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As described in a previous message, I had to get my S3 towed once (long flatbed tilt-truck type). After the 30+ mins of trying to figure out where on earth to attach to so they could pull her up, I decided that I should add a tow point somewhere on her. The only point I could find to add a tow-point that was accessible and attachable to the chassis was at the rear/lowest most point where the tube-steel meets. (ie. underneath/rear of the gearbox/tranny). Can anyone see a problem with adding a loop (parallel to the ground) on that point? Or can someone suggest a better location? (Front would be preferable) I would rather spend the few dollars getting a loop welded on than go through the agony of watching the find a strong point of the front suspension again. David (Aussie '82 S3)

Anyon know what size fuse it takes. Someone is asking on the LotusTalk forum. I assume it is one of the 2 in the glovebox. Correct me if I am wrong. -- Rich F '79 JPS #040 '95 S4s ...SHF63000

Wondering what is needed in switching a 2.0 engine to a 2.2 other than new crank and new crank bearings -- Rich F '79 JPS #040 '95 S4s ...SHF63000

I have a new eccentric hub for the cam belt tensioner and find its OD greater than the ID of a crank seal housing of unknown origin. Any insights? Thanks Steve

Can someone supply me with the fuse values used in an S1 Esprit? I have found the two blocks in the glovebox and their representation on the schematic but have not found the actual values. Looked through the parts manual and the workshop manual. Maybe there is a users manual with this info?

Hi, I have a Series 2.2. The pivot bolt for the handbrake goes through a inner fibreglass panel that has broken away. I have no idea how I can access this to repair the fibreglass and re drill a new holes for the bolt. Does anyone have a method for getting access? Best Regards, David Wynter

Folks, Since I have been reading of others on the group climbing the same learning curve as myself in terms of sorting out engine problems I thought I would update the situation with my car. You might recall the original issue was a seized exhaust camshaft. My best guess is that it was caused by oil starvation due to both a clogged oil pickup screen and what seemed to be a very loose fastener holding the pickup pipe into the oil pump housing. I got very lucky in that the rest of the engine looked good so I installed all new bearings seals and gaskets. I purchased a used cam carrier and a used replacement camshaft and installed the engine in the car. When I tried to start it I had serious trouble getting it to run. Eventually, by mistake, I mis-timed the exhaust camshaft by one sprocket tooth and the car started. That was when I learned Lotus had a wide variety of camshafts for the 907 engine. DUH! After some considerable searching I found a suitable "red dot" 110 degree pulley for my "C" exhaust camshaft and got it installed last week. While the car "ran" with the mis-timed camshaft, it was very anemic. With the proper timing the engine is now running better than ever! Tim E. has advised that I could swap the "C" cam on the exhaust with the "E" cam on the intake and possibly gain even more high-end punch - and I may yet try that but for now the resulting compromise seems really enjoyable to me. My thanks to all who offered guidance and advice during my rebuild. It looks like this car is good to go for many more years to come. Given the support of this group and the various parts vendors we have access to I would say if I can manage this work almost anyone could - so don't be too intimidated by the prospect if/when trouble comes your way. Ian Munro 1978 JPS commemorative Esprit

I wanted to give folks here an update. After poring over all the carburetor documentation I could dig up, I finally got a buddy to come over and help me set the timing. It was way off. Waaaaay off. When I got the distributor back in, I had no idea where to position it, and I missed by a pretty wide margin. I advanced it as far as I could with the stud, but it still wasn't enough. I loosened the pinch plate, and based on my previous experience was able to do that without the distributor popping back out again. I advanced it a little too far, and then clamped down the pinch plate so I can pull it back and do the fine adjustment with the stud. It's already running better even than when I got it back from the mechanic. My guess is they actually did do a pretty good job on the carbs, and it was the timing all along that was holding it back. I didn't take it out for a drive because it's raining here and I've got somewhere else to be, but I think I'm on the right track. I'll do a little more fine tuning when the weather and my schedule align, and hopefully I'll get it truly up to snuff. I expect I'll be checking back here on carb tuning, but it will be from a more theoretical, diagnostic, cause/effect perspective after I've done some more book studying. Thanks again to everyone for the help and encouragement, and to those who have given me a hard time here, thank you for the kick in the butt I needed to motivate me to get out of my own way and perform up to my potential. The way things are going, I might actually be able to give this temperamental old classic the care and attention that it needs. -- Toaph

I have a question I’m hoping someone can help with. When I purchased my federal Esprit S2 the original gauges were missing and the owner had supplied some speedhut gauges ( I should also note that it came with dellorto carbs ). I wanted to set the redline indicator on the Tach. Can someone please advise what the redline should be set at? Thanks Murray

In anticipation that I will be taking my hand at tuning my own carbs soon (if Tim hasn't given up on me yet), I want to go ahead and buy the special tool. I did a quick eBay search for "Zenith Stromberg Special Tool" and this kind of thing shows up. Can I assume that's what I want? $15.50 ZENITH STROMBERG CARB ADJUSTING TOOL NBM0006 JH52 BLT2010 | eBay NEW ZENITH STROMBERG CARB ADJUSTING TOOL JH52. With adjustable needles. Triumph TR6 & TR7. -- Toaph