78070100S Progress

[drdoom]

Brief words on progress here, trimmer DG has hauled away the 2nd seat, aft bulkhead trim panel, tunnel sides and a minor bit or two for ongoing trimming. He is justly proud of getting the Alcantara applied neatly and without wrinkles to the A-pillar finishers, as the stuff is resolutely unyielding. Always fortuitous when a collaborator is happy with his efforts!

Last night visited an old friend from bygone times enjoyed with our local club, leaving him with the dash instruments for test and refresh. Back here am at work preparing the firewall for updated chassis attachment brackets, check and assembly of the updated HVAC unit, and scraping clean the last odd bits of interior trims. @Steve V8 should be happily underway with the carpets set.

A-pillar trim photo to follow later today.

Cheers 

[drdoom]

Tea break after success in the latest trial fitting of the hybrid HVAC assembly, looks very well configured. I'll post a photo soon once the entire unit is permanently sealed up and ready to go on the shelf. Just such a relief to be getting this far along after the grinding slog of interior and HVAC mods and prep.

Photo of the left A-pillar trim attached.

Cheers

[drdoom]

On the bounce after a break attending to business concerns, deciding to begin exploration of engine bay layout projects to come. Gathered up the bare dry sump block, MBP and pump assembly and bench assembled the lot along with SJ's uprated engine mount kit for S1/S2. Still several chores to complete on interior readiness but looking at the engine layout work in order to refresh the mind. Looks like I'll need an engine lift to carry on with plan to offer up to the chassis as the assembly has no naturally stable posture other than on its side, and is quite a handful even without head and reciprocating bits on board.

Looks like the A/C compressor should be moved over to LH side, factory S2 unit was placed on the right.

Cheers  

[drdoom]

Thought it time to hold forth on the S2 work, in due regard for community spirit despite feeling quite sheepish about the time taken sorting out HVAC issues. The looming engine layout program has been on hold so that the cabin, HVAC and upholstery concerns can be brought to conclusive results. At present the HVAC has been closed and sealed up following thorough refurbishment of its inner workings, admittedly compounded by way of substitution of modern evaporator for the original. On the positive, I have relieved the car of 5 1/2 lbs. mass that is carried at chest height below windscreen base ( i.e. normal placement ) by way of the exchange. A craftily fabricated little mounting for non-standard heater flow control valve took meaningful time as well. Final confession on offer concerns conflict having arisen between the vent lever/pivots assembly on the HVAC case and the bonnet latch operating crosstube. I'm pleased to have combined the bulk of a low mileage '95 S4 unit with the blower adapter duct originally fitted to the S2 as the guts and bushes of the S4 unit are in much better nick, plus the vacuum/lever assembly is much better on later cars. When it became clear that insufficient clearance exists between scuttle beam and HVAC for the bonnet crosstube, I fashioned mounts and links for mini linear actuators to operate the 2 bonnet latches via a window lift type switch. At least the Dr. Frankenstein stuff will be forever unseen, other than a switch discretely placed in space formerly occupied by the driver's face level vent. 

Cheers

[drdoom]

Well, just in from the garage for a coffee, thought it time to update the state of progress. Sideswiped by both C-19 and the latest home reno traumas I nonetheless have been keeping head down on the Esprit, preparing the interior panels for the trimmer and finalizing the HVAC installation. It has been quite a task creating the alternative locations at ends of the dash panel for the face level vents. The sockets are now highly faired into the panel and very symmetrical., so good to go at last. Domestic UK style glove binnacle lid has been offered up for fitment ( my thanks again, chaps, for the helpful photos ) and that too is ready for trimming. Recognizing that completion of my updated A/C system layout was in order I worked through myriad connection and line options then proceeded to place a large order with Cold Hose, of Florida, with a new SD7-B10 compressor, hoses, fittings, etc due to arrive within a week or two. Finalization of the lines routing, confirmation of fittings compatibility, and compressor mounting on a dry sump equipped engine all to proceed with the new bits in hand.

More enjoyable than the tedious fettling of interior bits are the efforts now underway in fitting the rad, fans, and condenser, if only because it offers a glimpse of what assembling the car will look like. That's a welcome tonic by this point of the odyssey. So, the rad is original rebuilt with new tanks and core, SPAL fans ordered and due in 2 weeks, and a 2014 Honda Insight type condenser all to find placements for in the pod, and me without photos of the teardown long ago. Rolling about on the creeper I've determined where the rad was affixed at the top brackets, with a bias to the LH side. Respectful of the fine Lotus chassis DNA I'd prefer to shift the rad as far as possible to the right side so helping offset driver's weight in this LHD car. It seems that either side hose will encroach somewhat into the wheelarch space, depending on bias, and I wonder does anyone here know what would be the limiting issue in side-side placement of the rad?

Cheers

[drdoom]

It so far seems that the rad may indeed be placed somewhat to the right hand side, with the upper hose outside the A-R bar support framework. Arrival of the fans will be central to confidence in placing the rad in every sense. It's intriguing looking for signs of how the pod and rad are attached, though obvious are the 3 perimeter points where fasteners draw the pod up into contact with the shell on each side. Parts listings indicate steel tube stays pod - chassis but I so far do not see where they would attach on either. Top edge of the rad one finds 2 brackets with captive 8mm nuts, this suggesting that bolts drop through holes in the frunk floor I imagine. Guidance from any who might know better will be welcome.

Cheers

[drdoom]

Quite some time spent lately on work pertaining to the rad and fans trial fit, finalising the A/C lines lengths and bits placement, and fabricating air entry ducting in aluminum sheet. Just removed all for final repairs to the OEM fans shroud, now with SPAL 11" fans adapted. Moving ahead I've just dropped the chassis back out, will load it up onto the temporary work surface and fit a partial engine for further development of ancillaries, plus brake upgrade projects. 

Cheers

[drdoom]

As what has been a rather tough summer gives way to the colder months I've engaged the beast on yet another frontier, that of engine installation details. As noted here or there over the years😬 this S2 is to be fitted with a 910 drysump lump recovered from a written off Turbo on its way to the chopper. The 910 will be reworked into normally aspirated configuration for use in this car.   After the tiresome processes of bespoke updates on various other fronts it's lately been rather refreshing to simply put the wrenches to the oily bits and see progress made in reasonable time. Seems I'm destined to pursue new internals comprehensively as the crank, though right on spec for journal sizes, has suffered more damage to the thrust flange than would seem prudent to put back in service. Following on with the new crank would likely be lighter con rods and, of course, pistons were always up for replacement. 

Dunlop HTD timing wheels from a UK vendor on Ebay have been sourced and are in play for adaptation of the 910 to this early chassis. Photos of this madness are sure to amuse and will be posted once I've resolved the complexities of various belt trains, mountings and tensioners for the A/C compressor, oil pump and alternator in the space permitted. Just a sniff of rounding the final turn in this marathon of an effort gives renewed spirit to press on, as some on here know all too well.

Cheers

[LOTUSMAN33]

Good stuff Steve, can’t wait to see the end result and should be a pretty special S2. 😎

Dave  

[Fridge]

In my brief 2,500 miles driving an Esprit, if there's any car that is in need of AC it's this one.

#greenhouse #globalwarming 

[LOTUSMAN33]

I agree hence deciding LHD in the end, I used to bake in my old JPS in the summer especially being black. 
Not sure if federal S1’s ever had it?

Dave

 

[Fridge]

47 minutes ago, LOTUSMAN33 said:

I agree hence deciding LHD in the end, I used to bake in my old JPS in the summer especially being black. 
Not sure if federal S1’s ever had it?

Dave

 

Yes they did. US dealer fitted I believe.

[LOTUSMAN33]

Cool (literally)  

Not seen one, wonder where they put the controls, probably on an extra dash added panel?

Dave  

[Fridge]

From what I've seen of them the differ depending upon which dealer fitted them.

The worst look like the Morlock air vents of their underground labyrinth in The Time Machine.

Useful though.

[drdoom]

Just a brief update in the spirit of the season, if not the prevailing times😬. With alternate accessory brackets nearing readiness I've gotten well into fabricating alternative, Turbo style engine mount perches whilst awaiting latest batch of bits from SJ. The early chassis affords little clearance to spare in regard to the dry sump oil pump, hence the need for such creativity on the accessories installation. I intend to trial the SJ uprated engine mounts kit but wish to hedge with the Turbo style in the event that the poly perishes too readily under the exhaust side conditions.

Best of luck to all as we persevere through these headwinds,

Steve 

[EXCEL V8]

Looking good Steve!  Is the alternator going to act as tensioning pulley, or will you run a separate pulley?

Pete

[drdoom]

Thanks! A pair a idler eccentrics via Ebay are on their way through the post, and I intend to locate one with tensioner pulley in order to establish the final belt run. The paucity of space/clearance for these accessories makes use of conventional v-belt tensioning adjustment methods impractical. Therefore I shall somewhat emulate the typical serpentine tension approach. 

Cheers

[EXCEL V8]

I'm hoping to use one idler and one tensioner as well, but not a spring-loaded type - I'm going to use a second eccentric timing belt tensioner and manually tension the serpentine belt.  So long as you can get pretty close to the required belt length the eccentric tensioners are really compact, unlike most of the spring-type tensioners I've seen so far.  If you need a pulley with a LH thread fastener - Saab use them, but I don't recall which model.

Pete

[drdoom]

Thanks for the Saab tip, Pete. It seems we've each come to the same conclusion on the matter as a single eccentric tensioner is my answer as well, and for the same reasons. The 2nd idler/tensioner is to be applied for the oil pump belt's sake, if called for.

[drdoom]

17 hours ago, drdoom said:

Thanks for the Saab tip, Pete. It seems we've each come to the same conclusion on the matter as a single eccentric tensioner is my answer as well, and for the same reasons. The 2nd idler/tensioner is to be applied for the oil pump belt's sake, if called for.

For clarity, I may have a total of 3 eccentric tensioners if taking the cam belt's unit into account. For the serpentine and oil pump needs I've a pair of inexpensive things found on Ebay to trial, once they've arrived.  2nd or 3rd OEM eccentrics will be my fallback should the cheapies appear not up to task.

[EXCEL V8]

I'll also be using a total of three as well - one fixed pulley between aircon compressor and crank, one eccentric between crank and alternator - both on one belt, and an eccentric one between crank and blower - separate belt.

Pete

[drdoom]

A couple of days ago I was to be off to have the new engine mount legs welded up until last minute review of positioning showed poorly indeed. Thought I'd done better in tacking them but not so. Today has been most productive, cutting, re-positioning, and tacking the inlet side piece to perfection. Expecting the exhaust side will be done by day's end. 

Cheers  

[drdoom]

Brief update as to the state of things, winter '20/'21 having left we Pacific Coast-ers quite unscathed. Engine mounts 2.0 and 3.0 are done with bracing stays ready to help retain the bespoke accessory package from parting company with the greater part of the lump. For weeks I've spent much time and effort in laying out new A/C lines and bits, this program now on the brink of completion, thank goodness.

Brakes update madness progressing quite nicely, commencing with a tidy little twin master cylinder/balance bar kit in place of the OEM servo and M/C's. Thinking it wise to audit my outlook on pace of progress I have hauled out the old wiring loom and begun assessment of needs for tidying and updating. With focus I hope to restrain my more loony flights of fancy on updates, bear down with intent to push meaningfully toward completion. Still a long way to go.

Cheers

[drdoom]

Question for you chaps concerning what to do with the main loom - how far to take restoration? It served for 17-18 years, typical modest mileage and the car has since been tucked away for the past 24 years. It's a matter of deciding whether every wire connector should be replaced, I'm already determined to clean the contacts of unique sockets and have purchased new column switches.

@Lotusfab or Fridge perhaps?

[Fridge]

If it's not cracked or brittle, just use cleaner from an electronics store on all contacts, or some abrasive cloth. Especially the earthing points.

You can also circuit test.

Perhaps freshen up with new high quality loom tape.

The main thing is to upgrade the circuits carrying the cooling fans, door window motors and headlamps. I ran a separate fused power line to the front of the car for this purpose, and added relays to the above.

I gather new looms have shot up in price over the past couple of years here in the UK.