Any Lotus Esprit imported from the UK to Australia is sure to have a few issues that need resolving before it is safe to use on local roads.
This Lotus Turbo Esprit S3 certainly has it fair share of corrosion and problems introduced by whoever had worked on the vehicle previously.
The Australian Design Rules do not permit the use of copper brake pipe.
Whilst copper does not corrode easily, it does fatigue if not secured correctly.
If allowed to vibrate, the copper tube will work-harden and eventually fail.
Most of the copper brake pipes on this Esprit were not secured properly.
In addition to this, excessive amounts of copper pipe were simply curled up and pushed into vacant spaces.
Some of the brake pipe copper joints were severely over-tightened and the flared end squashed into a saucer shape.
The copper pipes were replaced by high quality (European specification) steel coated brake pipe as shown above.
The clutch master cylinder had suffered from corrosion and neglect.
It was not economical to rebuild so it was more cost effective to fit a brand new component.
At the same time the original red plastic clutch hose was replaced by a high quality nylon braided hose from Lotus Marques.
The clutch slave cylinder had suffered the same corrosion as the master cylinder and was starting to leak fluid.
Again, it was not economical to repair so a new item was installed.
This caliper bolt had been modified and then forced in damaging the thread in the alloy housing.
The only fix for this is to install a heli-coil threaded insert.
The "new" clutch release bearing had been repaired with MIG weld, but there was no penetration at the joint.
The release bearing was dismantled which allowed the support tube to be firmly attached to the bearing carrier by gently crimping the components in a 20 ton hydraulic press.
Left hand front has all new discs, EBC Greenstuff brake pads, wheel bearings and Goodridge brake hoses
Right hand front has all new discs, EBC Greenstuff brake pads, wheel bearings and Goodridge brake hoses
The rusty flywheel tells a few stories and a closer examination reveals heat cracks.
In addition to this, clutch friction plate witness marks on the flywheel suggests the vehicle has stood for a long time without being driven.
The remedial treatment for the flywheel is to give a very light skim and re-balance with the new clutch assembly.
The rusty and worn rear brake discs are never going to stop a Lotus Esprit in a hurry, so new items are the only way to go.
Rear main seal shows signs of leaking so while the flywheel is being machined the old seal is removed.
The rear housing is removed before the worn seal can be pressed out. Later after some careful cleaning, a new seal, gasket and spigot bearing are installed.
Changing the rear wheel bearings is usually straightforward but this hub and shaft had been assemble without any anti-seize compound.
Applying gentle heat with a Bosch heat gun soon released the two mating components. Note the corrosion matching marks where the splines engage.
These components were carefully bead blasted and then the wheel carrier painted.
Anti-seize compound applied to the mating splines so as to exclude water and further corrosion developing.
A close inspection of the turbo-charger revealed the bearings were excessively worn and internal turbine blades were about to make mechanical contact with the housing.
A decision was made to rebuild the turbo-charger and at the same time to upgrade it so that it could be water cooled.
A water cooled intermediate housing assists in reducing heat transfer from the exhaust to induction turbine.
This simple upgrade helps reduce intake temperatures and hence increases engine performance and improves turbo reliability.
Upgrading the turbo-charger so it is water cooled also involves adding external plumbing so the heater hose may be diverted via the turbo.
Stainless steel extension tubes are machined in-house so as to move the 5/8" heater hose away from the turbo radiant heat.
The flywheel skimmed to remove heat cracks and corrosion. The flywheel was then rebalanced and then balanced with the clutch assembly.
Balance holes were made in the clutch pressure plate casing to remove weight at the appropriate points.
The old clutch pressure plate has an uneven wear pattern on the diaphragm finger tips which indicates there are problems with diaphragm.
The Esprit turbo-charger is dummy installed to make sure all the hoses line up correctly.
Once all the connections are made good, the exhaust stainless steel bolts are torqued and locking tabs bent over
The Lotus engine started after the turbo was first primed with a fully synthetic engine oil.
The engine idle quality was poor and after a quick check of the ignition timing reveals that its retarded but was quickly adjusted.
The engine still does not run really smoothly and further investigation reveals all the idle mixture screws have been leaned off by 1.25 turns.
After the idle mixtures are adjusted, the inlet vacuum is checked with a Carbtune and air bleed screws adjusted to give a smooth 900rpm idle.
If you click on the right-hand image to enlarge it, you can just see the rev counter needle sitting on 900rpm!
Copyright © 2011 Lotus Marques
This Lotus Turbo Esprit S3 certainly has it fair share of corrosion and problems introduced by whoever had worked on the vehicle previously.
The Australian Design Rules do not permit the use of copper brake pipe.
Whilst copper does not corrode easily, it does fatigue if not secured correctly.
If allowed to vibrate, the copper tube will work-harden and eventually fail.
Most of the copper brake pipes on this Esprit were not secured properly.
In addition to this, excessive amounts of copper pipe were simply curled up and pushed into vacant spaces.
Some of the brake pipe copper joints were severely over-tightened and the flared end squashed into a saucer shape.
The copper pipes were replaced by high quality (European specification) steel coated brake pipe as shown above.
The clutch master cylinder had suffered from corrosion and neglect.
It was not economical to rebuild so it was more cost effective to fit a brand new component.
At the same time the original red plastic clutch hose was replaced by a high quality nylon braided hose from Lotus Marques.
The clutch slave cylinder had suffered the same corrosion as the master cylinder and was starting to leak fluid.
Again, it was not economical to repair so a new item was installed.
This caliper bolt had been modified and then forced in damaging the thread in the alloy housing.
The only fix for this is to install a heli-coil threaded insert.
The "new" clutch release bearing had been repaired with MIG weld, but there was no penetration at the joint.
The release bearing was dismantled which allowed the support tube to be firmly attached to the bearing carrier by gently crimping the components in a 20 ton hydraulic press.
Left hand front has all new discs, EBC Greenstuff brake pads, wheel bearings and Goodridge brake hoses
Right hand front has all new discs, EBC Greenstuff brake pads, wheel bearings and Goodridge brake hoses
The rusty flywheel tells a few stories and a closer examination reveals heat cracks.
In addition to this, clutch friction plate witness marks on the flywheel suggests the vehicle has stood for a long time without being driven.
The remedial treatment for the flywheel is to give a very light skim and re-balance with the new clutch assembly.
The rusty and worn rear brake discs are never going to stop a Lotus Esprit in a hurry, so new items are the only way to go.
Rear main seal shows signs of leaking so while the flywheel is being machined the old seal is removed.
The rear housing is removed before the worn seal can be pressed out. Later after some careful cleaning, a new seal, gasket and spigot bearing are installed.
Changing the rear wheel bearings is usually straightforward but this hub and shaft had been assemble without any anti-seize compound.
Applying gentle heat with a Bosch heat gun soon released the two mating components. Note the corrosion matching marks where the splines engage.
These components were carefully bead blasted and then the wheel carrier painted.
Anti-seize compound applied to the mating splines so as to exclude water and further corrosion developing.
A close inspection of the turbo-charger revealed the bearings were excessively worn and internal turbine blades were about to make mechanical contact with the housing.
A decision was made to rebuild the turbo-charger and at the same time to upgrade it so that it could be water cooled.
A water cooled intermediate housing assists in reducing heat transfer from the exhaust to induction turbine.
This simple upgrade helps reduce intake temperatures and hence increases engine performance and improves turbo reliability.
Upgrading the turbo-charger so it is water cooled also involves adding external plumbing so the heater hose may be diverted via the turbo.
Stainless steel extension tubes are machined in-house so as to move the 5/8" heater hose away from the turbo radiant heat.
The flywheel skimmed to remove heat cracks and corrosion. The flywheel was then rebalanced and then balanced with the clutch assembly.
Balance holes were made in the clutch pressure plate casing to remove weight at the appropriate points.
The old clutch pressure plate has an uneven wear pattern on the diaphragm finger tips which indicates there are problems with diaphragm.
The Esprit turbo-charger is dummy installed to make sure all the hoses line up correctly.
Once all the connections are made good, the exhaust stainless steel bolts are torqued and locking tabs bent over
The Lotus engine started after the turbo was first primed with a fully synthetic engine oil.
The engine idle quality was poor and after a quick check of the ignition timing reveals that its retarded but was quickly adjusted.
The engine still does not run really smoothly and further investigation reveals all the idle mixture screws have been leaned off by 1.25 turns.
After the idle mixtures are adjusted, the inlet vacuum is checked with a Carbtune and air bleed screws adjusted to give a smooth 900rpm idle.
If you click on the right-hand image to enlarge it, you can just see the rev counter needle sitting on 900rpm!
Copyright © 2011 Lotus Marques