The contents of this page has been lifted straight from Dave Evan's website with
his permission. Lots of very useful info here !!
Offset ET 28mm Front, ET 7mm Rear
Brakes(F/R): I 2.9/11.8ins ventilated discs. ABS
the differences between a 3.0L 24V and the 3.6L 24V?
injector rail and the same lower half
shafts, valve gear, timing gear
thanks to Johan Nilsen
cylinder head is basically the same!
gasket is very similar between the two engines, I've never seen a new original
head gasket from the early 90's, it's thought that the ones sold now are not the
same as they were then
is basically the same far) the Lotus version has extra webbing, holes for
fitting a piston cooling spray bar
to allow for the extra stroke which gives the engine the torque and capacity!
Its the same basic sump but has extra baffles and take off pipes.
has a larger impeller
Make sure that the engine cooling
system works correctly, if you don't it could be a very costly decision.
Auxiliary Water pump:
to the left of the engine this water pump deals with the immense amount of heat
that the engine dissipates after the engine is switched off, if this pump fails
potentially you risk the head/ block cracking, head gasket failure, turbo
failure every potential scenario is very expensive.
Fan should come on when your A/C does, this shares the same fuse as the electric
suspension, if that doesn't work then it's likely your fan doesn't either. The
Fuse is located in the engine bay fuse box. Failure of the this component can
assist in the worst possible failure scenario as itemized above.
LO/LC is fitted with self leveling suspension it's intended purpose is to keep
the car to a set level as much as possible when traveling at high speed and when
carrying extra load, this is intended to make sure the suspension operates in
it's best operating window. If shortly after you switch the ignition on you
don't hear the sound of a air compressor then chances are the pump is not
working and needs investigation. If the pump is working then you need to check
the link arm that connects from the suspension to a level sensor attached to the
car. Failure of the link arm fixing can cause the rear suspension to jack up,
your unlikely to notice this whist driving along until you attempt drive
around a bend at which point you'll either come to grief or get lucky!
you ever have to remove the gear box:
the spigot bearing in the end of the crank and whist the box is out verify that
the breather located on the top of the gear box is working, to check unbolt and
shake, if it rattles then it works if it doesn't you will have to carefully
remove the cover and clean the bearing.
you refit the pivot pin:
a very close look at the bell house where the pivot pin fixes, if the bell
housing is cracked then you need to fix it otherwise you'll be looking again in
the very near future! whilst your there mate the pivot pin to the fork using
grinding paste, this will give the clutch the best chance of giving failure free
you ever purchase new rear Air shock absorbers, check that the valve for the air
supply clears the body of the car, if it doesn't then you will have to press the
bottom bush out and reverse it.
Tapping from the front of the car:
light tapping from the front of the car when going over small bumps is likely to
be a washer at the top of the front strut, the strut needs to be removed to
replace, these washers are very expensive from Vauxhall/Opel.
refitting the crank case do exactly what it says in the manual with regards to
the alignment of the crank to cam sensor drive, when you have it right, sighting
down through the top of the crank case you will see the alignment marks lined
knock sensor has a 1/4" NPT ((USA) National pipe thread).
Lotus Carlton fuel injection system uses a GM P4 (1228331) engine control module
to inject fuel sequentially via six Ac Rochester injectors (9260 17101598).
are of Ball type they have excellent atomisation and a wide spray pattern but
are prone to partial plugging by varnish deposits.These injectors use 14mm
#/Hr @ about 300 kpa, 12.2 ohm (4.75gm/s according to the manual)
ZFS6-40 is a constant-mesh parallel-axial fully synchronized synchromesh
transmission. The design incorporates an input/main shaft, a countershaft, and
the output/main shaft. The input shaft and main shaft are located on the same
axis. The counter shaft is on a parallel axis with the main shaft at a 95mm
separation distance. The 1st, 2nd and 3rd idler gears are assembled on the
mainshaft. 4th gear is part of the input shaft and is the driving gear. The 5th
and 6th idler gears are assembled on the countershaft. All forward and reverse
gears are fully synchronized. 1st and 2nd have dual cone clutch synchronizers.
3rd through 6th and reverse have single cone synchronizers.
MECHANISM: Unlike a dog clutch, a cone clutch can progressively increase or
decrease its level of torque transfer. Motion is transferred through the shift
linkage to the shift fork and then to the sliding collar of the synchronizer
hub. Synchronizer hubs are located aft of the reverse idler gear, between 1st
and 2nd, between 3rd and 4th, and between 5th and 6th idler gears. As the
sliding collar starts to move, pressure pieces momentarily exert pressure on the
synchronizer ring forcing it onto the conical binding surface attached to the
idler gear. This momentary binding force causes the idler gear to synchronize
its rotational speed with the planetary shaft beneath it. As the sliding collar
continues to move toward the idler gear, pressure is released off of the binding
ring while both sets of dog teeth self align and interlock with each other.
Proper sliding collar-to-idler gear dog tooth alignment prior to interlock
engagement is provided by 3 evenly spaced sets of 5 dog teeth which protrude
further from the remaining dog teeth. These are the preemptive dog teeth located
only on the sliding collar. The design of the dog teeth provide a positive
lockup at engagement disallowing disengagement until the sliding sleeve is
retracted by the gear shifting system. Power loading through the engagement gear
further enforces this self-locking effect.
The shifter selection-rod system is responsible for the tactile sensation for
most of the lateral shifter movement and some of the fore-aft movement. The
remaining tactile sensation is induced by the detentes on shift rails. A series
of locking pins and a ball restrict shift selection to allow for only one rail
to move at a time. If you desire more tactile feedback, adjustments can be made
by shimming the shifter selection detent springs or driving the shift rod detent
spring caps (10mm) in just a hair at a time. Do not exceed 1/8 inch recessed on
the 10 mm detent spring expansion plugs. Loctite 609 Retaining Compound will
seal them nicely.
Torque flows from the engine to the transmission input shaft driving-gear at the
front of the gearbox, through the driving gear down to the countershaft, through
the driven gears up to the main/output shaft at the rear of the gearbox and down
the drive shaft to the rear axle. Fourth has a 1:1 direct torque flow from the
input shaft to the output shaft.
OUT FOR TROUBLE: The preemptive dog teeth are most susceptible to damage when
the clutch hydraulic system becomes degraded. The sensation of notchy shifting
is more prevalent when the sliding collar's preemptive dogteeth become worn or
badly deformed. Advanced stages of preemptive dog tooth wear may result in gear
engagement difficulty due to metal burrs restricting normal movement of the
sliding collar. This condition can also cause partial engagement of the dog
teeth resulting in unexpected gear disengagement. In any such circumstance,
discontinue use of the problematic gear until necessary repairs can be
performed. This may save lots of money in additional parts when repaired.
HD-engine oil SAE W/20 or SAE30 / Castrol Formula RS racing syntec 10W60 /
Castrol syntron 10W/60 / Castrol R synthetic 5W50
capacity: .55 gallon (2.1L)
Ratio :1(2.68) 2(1.80) 3(1.29) 4(1.1) 5(0.75) 6(0.5) R(2.5)
: 135 pounds (63.5Kg) approx.
(propshaft) seal, that's still available from VX - 90393408.
No longer sold
Millers CSS 20W50 is an alternative now that elf have discontinued the classique
90393137 (NGK BK6E)
CA5107 Vauxhall/Opel/GM 25062406
electric water pump
90393380 12L/min @ 0.12Bar
Bosch fuel pump for LC
cover filter (internal) crank case vent
Water Pump Vacuum Solenoid
Mark up your parts calalogue (PS 925
- page 8-7) with these alternatives:- 1. 90393254 - vacuum valve, Esprit no.
A082M6421F £11.70 plus VAT 2. 90393255 - solenoid, turbo Esprit no. A082M6420F
£13.95 plus VAT It appears these parts fail and are not always detected as
having done so but can affect performance and cooling!! I recommend purchasing a
spare - not really expensive. I was helped by a chap called Russell at my local
Lotus dealer:- Stratton Motor Company (Norfolk) Ltd. 01508 530491 (FAX 01508
531670) email: firstname.lastname@example.org
Mention they are for a Lotus Carlton and my name and ask for Lotus Club discount
and you may get them for £10.53 & £12.55 plus VAT each!
10472401- D555 delco-remy $58.59??
Crankcase Ventilation (non return valve)
Air Temperature Sensor
Air Temperature Sensor
Bar Manifold Air Pressure Sensor
Bar Atmospheric Air Pressure Sensor
25312178 - AFS73 Rock
Clutch pressure plate release bearing same as Porsche 944 Turbo.
It is a Sachs no. 3151-155 301
Throttle position sensor
Thanks to David Franczak
Part Number :- ETC6443
MAT is not scaled - it's just
the value read from the Analogue to Digital