benjamincalleja

Yea the bushes are done, the front shocks and springs are now NOS oem units but the rears are still the adjustable AVOs installed around 2001. As a result the front is higher than the rear as the avos have been screwed down at some point. Handles poorly as a result hence my question trying to get the OEM rear setup or whatever it was "replaced by". Will get the 2009 handling update springs dampers in five or so years. Can you help me work out what the part numbers are for the OEM rears?

Hey guys, wanting to replace the rear suspension on my 88 domestic turbo, but very confused by the parts manual and all the "replaced by", green dot white dot etc etc. Are the below links correct as to what i should get? http://www.kelsport.net/parts/products.asp?CategoryID=34&PartsectionID=26 http://parts.bellandcolvill.co.uk/23272-rear-spring-yellow-red-white.html

if you are happy not going above 180km.h the BF goodrich radial TA comes in the proper sizes, 195/60/15 and 235/60/15 but you need to inflate them to 31-34 psi not the 21 or 25 it says in the handbook given these tires are so much newer. they ride really well, have excellent dry handling (average in the wet) but its nice to have matched axel sets. white lettering too if you like that thing. after a massive long search this is all you can get in the original sizes in matched axel pairs. ive had them on my 88 turbo for years now and they are great.

. Thanks yea my fault there. Wires now used, they won't stretch!

It started overheating here and then I stopped 4km away. See map. Damage territory? It never got higher than 110 I don't think, definitely never hit 120, and swayed between 90-100 which I presume means the pump was still getting bits of water through... Map

Hey guys just wanting to get your opinion on where or not I may have caused damage- was driving today in town and noticed the rear window misted up and the temp gauge was at 105. I turned the fans on manually via the aircon thinking maybe they hadn't cut in but it kept going, went up to 110. I started looking for a place to pull over and over the next 3-4 minutes the gauge varied wildly from between 90-110 degrees. Finally found a spot after what felt like a lifetime (3/4 mins) and had a look, my otter switch had half popped out of its hole as the plastic zip tie holding it in had stretched so coolant was leaking out that hole everywhere (and hissing stream out the hole when I pulled over!). I let it cool down for a half hour, topped up my nearly empty coolant tank, firmly re secured the otter switch and drove off. The car drove fine, temp stayed at 80 the whole trip home and there was no noticeable power loss etc. could I have damaged the engine in some way?? I'm hoping I didn't because maybe the small hole meant the coolant loss was gradual as evidenced by the fact the temp gauge swung between 90-100, must have been a bit of water getting through those 3-4 mins?

Lol ii wish. Let's not turn this into a "will Clarkson return" thread I'm sure one is already out there. But seriously he should return...

yea i guess, good point mark. it just seems strange, it has so much more power than the swift, soooo much more! It literally must be a chassis stiffness + tire issue. Because the 350 sport did it in either 8.13 - 8.16 or 7.57 depending on the source. i doubt even the 350 sport could do it in 7.57, i think the 8.13 -8.16 is probably more acurate. still a good time even now, but obviously the late v8s were very different cars than the SE and other four bangers...mind you id be very curious to see/hear about what time a 300 sport would do..

Ok what the EFF is up with this??? Is the esprit SE really only two seconds faster than an effing suzuki swift sport?!?!?! http://fastestlaps.com/tracks/nordschleife.html

I second this. If anyone has a pair of rear springs dampers for the turbo or SE (they were the same) I will nab them

fair enough ill run 31 psi front and back and see how i go

Lotus have not issued anything i am aware of about tire pressures since my particular car was released, though i know the pressures went up as they years went on. My gut feel is to go for 30 psi on modern tires because 21/25 is drastically low, all that will happen is that you will lose grip: http://www.tirerack.com/tires/tiretech/techpage.jsp?techid=3

http://www.lotusespritworld.com/EGuides/ETechnical/TyrePressure.html these seem very low (the non-SE turbo numbers) for a modern tire....21 lb/in?! 25?! modern tires should be 32-35, who do i listen to??

Either way the torque limit of the 4 cylinder gearbox is 315nm (fine for the turbo) but the SE produces 354nm so i still dont get how it can use that gearbox without breaking it!!!

Ah ok yep got it, but nevertheless how could the Se ever use its full 350 NM torque if the limit is 315nm? Thats really interesting, but wow, look at your break, thats full on!

Hi guys, I found this info below. Presuming it's correct which I believe it is, how could the initial UN1 have been used on the SE when it made ~350nm torque? The turbo had no electronic control, I imagine boost was maximum in every gear (ie it hit 300nm at 4250 from 1st to fifth) but did the SE have some way of limiting boost in the early gears or something? It just seems odd, given the below it would seem the engine torque on the SE would outstrip the original UN1? I thought that "The One Stop Shop" compiling all information under one roof would be nice to have. Would you please post technical data, tips, specifications, dimensions, reworks, etc. I"ll start with some specs for different versions of UN1 specimen: UN1/xxx > The initial Lotus unit - UN1-016 had a Torque Limit set at 315 Nm (232 lb.ft). This Version used different Crown Wheel & Pinion Material compared to most other Renault Applications (except Alpine, which had a different direction of rotation). Differential also had 4 Pinions like the Alpine & some of the Agriculture Units (UN1-023 and UN1-024).The Lotus Version also had extra Dowels in the bell housing joint to further control bending. >The UN1-026 (known as the High Torque Box) had new Casings which were stronger to reduce Bending under the increased Torque. The Main Fixing Bolt Size & Torque was also increased. There were some revised bearings and retaining plates introduced at that time. The Torque Limit was increased to 400 Nm (295 lb.ft) > When the V8 came along (UN1-027), it carried over all the 026 features. Plus, there were also updates to the shaft machining & gear assembly procedures as well as well as the revised 5th gear ratio, synchro was added on reverse. > For the GT3 (UN1-028) we changed 3rd gear the Final Drive Ratio to suit the Engine Performance. This revised Final Drive Ratio came with a lower Renault torque limit of 300 Nm (220 lb.ft). The Gearboxes had to use a specific lubricant to eliminate Severe Crown Wheel & Pinion wear (Mobil SHC-630M... no longer produced, or Castrol TAF-X... also recently discontinued by Castrol).This was introduced during the initial development testing. The standard Renault lubricant (Elf Trans elf TRX) did not give enough protection due to the Load and Heat produced by the rapid Esprit Turbo Engine Torque rise. > At all times the gear ratios used in the Lotus application were standard Renault, but the Lotus Crown Wheel and Pinion used upgraded materials. The Renault CWP parts will fit, but they're not as strong. The main problem was in the stiffness of the Transmission Casing and the loading on the Crown Wheel & Pinion. The Lotus versions of the Renault UN1 Transaxles are the strongest variants available. The only thing that comes close is the later Renault Alpine GTA UN1-019, but it has a different direction of rotation and different final drive Ratio. > The UN1-013 from the Renault 21 Turbo would provide some of the gears (not 3rd, 5th or final drive) and synchros suitable for the GT3. An original Esprit Renault UN1-016 is standard in the non-SE and the SE. The high-torque box started in 1993... 1993.5 SE and the S4 in Oct 93. Just by looking, the shift translator is on the left side, and there should be an ID tag, or stamping, on the gearbox. Esprit Original .... UN1-016 ... Started with first Renault equipped Esprits ... 1988 DOM / ROW intro ... 1989 Federal intro, non-ChargeCooled, and SE. ... With 0.8205 5th gear ratio (0.8205 x 3.89 final = 3.1917:1 overall). Left side shift translator, 315 Nm (232 lb.ft) torque rating Esprit Hi-Tork ... UN1-026 ... 1993 intro (1993.5 SE and the S4 in Oct 93) ... Stronger case with new castings ... RIGHT side shift translator ... 400 Nm (295 lb.ft) torque rating Esprit V8 ....... UN1-027 ... 1996 intro, for the most part carried over 026 features ... V8 bell housing - does not share 4-cyl bolt pattern ... Higher 5th ratio (0.76)(0.76 x 3.89 = 2.9564:1 overall) ... Synchro-ed reverse ... LEFT side shift translator ... 1998, modified cross shaft for DIRECT CABLE shifter, no translator. ... Minor durability improvements w/ Sport 350 intro. ... 400 Nm (295 lb.ft) torque rating Esprit GT3 ......... UN1-028 ... 1998, for the most part like 027 ... With lower third & final drive ratios (1.41 & 4.11 ??) ... With higher 5th gear ratio (.076)(0.76 x 4.11 = 3.1236:1 overall) ... 4.11 CWP ratio not suitable for torque of 910 or V8 ... CWP is Renault parts, not as strong as Lotus 3.89 CWP ... 300 Nm (220 lb.ft) torque rating due to a weaker CWP

ah yea mine is the 88 so there are no ecu wires....no ecu! haha. To make it work i will need to steal power, hoping there will be enough from a nearby instrument lighting wires to strip and hotwire into the new speedo....

ooooooo tell me all about yours please!!!!!!! how much, how it works who you used, how you did it!!! gory details!! and pics!

Hey guys, is anyone interested in a group buy from Redline http://www.redlinegaugeworks.com/contact.asp. ? They take our mechanical OEM speedos and make them electric and roughly the same physical size. They also supply an adapter for the UN1 gearbox so that it sends an electric signal to said converted speedo. Thus any cable driven issues are non existant and we have perfectly functioning speedometers and no more needle shaking! The cost will be $600 usually but if we get good numbers he can do less...not sure how much less at present, maybe $400-$500 AUD

in the central tunnel or just under the trim itself...trim is one thing, but if its in the chassis tunnel that sounds bloody hard to pull through!!

Hey peeps, i need to replace my speedo cable (and possibly have my speedo reconditioned by JDO if it doesnt end up being the cable) due to a bouncy needle....when the new two part cable arrives (mine was single piece) how do i install it, i cant seem to find a guide. Where does it run after the binnacle, do i need to take the interior apart or remove the engine?

Awesome I'll keep an eye on it

Hey guys see the attached pic the speedo cable for an 88 esprit turbo has a part ref a082n6056f but next to it, it says "R/B a082n6066f a082n6065f". What does R/B mean?

Hey! Is this still available??

yea i just saw in the parts manual that there is a t piece there. the passenger side has obviously flown off the t piece. do you or anyone know how to access the t piece without taking the dash apart? Could i reach it by removing my radio? any ideas RE the oil pressure light? Im stumped RE the light if the gauge itself is working and every other light/gauge is working?