S2 rebuild catchup

[Lotusteve]

Yes I think Gavin T is right about the S1&2 wishbones, now being in the Twincam chassis makes it look confusing, but it seems the wishbone spindle mountings are angled back in relation to the frame, so giving the castor, the pic shows this, Curving the straight wishbone makes them all symmetrical. Wonder why they were changed to these in late eighties? Were the originals pressed steel like the Elan?

As for the second part of the 'catchup' I thought I'd open up a new thread , covering the completed install of the chassis and the Duratec engine mated to the gearbox, which I believe is a less common conversion than the Zetec or Vauxhall Red top route.

[BDA]

Were the originals pressed steel like the Elan?

Yes. They are intentionally thin so that in the event of a hard "brush" with a curb or similar, the suspension pieces absorb the energy rather than the frame.

In a similar way, Chunky designed the car so that the frame is protected in the event of an accident by the driver and passenger!

[TurboFource]

The Duratec bolts up to the Renault sourced transaxle?

[Clifton]

Were the originals pressed steel like the Elan?

Yes. They are intentionally thin so that in the event of a hard "brush" with a curb or similar, the suspension pieces absorb the energy rather than the frame.

This is has become an internet tale. These cars had no crash bumpers that others of the same year did. Lotus gave Zero F's about saving the frame or body. Lotus cars to this day get salvaged easier than most.

[Lotusteve]

As for the Duratec to Renault transaxle, I've started another topic on that part of the conversion. I think for the Vauxhall and Zetec motors Banks/Spydercars had bellhousings made? Anyway for the Duratec that wasn't an option so I used a Duratec/Mazda RX8 adapter plate (for the first time, so a learning curve!). Thought the sensible thing was getting the Duratec fitting to the plate then modding it to fit the Renault box.  Mazda RX8 box bolt patterns were not right so redrilled to fit the NG3.
I also had to trim off parts of the ali plate to clear various gearbox lumps.
Main disadvantage is that one bolt is hidden by the ali sump, which in turn is trapped by a chassis cross tube, so gearbox out means engine out!
Used a NG3 clutch friction plate so input shaft spline fits that, then a Pinto clutch cover fits on the Duratec flywheel. Starter bolts to the engine block so that's no problem. NG3 bellhousing is very short so just enough freeplay for the hybrid clutch release bearing.

[TurboFource]

Thanks for the info! Any pics of the different pieces etc.?

[Lotusteve]

Hi Turboforce, I'm afraid I didn't take pics of the parts as I went which I now regret. However I'm taking the engine out to fit stainless coolant tubes and looks as though the clutch release is not working as it should, so everything is coming apart and I will take pics.
From memory I bought a solid (lighter) flywheel from Burtons UK to replace the dual mass thing that was fitted. The new one was made to fit a Ford Pinto clutch (Same as Sierra Cos maybe?) Friction area diameter is same as Renault NG3/9 clutch disc, so also fits on Renault input shaft splines.
Other mashup is Ford Pinto release bearing fits into Renault/Peugeot bearing carrier, so fits onto release arm ok.
NG3/9 bellhousing is short so this lot just about fits with 8mm freeplay. You would get more if the 20mm adapter plate was thicker. Input shaft length seemed ok but has also to be measured carefully. If its a bit too long then bearing carnage ensues (been there before).

I decided on a NG3 box, but is a UNI box used by the GT40 guys stronger? Maybe its too long....

[TurboFource]

Pics would be great Steve! I have an NG3 in the garage that I am considering sticking a Duratec on it for a non Lotus mid engine project …. If I ever finish TCST

[Lotusteve]

To start fitting a Duratec to the S2 I first sourced a US Ford Fusion 2.5litre HE14, so basically the same as a 2 litre, but 2.3 having a longer stroke and the 2.5 longer again. Its fitted with a lump of iron/geared weights in the sump that acts as a balancer. Performance car people take it out so engine has less work to do and it saves 10kg!
Vibration is ok on the 2.3, but unknown quantity on the 2.5. - Danst Engineering the engine importer say its not an issue. Bear in mind that exhaust is on other side to Ford's Zetec/Crossflow/Cosworth/Pinto etc as its actually a Mazda engine.
From my experience Duratecs don't respond well to carbs so ITB's is the way to go, either Jenveys or bike ones. Engine mounts are easy to modify and fit - advantage of the Europa is that the engine bay is quite tall so suits the 2.5. Giving enough clearance for a front mounted alternator lulled the engine position back a bit but the engine being similar length to the Twincam and NG3 box meant the driveshafts ended up in line with the rear hubs. Shortened Sierra 4x4 Cosworth driveshafts bolt to the Spyder Sierra rear hubs.
Here are some pics of the final install before paintwork in early 2023, and then a couple with paintwork etc. done and exhaust installed in Spring '23. Then there's been a 2 year house rebuild gap (needs must etc)

[BDA]

This just keeps getting more interesting!

[TurboFource]

Awesome!

[dakazman]

  Some really good information there Lotus Steve .
  We need to find more power plants for these beauties, that way we can keep them in the public eye.
  Many “kids” at car shows remarked about electric powered units, sorry not for me, not in these cars.
Dakazman

[TurboFource]

My Mazda5 has a 2.5 in it. I have thought it would be great in a Europa!
It has 198,000 miles on it and still runs great!