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Nigel: Sounds like a good reason for a "road trip" as we call them. Can you forward any info on available cars to me? Mike --- silvenm <Nigel@...> wrote:

Hi Mike, I'm aware of a number for sale in the UK, possibly as many as 4 but 2 for definite! If you may be interested in one from this side of the pond then I can put you in touch..... Regards Nigel

I have only found 2 23's advertised for sale. One is on Dolson's site the other is advertised as being in France. Cant recall the site. Any other suggestions in locating others for sale? Thanks in

Mike: Hello. I assume you have checked the want ads in the vintage race magazines, such as Victory Lane and Vintage Racecar Journal? Also, you might try some of the race shops around the Bay Area who

Just beginning to check around. Is there anyone with info on a decent 23 for sale? Would like a complete car but not necessary. Must be original, documented car. Thanks in advance. Mike Summers West

Hi Gary, I can't recall seeing the gearchange like you describe on cars in the UK but perhaps I just haven't noticed!! Alternatively many of these may have started life as an 'a' spec car? I am sure

Nigel: Thanks for the official/unoffical on the 23b (or is it 23B?). In all the various books I have read, the only model designations I have seen refer to the 23, 23B and 23C so I would tend to agree

Hi all, Some time back there was a thread which sadi that Lotus never called a 23 a 'b'. I just thought I'd pass on that I have several factory drawings of the period of change, on which I've just

I had the same problem some years back with my 23b while using a VW box. After about 5 laps, it did not like to change gears. I changed and tried everything. The simple cure - new slave cylinder

Concerning clutch problems I have found the easiest test is to check free play at the slave rod. about a 1/4" or slightly less seems to suffice. If you have little or no free play expect to wear

Nigel, As I mentioned earlier, there are more things than the clutch itself that might turn the input shaft. First is the pilot shaft bearing. This is in the end of the crankshaft and supports the

Many thanks for all your emails. I was using a standard DOT 4 product and changed it to Castrol Response which I understand to be a DOT4 compatable racing fluid. This had no effect so perhaps it isn't

Nigel, I was just thinking also, that if the clutch plate either gets warped from heat or sticks to the flywheel or pressure plate that this could cause your problem. If there is an oil leak getting

Nigel, I have a 23B with nothing between the radiator and the master cylinders. Also, the clutch slave is on the side of the bell housing just behind the headers. My headers lead down so that they are

Nigel, if you are not already using AP550 or AP600 fluids, give it a try. I've had brake pad material give up before this fluid does. Mike K.

Nigel: Our vintage races usually last about 20-25 minutes and I don't recall having a problem with either the clutch slave cylinder or the clutch/brake reservoirs. I do have a Hewland gearbox. During

I wonder if others have the same problem I have. Twoards the end of a days track use I start to get gear selection problems. The clutch slave is a standard girling unit mounted as normal for a Hewland

Hi all, Many thanks foir the photo's and information Gary. Bill, I'll have to try that. I've been trying to promote our reproduction car into he track day market here competing with all the 7

To all, I followed the example of another tall driver, the late Charles Gibson, and turned the seat upside down, sittign on the back of it. Bill Steagall --- jmf94550 <horsty@...> wrote:

Nigel: Based on previous emails regarding frame modifications to 23s for taller drivers, please see the photo titled "Frame Modification" which I have posted in the photos section of this site. The