good Manifold.

Now for the moment you've all been waiting for. The HC Engine.

I felt it would be wise to do some checks on the engine prior to putting it in. Be silly not to really with the reputation these engines seam to have. I know from the rebuild history that it had all the barings replaced, piston rings, piston & liner, about 15 k ago. However this all been done in 2000. & as the only other way I can test the engine is to put it in. A lot of work to do only to find out theres a problem.

It

[dazmans3 1]

Now, I am really glad I decided to check the Bottom end. Took the sump off, cleaned up the inside. No evidence of any metal bits here.

As I was rotating the crank so I could inspect the inside of the liners & to remove the barings for inspection, I noticed give/play in all of where the con rods connect to the crank. This didn

Edited October 11, 2007 by dazmans3

[hilly 1]

Your probably not going to like this, but while the sump is off it may be worth takeing the off the lower frame and checking the crank main bearing shells......

When I re-built mine, what I found was that the mains where in a worse shape than the big ends, not saying this is the case here, but you should at least have a peek while it is in bits.

If they need replacement then it will be the

[dazmans3 1]

Your probably right, I might not like it. I was advised by a 'speacailist' that if there is no play in the crank, which there wasn't, with only 15 k done & all the stress being on the Big ends, then to leave, I was also told it's a very fidly job to to

Mmmmmmm! the thing is, the engine is now back in & running. 400 miles done & I ve not heard any knocking noises.

I was so busy over the 4/5 months or so working on the car I didn't have the time to put anything on Forum. I took planty of phots so I am now telling my story, as they say.

In fact she is away having the carbs done, get her back tomorrow.

Daz

[hilly 1]

Ah well, if it was a few weeks back, there was no play and it is all back together running then it is more than likely OK.

The big ends are normally the bearing to go first, which is why I was a little suprised to find the the state of the mains on mine compared to the big ends when I opened it up.

However I don't know if the big ends had been change and the mains left (quite possible as the main shells are a stupid price) at some point in the engines life which would make sense.

Hilly

[dazmans3 1]

Hi Hilly,

I must say I was a little suprized at how much ware there was, though SJ said this was what he normally sees. I have the receipts for new main shells from the rebuild, & it seams things are ok so far. However I think if I ever do this sort of job again I would check these aswell.

Compairing the good & not so good.

Couldn't see anything wrong here to indicate the ware on barings.

Edited October 9, 2007 by dazmans3

[hilly 1]

The old bearings look fine, you can tell if they are really past it as the white metal is worn away to show the copper below.

Crank looks good as well.

Hilly

[dazmans3 1]

Thanks Hilly,

So in reality these would have exceptable. Having never seen a set of barings from an esprit prior to this, I thought the ware seamed excessive at the time, esp when I compared these with old set I had from a nissan 200sx S13 engine that had done about 100k. As they looked in better condition. & there seamed to be play where the con rods connect to the crank. So rather than take any chances, esp as the bottom was off, I thought I d play it safe & replace them anyway.

Daz.

Edited October 17, 2007 by dazmans3

[dazmans3 1]

News Shells in the Con rod bottoms

Lining the Shells up in the top end of the con rod.

No I also inspected the inside of the liners. Silly not to at this point. Unfortunately the photos I took didn't come out to well, but the important thing was all 4 had an even pattern on them, simular to what I ve seen on new ready to fit liners. So another good sign here it seams.

All New Shells fitted & battened down. No play in the con rods now

Silicon sealant layed. The only place I've used Silicon on the engine. (My other engine is covered in the stuff(more on that to come later).

Sump now back on. Ready to move on to the next job.

Edited October 20, 2007 by dazmans3

[dazmans3 1]

The Oil Pump:

To do or not to do was the Q here. As the oil pressure was an unknown factor here, I though it would be a good idea to change the oil pump Rotor & Anulas. It would have been a real pain to find I had poor oil pressure once the engine was back in. So for the sake of

Edited October 17, 2007 by dazmans3

[hilly 1]

I have never got my head around how oil pumps can wear (except maybe if it sucks up metal or something), the things are full of oil !!!

Hilly