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Esprit Turbo project car - part3 - the further continuation


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2 hours ago, Lotusfab said:

Just happened to be watching For Yours Eyes Only, checking the authenticity of my car when I noticed the copper  fire turbo in the lab scene doesnt have ski racks! That would suggest three cars were used. One is now in Doha, one is in Miami and the third car from the lab scene is probably the recently restored one now in monaco, but it didnt have ski racks!

You have a short memory @LotusFab

@G_Reaper has posted extensively about this, including on this thread, about 3 millions posts ago.

The third car was later owned by Mike, after it languished at Lotus Cars. He later sold to a neighbour of mine who used it as part of his business. Then sold on again about 10 years ago. Whilst at Pinewood Studios I believe this car was used for a camera test of the Copper Fire colour, and then used in the Q Branch studio scene whilst the other 2 cars were on location etc. Mike has described to me the little difference he has spotted between the cars.

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IMG_0525.thumb.PNG.81175b8276bd787a853b7b4f17eacf04.PNGIMG_0526.thumb.PNG.0234b0fcb0c037261fe7420be903bc77.PNGYep thats the car. But there still ws a question mark when trying to prove it. I hadnt noticed the studio car didnt have ski racks which lends support to the fact there were three cars used of which Mikes was the studio car. Its was restored by and now has ski racks and is in Monaco. I believe they were tryingbto sell it and put a video of it on you tube, which therevis a link to on this thread somewhere! Your correct about my memory, I have so much to remember for my job I sometimes forget some of the 4909 posts I have made on here!😄😄😄😄 heres the Monaco car. I leave it to you to judge the resto quality.

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Right, so that's the car photographed in the sunshine? I've seen it a few times.

This one?2025477054_received_9989406635378692.jpeg.e32c6afae38ebf80f7e90ff811c242c6.jpeg

From Saltburn (North Yorkshire), to St. Tropez (or thereabouts).

He's a bit nearer the Alps if he wants to ski at Vars or Isolo 2000, north of Nice.

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Yep, thats it. Im not sure who will getbthe most stick. Him driving around the beaches in southern france with skis or me driving around in the summer in  the UK?

Well most people will look and that and go wow! I look at it and think of all the work I would have to do! 😄😄😄

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22 minutes ago, Andyww said:

The biggest problem with car restoration is you have to be two people. The engineer who is capable of dismantling, checking, reassembling the mechanics of the car, and doing the electrics and other such tasks, and also a craftsman who does bodywork.

Few people are good at both and also few people enjoy doing both. I take my hat off to the people who restore bodywork as I cant stand doing it and therefore not very good at it as I dont have any interest in practising.

This is what keeps me up at night... I'll have the perfect body painted to perfection but with bags of parts with no idea how to put the damn thing back together - hehe. 

 

How good is that colour in the sun!

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Been there @Rolls and you are right!

By January 2017 I was into my restoration at the deepest. With the largest financial outlay, but just a bare chassis, body shell and many, many boxes of bits with quite a high value. Which I couldn't even insure as a car. It is quite daunting, but a great means of focusing the attention on the build. With each successive item completed I would be one step closer to covering my expenditure. Only now, over 3 years later, have I really covered my arse financially on my project.

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1 hour ago, Rolls said:

This is what keeps me up at night... I'll have the perfect body painted to perfection but with bags of parts with no idea how to put the damn thing back together - hehe. 

 

How good is that colour in the sun!

Can you please move it all to the uk. I will reassemble your car whilst you make my ski racks!😄😄😄

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  • 2 weeks later...

Fabian, it's rather quiet here on the Restoration threads since your triumphant completion but I've a question regarding the glove box for which you may be the man. Does the glove box attach to the dash panel before that is attached to the scuttle? I'm working through prep of interior pieces before handing over to my trimmer and my trail of breadcrumbs does not conclusively inform on this.

Cheers 

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Hi Steve,

I put both of the cardboard gloveboxes in on my two Esprits after the dash was fitted. Its a tight fit but you can get it in. I reinforced the fuse area on my S1 with fiberglass on the outside of the cardboard. It bonded really well and made it much stronger. The fuse boxes are quite a load on the cardboard.

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Tailgate area now matt black under louvres. Looks much better! Anyone got any ideas on the sealant to use? I'm  thinking matt black silicon, and have ordered some. At first I thought dinitrol, buts its difficult to apply and the finish wouldnt be very IMG_0587.thumb.JPG.6ef3e9eca37b4a30f0cb5edb10b06cc0.JPGsmooth.

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For anyone building an engine my advice is to set up the pump jets with a fuel quantity check prior to fitting the carbs. I didnt to save time and its now down to trial and error! I may take it all apart again unless Im happy woth the adjustment. I found the engine had a stutter on acceleration and had an idea it might be the pump jets. The manual has an excellent description of pump jet operation, very simple really. 

I read the nut on the bottom of the spring shaft that controls the pump jet arm should be 3 mm up the thread on an old thread. Well thats what I set. I have new pump jet diaphrams and springs? I  hadnt had time to check the operation until now. When the throttle is opened the spring should push against the pump jet lever to feed in the stored pump jet fuel to the pump jet. The engine needs this extra fuel when accelerating. In my case the nut was too far down the shaft. This meant when the throttle was opened the spring wasnt pushing against the lever arm and the diaphram wasnt full of fuel, hence not enough acceleration fuel! Seems to be sorted now, but will need tweeking to achieve optimal progression.

Right, back tonthe build! I willmsilicon the loures in tomorrow ,and report the result.

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I found that there were significant inconsistencies between old and new diaphragms and also each rod needed tuning independently to get an equal measure of fuel accoss all chokes - To achieve this I followed the book process of measuring the output at each choke for a given number of strokes.   The best you can hope for by measuring threads etc is a datum or reasonable approximation! 

I used Sikaflex to fit my louvres, which did a great job, but fear they may never come out again!

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2 hours ago, Lotusfab said:

For anyone building an engine my advice is to set up the pump jets with a fuel quantity check prior to fitting the carbs. I didnt to save time and its now down to trial and error! I may take it all apart again unless Im happy woth the adjustment. I found the engine had a stutter on acceleration and had an idea it might be the pump jets. The manual has an excellent description of pump jet operation, very simple really. 

I read the nut on the bottom of the spring shaft that controls the pump jet arm should be 3 mm up the thread on an old thread. Well thats what I set. I have new pump jet diaphrams and springs? I  hadnt had time to check the operation until now. When the throttle is opened the spring should push against the pump jet lever to feed in the stored pump jet fuel to the pump jet. The engine needs this extra fuel when accelerating. In my case the nut was too far down the shaft. This meant when the throttle was opened the spring wasnt pushing against the lever arm and the diaphram wasnt full of fuel, hence not enough acceleration fuel! Seems to be sorted now, but will need tweeking to achieve optimal progression.

Right, back tonthe build! I willmsilicon the loures in tomorrow ,and report the result.

I tried setting mine on the bench and failed miserably. I just ended up setting them to what everybody else has which may have something to do with my low rev stumble...

Lotus Esprit [meaning] a 1:1 scale Airfix kit with a propensity to catch fire

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56 minutes ago, Paul Coleman said:

I tried setting mine on the bench and failed miserably

How come? - I just set up  simple jig that held the carb at about 5 degrees down at the intake side (so any drops as well as the pump jet spray could be captured) , I then ran an extended fuel pipe from  the engine bay to keep the carb being tested at the correct presure, then captured the output in a clean jar.   Then used a syringe to measure the output after I'd done the 20 strokes.  It was a bit of a faff, but not technically complex and no special tools required.  It was a useful exercize as it demonstrated that there was not a 'standard' setting and results varied between old & new diaphragms. 

Edited by 910Esprit
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