Just stumbled across your entire series whilst laid up in bed with an unpleasant bout of Covid and it’s super informative / gives me fresh impetus to crack-on with my Elan +2 that has been in storage for 2 years now. Thanks for taking the time to share this entire series 👍
Water pump was a messy job but not impossible. Internals were standard Ford design and had to be pressed into place in the cover. Like most parts they were readily available and cheap. The fan belt also drove the dynamo or alternator.
10:08. Paul. While I certainly understand that putting the calipers inboard would allow the car to roll somewhat with the handbrake on, I think the more important reason to avoid mounting them in this manner was that the car would be asking the donuts to transfer loads under heavy braking and this could be catastrophic. Just look what happened to Jochen Rindt in the 72 and they were using U-joints!
Fantastic vehicle, I've always loved lotus commitment to efficiency and form following function. Something very pure about it. Must say, I also found listening to the tour very relaxing. I myself get wound up, as it were, on the job, and enjoyed the calm methodical approach of your presentation. Cheers.
I had an S3 S/E for 18 years. The doughnuts were one of the worst features. I believe they were originally used on the Hillman Imp. Later ones were stiffened up but they still affected the gearchange and the ride. I fitted a conversion with universal joints and a sliding splined intermediate joint. (CV conversions were not available at the time). The conversion worked well but some alternatives were not as good. Original rear calipers were from Fiat. Handbrake pads wore quiclly as they tended to rub all the time.
Big valve sprint with 126 b h p the best lotus twin cam. Put one in my 1965 MK1 lotus Corrina with straight cut close ratio box. Exilarating. Rog. Pacific sunset records.
I had the Elan plus 2S 130/5. It used to eat rear wheel bearings. Handbrake was a monthly greasing job. Headlights used to trip out once the thermister used to wear. Doors were too heavy for the pivot bearings. Single row timing chain was always too weak and a risk on this interference engine. Had to love it to keep it going, but a real pleasure. Wish I'd had the baby Elan though as they kept their value far more than the +2. I wonder if an electric water pump could be fitted as they appear to be the way forward now?
There are a couple of alternative water pump solutions available from specialists (not electric), but I believe they involve modifying the front plates. I think the usual suppliers are able to source reliable standard water pump parts these days, but there was a time when poor quality replacement water pump parts caused early failure and a bad reputation for the twin cam.
I don't see much point. I replaced the doughnuts with UJs and splined shafts which improved ride and the gearchange. Especially with Koni shocks. Surprised I haven't seen more comments on how quickly the original shocks failed.
Just stumbled across your entire series whilst laid up in bed with an unpleasant bout of Covid and it’s super informative / gives me fresh impetus to crack-on with my Elan +2 that has been in storage for 2 years now.
Thanks for taking the time to share this entire series 👍
Hi Ian, I hope you recover from COVID quickly. I'm happy to know that in some small way it might help with your +2 restoration.
Just found your channel and I must say you do a great job providing an insight and explaining the simplicity of the Elan design
Thanks for your comments. The Elan is truly a remarkable design and a brilliant car.
Water pump was a messy job but not impossible. Internals were standard Ford design and had to be pressed into place in the cover. Like most parts they were readily available and cheap. The fan belt also drove the dynamo or alternator.
This was so informative and relaxing I fell asleep .
10:08. Paul. While I certainly understand that putting the calipers inboard would allow the car to roll somewhat with the handbrake on, I think the more important reason to avoid mounting them in this manner was that the car would be asking the donuts to transfer loads under heavy braking and this could be catastrophic. Just look what happened to Jochen Rindt in the 72 and they were using U-joints!
Fantastic vehicle, I've always loved lotus commitment to efficiency and form following function. Something very pure about it. Must say, I also found listening to the tour very relaxing. I myself get wound up, as it were, on the job, and enjoyed the calm methodical approach of your presentation. Cheers.
I had an S3 S/E for 18 years. The doughnuts were one of the worst features. I believe they were originally used on the Hillman Imp. Later ones were stiffened up but they still affected the gearchange and the ride. I fitted a conversion with universal joints and a sliding splined intermediate joint. (CV conversions were not available at the time). The conversion worked well but some alternatives were not as good. Original rear calipers were from Fiat. Handbrake pads wore quiclly as they tended to rub all the time.
Simple and clever ! I like this car. I have a Talbot Sunbeam Lotus but it's not the same sort of thing
I agree. There's some really elegant design solutions.
Elan forever ~~♡♡^^
Frugal design and minimal material usage...reminds me of the Sten gun...another British invention.
And the twin cam fitted to the Europa from 1971 onwards.
Big valve sprint with 126 b h p the best lotus twin cam. Put one in my 1965 MK1 lotus Corrina with straight cut close ratio box. Exilarating. Rog. Pacific sunset records.
Water pump is an issue in an Elan...Try sorting it in a Europa!
Engine out job :)
very interesting thanks
I had the Elan plus 2S 130/5. It used to eat rear wheel bearings. Handbrake was a monthly greasing job. Headlights used to trip out once the thermister used to wear. Doors were too heavy for the pivot bearings. Single row timing chain was always too weak and a risk on this interference engine. Had to love it to keep it going, but a real pleasure. Wish I'd had the baby Elan though as they kept their value far more than the +2. I wonder if an electric water pump could be fitted as they appear to be the way forward now?
There are a couple of alternative water pump solutions available from specialists (not electric), but I believe they involve modifying the front plates. I think the usual suppliers are able to source reliable standard water pump parts these days, but there was a time when poor quality replacement water pump parts caused early failure and a bad reputation for the twin cam.
If you replace the dohnuts with CV joints, can you move the brake discs inboard again?
I guess you could. You'd have to create mounting points for the brake calipers
I don't see much point. I replaced the doughnuts with UJs and splined shafts which improved ride and the gearchange. Especially with Koni shocks. Surprised I haven't seen more comments on how quickly the original shocks failed.
That water pump was such a bad design