80 87 ServiceManual

CE NOTES
Norwich, Norfolk, NR14 BEZ, England Telex 97401

Telephone: (0953) 608000 Telefax (0953) 606884
Port N o . AOD2T0327Z g Lotus Cars Ltd . 1986

Piiblication Part No. A082T0327Z
@ Lotus Ccln Ltd .June 1986
This publication has been designed primarily for Lotus Dealers,

and w i l l be updated by the issue of Service Bulletins to Lotus
Dealsrs when necessary.
Lotus policy i s one of continuous product improvement and the

right i s reserved to alter specifications a t any time without prior
notice.
Whilst every care has been taken toensure correctness of information,

i t i s impossible to guarantee complete freedom from errors or omissions,
or to accept liability arising from such errors or omissions, but nothing
herein contained shall affect your statutory rights.
lTJRE0 ESPRIT & ESPRIT S3 SWVICE NOTES
CONTENTS
SECTION
Tkchnical Data - Engine - E s p r i t S3 TDA

- Engine - Turbo TDB
- Vehicle rnD
P a i n t Procedure
Bodycare and Repair
Body F i t t i n g s
F r o n t Suspension - P r i o r t o '85 M.Y.

- '85 M.Y. onwards
Rear Suspension
Engine
Engine Managemnt - U.S.A. Turbo, C a r b u r e t t o r ( P r i o r t o '86 M.Y.
Engine M a n a g e n t - Turbo HC, Doin/Ekport, '87 M.Y. onwards
Engine Manaqerrent - E s p r i t S3 RC, Dom/Export, '87 M.Y. onwards
Gearbox
Brakes - P r i o r t o '85 M.Y.

- '85 M.Y. onwards
Cooling System
Fuel System - E s p r i t S3
- Turbo, DcPn/Ekport
- U.S.A. Who, C a r b u r e t t o r
Fuel System & - U.S.A. Turbo H.C.I. ( F u e l I n j e c t i o n )
Engine Managerrent
E l s c t r i c a l - E s p r i t S3 and Turbo, DonjEkport

- U.S.A. Turbo, P r i o r '86 M.Y.
- U.S.A. Turbo, '86 M.Y. onwards
Maintenance and L u b r i c a t i o n - E s p r i t S3 and Turbo, Dom/Export
- U.S.A. Turbo
Heater and Air Condi.tioning
Clutch
I n t e r i o r Trim
VEHICLE! IDENTIFICATICN NUMEER
The Vehicle Identification Number (VIN)is stamped on a plate fixed to the
right or left har.d front wheelarch inside the front luggage canparbent. This
numkr is repted on the right hand side of the chassis front frame, visible
fron within the right hand front wheelarch.
V I N Plate on wheelarch
V I N stamped on chassis
,!I
.,.
;i
This n-, together with the engine n m k r (see TDA or TDB~should be

quoted in all enquiries regarding the vehicle.
There afe two variations of the VIN, one king for Danestic and export
mrkets other than for#e USA, which camplies with European ~conanicCarmunity
(EEC)directives, and m e for the USA which canplies with requiranents laid
d m by the National Highway Traffic Safety Associaticm (NHTSA).
Tile seventeen characters of the VLN are coded as follm:
NOTES
l. USA VIN character 6:
501 = Basic Elite 521 = Basic Gclat 701 = Basic Esprit
502 = Elite A/C 522 = Eclat A/C 702 = Esprit A/C
503 = Elite A/C & PAS 523 = Eclat A/C & PAS 701 C 5 m = Esprit Ccnnmnerative
504 = Elite Auto 524 = Eclat Auto 702 C m = Esprit C m . A/C
A/c & PAS VC & PAS
2. Seperate serial number sequences are used Eor the follwing groups of
chassis mrket (character 12);
D
AIErGr HrS
BrCr FrK
3. For change point identification in Service Notes, Parts Lists and Service
Bulletins, the follming VDU characters ONLY will 'ce quoted;
Dcmestic & EKport - 5,6,12,14 to 17
USA - 4,12,14 to 17
Example A typical change point could be listed as follm;
82 D 1100 (Dmestic Turbo 1100)
82 A/E/G/H/S 0341 (Export Turbo 0341)
F B/C/F/K 0265 (USA T u r b 0265 )
Note that three nmhxs are needed to identify the single change point due
to the different serial nlrmber seguences outlined in note 2.
If a dash is used in place of the chassis market letter rode (e.g.
-
82 0341 or F - 0265), this is the change point for all mrkets in that
serial numkr sequence not otherwise listed.
KMESTIC & EXPORT
l= Dcmestic
2= 49 States (USA)
3= California
4= Sweden/
Australia!
Switzerland
L
910= 2.2 Turbo 5= Japan
912= 2.2 N/A 6= 50 States (USA)
J
Vehicle Type?
079= Esprit S2
082= Turbo Fsp __I 1
083= Elite S2 Market (Chassis)
084= Eclat S2 ?F ~ustralia G= Export (hot)
085= Esprit S3 B= 49 States R&
089= Excel (USA) H= Export (hot)
C= California LHD
D= Canestic J= Japan
G: Europe (cold)K= Cariada &
F- 50 States Puerto Rico
(USA) L= Saudi Arabia
S= Sweden
.
USA
(also Eanestic & Export up to serial nos.;
Elite L718 (Mm) 0236 (Exp), Eclat1034 (Dan)0205 (Exp), Esprit 0934 (Dan)0307 tExp))
G= 1986 H= 1987 I= 1988
D= Danestic Puerto Rico

B = Series 2 G: Europe (cold)L= Saudi
C = Series 3 F= 50 States I
G= Export (hot)
3= 503/523/701
4= Sweden/AustraLia/
Switzerland
8= 502 Auto/522 Auto
6= 50 States (USA)
I
(fdlaaf/l)
SECTION TD A Page 7
-
TECHNICAL DATA
SECTION TD --
A - ENGINE TYPE 907/912
--p--
Page
Engine Number 2
Engine Specification 4
Cylinder H a d 4
Camshafts & Valve Mechanism 5 to 7
Cmnkshoft 8
Main Baring Configuration 8
Flywheel 9
Connecting Rod 9
Gudgeon Pin 9
Piston & Liner 9to 11
Lubrication System 11
Dellorto Corburetton 12
Zenith Carburettors 13
lgnition System 14
Distributor & lgnition Timing 14/15
Cooling System 15
Torque Loading Figures 16
APR 1987
Page 2 SECTION T D A
Before commencing work on any Lotus engine, first check the engine
number and prefix letters to establish the engine specification. This
number i s stamped on the right hand rear of the cylinder block,

above the starter motor, and i s duplicated onthe vehicle identification
plate fixed to either the right or left hand inner wheelarch under
the front bonnet.
Example
For the purpase of clarification i n the TECHNICAL DATA SECTION ONLY,

a specification number i s allr_\catedtr?vnrir_\usspec-ifi~nti~!~
n_c !isted he!,..-
I n some countries, prefix letters may differ from those listed, i n which case
reference should be made to the Lotus Distributor of that country for the
releverit specification.
FIRST PREFIX SECONU PREFIX TEafNIC4L

rElTEK I&mER DATA SECTION
SPEC. NO.
l
(907 Single Prefix
D .- Danestic Std. Letter @ly.
G - Danestic &/C 1974 1
J -Danestic A/C & PAS
(907) Single Prefix

F - U.S.A. Std. L e t t e r Chly.
r- U.S.A. A,K U.S.A. 1974 2
K - U.S.A. A/C & PAS
fdlaaa/
SECTION ?D A Page 3
I
rlml Y m U L au.mu r m U LUX.^ ILh.I.U.IVLY
LEITER LEXTER DATA SEc1'ION

SPEC. NO.
1
(907) S i n g l e Prefix
X - Danestic Std. Letter Only.
W - D a n e s t i c A/C 1975 3
Y - Danestic PAS
L - Danestic A/C & PAS
AML - Danestic A/Cr PAS
& Auto.
(907) Single Prefix

P - U.S.A. Std. IEtter a l l y .
N - U.S.A. A/C U.S.A. 1975 4
Z - U.S.A. PAS
M- [J.S.A. A/C & PAS
--
(907 C - Std.
C - Esprit D - &/C
D - Elite/Eclat Z - PAS
L- @&PAS EUROPEAN
R- Auto. 1976 - '80 5
S- Auto. & A/C
T- A u t o . & PAS
M- Auto, A/C & PAS
(907) CrDrZtLr CALIMIRNIA ' 76-' 79

A - Esprit RtS,T,Mr 49-STATES '76-' 77 6
B - El.ite/Eclat as for Spec. 5
(907) CrDrZtLr 49-STATES

G - Elite/Eclat R,S,T,Mr 1978-' 80 7
H - Esprit as for Spec. 5
P
(907) CID, ZrLr

J - Esprit R,S,T,M, 1980 CALIFORNIA 8
K - Elite/Eclat as far Spec. 5
(912) C,DrZrLr EUROPEAN
C - Esprit RrSrTrM, 1980 aWARU3 9
D - Elite/Eclat/Excel a s for Spec. 5
(912) A -
H.C.
C - Fsprit
D - E x d
B- H.C. PAS
N -- H.C. PAS & A/C
EUROPEAN
HIGH CCMPRESSICN l0
P - H.C. 6 A/C Excel 86 MY Option
Y - H.C. PAS & A/C E s p r i t Feb. 1987
Auto.
&
fdlaat/l
APR 9987
Page 4 SECTION TO A
ENGINE
Max. rpm of engine 7,000

No. of cylinders
Firing order
Capacity - type 907
- type 912 2174cc (132.8 cu.in.)
Stroke - type 907 69.2mm (2.72 in.)
- type 912
Bore (nominal)
Compression ratio spec. 1,3,5 9.5 : 1
spec. 2,4,6,7,8 8.4 : I
spec. 9 9.44 : l
spec. 10 10.9: 1
Compression pressure spec. 1,3,5,9 11 .2 - 12.6 bar (165 - 185 lb/in 2)
-
spec. 2,4,6,1,8 10.2 - l 1 .6 bar ( l 5 0 - 170 1b/inL)
spec. 10 11.5 - 13.0bar(170- 190lb/in 2 )
Engine number location O n tap of cylinder block adjacent

to starter mounting
Engine belt tensiorlr - Toothed timing belt, using Burroughs gauge port number
..-,.,.---- ~ ~- j93
~ u u u ~ u u 90
m ,.-m- ,--n-.
, u n i n coia (OW t / Z U - L ) See Section EA .8.
.I '
'Total movement I
( - Alternator 'V' belt 12 mm (0.5 in.) (4in.)
using mddernte
(
- Compressor 'V' belt 9 mm (0.35 in.) (3/8 in.)
finger pressure @/C)
\
on longest
be1t ~ n .
( - Power steering pump 12mm ( 0 5 in) (4in.)
( 'V' belt
CYLINDER HEAD
Material Aluminium alloy

Gasket Steel / Asbestos
Combustion Chamber Depth (nos. 1 & 4) 12.32-12.57mm(0.485-0.500 in)
APR 1987
SECTION TD A Page 5
CAMSHAFTS AND VALVE TIMING
* A l l cams are symnetrical w i n g closing

VALVES
Angle of valve seats and faces 45O

Head diameter - lnlet 35.47 - 35.65 mm (1 .396 - 1 .404 in.)
- Exhaust 30.73 - 30.91 - 1 .217 in.)
mm (1 .210
Stem diameter - lnlet & Exhoust 7.125 - 7.137 mm (0.2805 - 0.2810 in.)
Stem clearance i n guide - lnlet & exhaust 0.008 - 0.066 mm (0.0003 - 0.0018 in.)
Valve clearance (cold)

.
Spec. 1 ('D' Cam) - lnlet 0.10 - 0.15 mm (0.004 - 0.006 in.)
- Exhaust 0.20 - 0.25 mm (0.008 - 0.010 in.)
Spec2,3,4,5,6,7,8,9
10
- lnlet 0.13 - 0.18 mm (0.005 - 0.007 in.)
- Exhaust 0.25 - 0.31 mm (0.010 - 0.012 in.)
Valve Seat Irserts

Bore i n head:
Standard - Inlet 37.235/37.260 mm. (1 .&/l.467 i n .)
- Exhaust 34.290/34.315 mm. (1.350/1.351 in.)
SECTION TO A
Valve seat irsert bore (cant .)
+0.025 mm (0.001 in) - lnlet 37.260/37.285 mm. (1 .467/1 -468 in.)

- Exhaust 34.315/34.340 mm. (1 .351/1 .352 in.)
+ 0.050 mm (0.002 in) - Inlet 37.285/37.315 mm. (1 .468/1 .469 in.)

- Exhaust 34.340/34.365 mm. (1 .352/1 .353 in.)
+0.127 mm (0.005 in) - lnlet 37.365/37,390 mm. (1.471/1 .472 in.)

- Exhaust 34.415/34.440 mm. (1 .355/1 .356 i n .)
Outside diameter of seat
Standard - Inlet 37.325/37.350 mm. (1 .4695/1 .4705 i n . )

- Exhaust 34.380/34.405 mm. (1 .3535/1 .3545 i n .)
+ 0.025 mm (0.001 in) - lnlet 37.350/37.375 mm. (1.4705/1 .4715 i n .)
- txhaust 34.405/34.430 mm, (1.1345/1 .3555 in.)
+ 0.050 mm (0.002 in) - lnlet 37.375/37.400 mm. (1.4715/1 .4725 in.)
- Exhaust 34.430/34.455 mm. (1 .3555/1 .3565 in.)
+ 0.127mm (0.005 in) - lnlet 37.450/37.475 mm.. (1 .4745/1 .4755 i n.)
- Exhaust 34.505f34.530 mm. (1 .3585/1 .3595 in.)
Valve Springs
Type Dual
Free LE?I Tth I Rate

Inner Outer I Inner Outer
l I
A l l 907 engines p l u s
912 up t o eng. no. 18104
37.5 m
(1.48 i n )
46.9m
(1.85 i n )
10.7kg/an
(60 l b / i n )
I 22.4kg/an
(126 l b / i n )
l
912 engines 18105 a1 42.2 m
(1.66 i n )
48.5mn
(1.91 i n )
ll.Okg/m
(61.5 l b / i n )
l 22.5kg/an
(126 l b / i n )
I
SECTION 7 0 A Page 7
Valve Guides
Length - Inlet 53.34 mm. (2.100 in.)

- Exhaust 53.34 mm. (2.100 in.)
Internal diameter (to ream after fittin g ) 7.145 -.7.170 mm. (0.2813 - 0.2823 in.)
Bore i n head - Inlet and Exhaust
Standard 11.915 - 11.925 mm. (0.4690- 0.4695 in.)
+0.025 mm. (0.001 in.) 11.940- 11.950mm. (0.4700- 0.4705 in.)

+ 0.050 mm. (0.002 in.) 11 .965 - 11 .975 mm. (0.4710 - 0.4715 in.)
+0.127 mm. (0.005 in.) 12.040 - 12.050mm. (0.4740 - 0.4745 in..)
Oukide diameter of guide
Standard 11.940 - 11 .950 mm. (0.4700 - 0.4705 in.)
+0,025 mm. (0.001 in.) 11 .965 - 11 .975 mm. (0.4710 - 0.4715 in.)
+ 0.050 mm. (0.002 in.) 11 .990 - 12.000 mm. (0.4720 - 0.4725 in.)
+0.127 mm. (0.005 in.) 12.065 - 12.080 mm. (0.4750 - 0.4755 in.)
Camshafts
End float - Dimemion 0.03-0.20 mm. (0.001 - 0.008 in.)
- Controlled by Selective thrust washers
Running clearonce (except front) 0.050 - 0.090 mm (0.0020 - 0.0035 in.)
(front only) 0.075 - 0.115 mm (0.0030 - 0.0040 in)
Cam Followers
Bore i n camshaft hovsings 34.925 - 34.940 mm. (1.3750 - 1.3756 in.)
Outside diameter 34.904 - 34.912 mm. (1.3742 - 1.3745 in.)
Auxil iary Shaft

Running clearance 0.025 - 0.065 mm. (0.0009 - 0.0025 in.)
End fleat 0.013 - 0.038 mm. (0.0005 - 0.0015 in.)
APR 1987
3
l
Crankshaft
klance (inc. flywheel and clutch) Within 15 gr .cm. (0.2 oz.in.)

Diameter - Main journal (No.1 . to 4 inc.) 63.487 - 63.51 3 mm. (2.4995 - 2.5005 i n.)
- Main journal (No. 63.500 - 63.51 3 mm. (2.5000 - 2.5005 i n.)
- Crankpin
5 only)
50.736 - 50.762 mm. (1.9975 - l .W85 in.) 1
End float - Dimension 0.08 - 0.20 mm. (0.003 - 0.008 in.) l
- Max wear l i m i t 0.30 mm. (0.012 in.)

- Controlled by Selective thrust washers on rear main
bearing
Bearings (main) - Number 5
- Type Steel backed, leaded bronze

- Static clearance* 0.013 - 0.056 mm. (0.0005 - 0.0022 in.)
Max. undersize for regrind 0.508 mm. (0.0200 in.)
* Bearing cleamnce i s measured with Plastigage.
MMN BEARING SHELL CWIGURATI(X\I

->
ENGINE MAIN BEARING NUMBER
TYPE FRONT CENTRE REAR
1
A
.
3
b 3 1 -
r,
907 E l i t e / E c l a t UPPER G r o o v e / H o l e Groove/Hole Groove/Hole Grme/Hole Growe/Hole

9 0 7 Esprit w i t h
NON X - d r i l l e d
crank ID&TB G r o w e / H o l e Grwve/Hole Grme/Hole Groove/Hole Groove/Hole
907 Esprit w i t h UPPER G r o o v e / H o l e Groove/Hole Groove/Hole Groove/Hole Groove/Hole

X - d r i l l e d crank
9 1 2 Esprit
ID&TB P l a i n Plain Plain Plain Plain
912 E l i t e / E c l a t UPPER G r o o v e / H o l e Groave/Hole Plain/Hole Grme/Hole Groove/Hole

912 Excel w i t h -
NON X - d r illed
crank LXIWER G r o o v e / H o l e Grwve/Hole Plain Groove/Hole Groove/Hole
912 Excel w i t h UPPER G r o o v e / H o l e Groove/Hole Plain/Hole Groove/Hole Grme/Hole

X - d r i l l e d crank
912 Esprit HC
I D E R Plain Plain Plain Plain Plain
I
APR 1987
SECTION T D A Page 9
Flywheel (fixed)
rvwn lull our \tuss~us,
I\
.. .
.n In
,-- -
,.,.l . \
Starter ring gear - run out - lateral 0.41 mm. (0.016 in.)
- mdiol 0.15 mm. (0.005 in.)
Flexplate Flywheel
Max. run out (radial) 0.10 mm. (0.007 in.)
Max. run out (lateml) at clutch face 0.13 mm. (0.005 in.)
Connecting Rod
Type 'I' section

Material Steel forging
Distance between centres 139.70 mm. (5 5 0 0 i n.)
- 0.25 mm. (0.001 in.)
Bearings (big end) - 'Type Steel backed, leaded bronze
- Static clearance * 0.025 - 0.081 rnm.(0.0010- 0.0032 in.)
- End f l m t on cmnkpin 0.10- 0.25 mm. (0.004- OD10 in.)
Small end bore (bushed) 25.405/25.410 mm. ( l .W02 - 1 .00W in.)
Permissable weight variation between rods 2 grammes (in any set)
* Bearing clearance i s measured with Plastigoge
Gudgeon (Piston) Pin
Type Fvlly floating

Location Circlips
Diameter 25.40 mm. (1 .00 in.)
Class of f i t Finger push f i t at 2 0 ' ~ (68O F)
Piston and Liner
Piston - Type Solid skirt

- Material - 907/912 Die-cost aluminium alloy
Forged aluminium alloy
Page 10 SECTION TD A
Piston - (Cont .) Identification
2 0 LITRE 907 '0 LITRE 907

95:lCR 84:lW
I///////////////////////I
m m Fl cl
2 2 UTRE 912 22LITRE 910 2 2 LITRE 9 l O

1 0 9 1 ~ ~ 751 CR eoiw
- Rings 2 compression, 1 o i l coritrol l

- Diameter 907 - grade 'A' 95 .l 66/95.179 mm (3.7467/3.7472 in)
907 - gmde 'B' 95 .l 79/95 .l 92 mm (3.7472/3.7477 in)
91 2 Std - grade 'A' 95 .l 48/95 .l 61 mm (3.7460/3.7465 in)
912 Std - grade 'B' 95.161/95.174 mm (3.7465/3.7470 in)
912 HC - grade 'A' 95.205/95.219 mm (3.7482/3.7488 in)
912 HC - grade 'B' 95.21 7/95.231 mm (3.7487/3.7493 in) 1
- Grade diameter - 907/912 Std 15 mm (0.6 in) up from skirt edge
- 912 HC 10.2mm (0.4 in) up from skirt edge pin axis 1
- Gudgeon pin bore offset 907/912 Std 1 .52 mm (0.060 in) towards thrust face
912 HC 1 .50 mm (0.059 i n ) towards thrust foce
- Permissable weight variation
between pistons 907/912 std 3.5 grammes
912 HC 3 .O grammes
- Ring gap 907/912 Std - top 0.38/0.51 mm (0.015/0.020 in)
- second 0.48/0.61 mm (0.01 9/0.024 in)
- scraper (rails) 0.38/1 -14 mm (0.015/0.045 in)
912 HC - top 8 second 0.40/0.65 mm (0.016/0.026 in)
APR 1987 - o i l control 0.30/0.60 nlrn (0.01 2/0.024 in)

11,
SECTION T D A Page 1 1
Piston (cont .)
-Piston ring to groove clearance
907/912 Std - Compression 0.038/0.089 mm (0.001- 5/0.0035
. . - - - - in) .
- vli conlroi V.VIJO,V.V.~*I I~SIII V . V V - ~ $OS,
\ V . V V S ~
912 HC - Compression 0.040/0.072 mm (0.001 6/0.0028 in)

- O i l control 0.020/0.052 mm (0.0008/0.0020 in)
Cylinder Liner - Type Wet, slip f i t
- Material - 907/912 Std Cast Iron
-912 HC Nikosil coated, forged aluminium alloy
- Internal diameter
- 907/912 Std Measured 50mm from top across thrust axis
Grade 'A' 95.275/95.288 mm (3.751 0/3.7515 in)
Grode 'B' 95.288/95.308 mm (3.7515/3.7520 in)
- 912 HC Measured 70mm from top across thrust axis
Grade 'A' 95.255/95.269 mm (3.7502/3.7507 in)
Grade 'B' 95.267/95.281 mm (3.7507/3.7512 in)
- Fitted height above block - 907/912 Std 0.10/0.15 mm (0.004/0.006 in)
('nip') up to engine number 12477
0.025/0.13 mm (0.001/0.0% in)
from engine number 12478
- 912 HC minus 0.025 to + 0.050mm
(minus 0.001 to + 0.002 in)
- Permissable variation between linen 0.03 mm (0.001 in)
- Piston clearance i n cylinder liner 907 0.~0/0.13mm (0.004/0.005 in)
912 Std 0.11/0.15mm (0.005/0.006 in)
912 H C 0.05/0.08mm (0.002/0 .003 in)
Lubrication System
O i l pressure under normal running condition (hot)

a). Not below 5 lb/sq.in. (0.35 kg ./sq .cm .) at idle speed
b). Not below 35 lb/sq.in. (2.5 kg./sq .cm.) at 3,500 rpm
c). Not below 45 lb/sq.in. (3.2 kg./sq .cm.) at 6,500 rpm
Filter Full-flow, disposable canister

type with anti-flow back valve)
Pump - type Eccentric rotor
- Drive Toothed belt
- Rotor /annulvs tip clearance 0.05 - 0.15 - 0.006 in)
mm (0.002
- Annirlus end float 0.03 - 0.08 mm (0.001 - 0.003 in)
- Rotor end float. 0.06 - 0.09 mm (0.0025 - 0.0035 in)
- Annulus to housing clearance 0.18 - 0.30 mm (0.007 - 0.012 in)
APR 1987 Dipstick tube standout from M.B .P.
FUEL s y s m Dellorto 3irburettors
-
Elite) Excel HC
rElnual (euto I
Excel HC Esprit
S3HCl
spec 1 spec 3 sp2c 5 spec 9 spec 10 / spec 10 / spec 1 0 l

Carburettor Type ( 2 o f f ) DHLA 45E DHLA 45E DHA 45E DHLA 45D DHLA 45D DHLA45D
Lotus P a r t No. (Front) B907E0789W D907E0789W E9117E0789F A912E9207F A91239226 A912E2336F
(Rear ) B907E0790W D907E0790W E9117E0790W A912E9227 A912E2337F
Tag No. (Front ) - - 5295A 5324A 5395A
(Rear) - - 52'34P 53231) 5324P 5394P
Paint Spot on 'Dellorto' - - Grl33-I Black Black
Choke 38 mn 35 m 36 mn 37 m 37 mn 37 mn
Main Jet 142 130 1613 160 135 135
Main Air Corrector Jet 110 110 2311 230 230
Main Emulsion Tube 7772-5 7772-5 7772-8 7772-8 7772-8
Idle Jet 55L 56 50 58 55
Idle Jet Holder
Float Weight
Float S e t t i n g Height imn)
Float Needle Valve
Pmp Jet
starter Jet
S t a r t e r Emulsion Tube
p m e r Jet
S l m Running Speed frpn)
Idle CO Level (hot )
SECTION 7 0 A Page 13
Zenith Carburettars
- ...-,--.--, ,
8 ype ~IVI~IUGU L"""" .,U, .W d.. \'..V,
Needle BIDK
Spring Colour Blue
Damper Q i l SAE 20W/50
Latvs part number - Spec 2 front B907E0791W
rear B907E0792W
- Spec 4,6,7,8 front C907E0791F*
rear C907E0792F*
* Red paint spot on air valve housing. These corbs are to the same
specification as the B prefix cork, except for the inclusion of internal/
external float vent valves.
Fast idle setting (engine w a n )

- Spec 2 2.16 - 2.41 mm. (0.085 - 0.095 in.)
between starter cam and screw
head i n 'off' position
- Spec 4,6,7,8 1.27 mm. (0.050 in.)
Slow running speed 950 - l000 rpm
Idle CO level (normal running temperature)

- Spec 2 (withcxtt air injection) 2.5 - 4.0 % CO
- Spec 4, 6 This must be checked with the air injection
disconnected and a reading taken via a
sample pipe before the catalyst. To
disconnect the air injection remove the air
outlet hose (between outlet and non-return
valve) from the air pump, and blank aff
the hose. Adaptor and sample pipe -
Port No. TOOOT0321A. Blanking plug
-
(for air hose) Part No. TOT0322A
Setting 3.5 - 4.5% CO
- Spec 7 with air pump (and no catalyst)
-
Tailpipe idle check less than 1 .b%
C.O. with air on, 2.0 3.5% C.O. -
with air aff.
- Spec 7 With p"lse air injection system
Upstream of catalyst 0.2 1 .W C.O.-
AQR 4987
I
S%&:?iON?D A Page 14
I G N I T I O N SYSTEM
Type - Spec 1,2,3,4,5,6 Coil and Distributor

- Spec 7, 8, 9 (Esprit up Coil and distributor with infm-red solid
to 1983. Not Excel) state 'Lumenition' system.
- Spec 9 (Esprit 1983 on Coil and distributor with Lucas
and Excel only) Constant Energy System
Number 1 cylinder Toward front

Ignition advance control Fully automatic
Sprking plugs:
With Lucas ignition leods 1,3,5- spec NGK BP6ES
- spec 2,4,6,7 NGK BP5ES
With N G K ignition leads -spec 1,3,5,9 N GK BPR6ES
-spec 2,4,6,7,8 NGK BPR5ES
- spec 10 NGK BPR7ES
- l ,
+yuan p v y yuy -
..g . . ut-nra
r n n t a t GUII~UCG
, m ,.
v."
,
IIIIII.
,- ,.*- . \
\ v . v L ~ 1) 8 t . j
- with high energy ignition 0.9 mm. (0.035 in.)
DISTRIBUTOR 6 IGNITICN T W G ( A l l f i q u r e s + 2O)
Idle C e n t r i f u g a l Advance
Static Speed Characteristics
Vacuum Igniticn Ignition (vacuum disconnected)
Distributor Capsule Timing Timing crank" I g n i t i o n Timing
WF (crank" ) BTCC BPLT crank rpn -
+ 2" t o k set a t
Splc 1 25D 8' 12O 4" H o w 1,000 nil 28" BTIX: @

(41584) Retard 2,000 8' 3,500 -
4,000 rpn
3,000 16" (vacurn d i s m e d e d )
Spec 2 250 8' 8" 0' as Spec 1 24' BTCC @
(41584) Retard 3,500 -
4,000 rpn
(vacuum d i s m r u ~ e c t e d )
Spec 3 25D blanked 16" 16" as Spec 1 32 - 34' BTCC @
(41584) off 3,500 - 4,000 rpn
(vacuum dismnneded)
Spec 4,6 250 8' 8" 0" Below 1,000 n i l 22 - 24" 6TCC @
(41634A) Retard 2,000 8" 3,000 rpn
45D 4,000 18" (vacuum disconnected)
(41626 ) 5,000 22"
Spec 5 2304 or 430 - 9* -

6,000
as Spec 1
26"
25" BTCC @
(416231 3,500 - 4,000 r p n
Spec 7,8 45D (41626) 8' 10D 2" a s Spec 4,6 24 -26' BTCC @
with Retard 3,000 rpn
Lunwition (vacuum d i s c o n n e d e d )
Spr 9 43D w i t h - 9" - as Spec 1 25' BTCC @

Lmition
or Constant
3,500 -
4,000 rpn
herqv Iqn.
Spec 10 450 (419461 22" loo 10n as Spec 1 10" B T X @ h o t i d l e
Crmstant Pdvance (hot ) 950 +50 rpn
hergy ~ g n .
F D W
APR 1987
SECTION TD A Page 75
Distributor
Direction of rotation (from drive end) Clockwise

Drive Offset dog
Contact breuker gap (where fitted) 0.35 - 0.40 mm. (0.014 - 0.076 in.)
Contact breaker spring tension 0.51 - 0.68 kg.f. (18 - 24 0z.f.)
(measured at contact points)
Cam dwell angle
- 25D, 231) 60o -
o+
+ 30 changed during 1978 to
64 - 30
52o -
+ 40 changed during 1978 to
60o -
+ 0
3
180°, 270 , - l
O + O
Firing angles oO, 90°,
Capacitor value 0.1 8 - 0.23 Microfamd
Cooling System
TYpe Centrifugal pump and electric fan
2 2 2 2
Header tank cap relief valve pressure 0.7kdcm ( l Olb/in ) or 1 .lkg/crn (15lb/in )
Thermostot - (Temperate climates) 82'~
- (High ambient temperatures) 74Oc
lmpellor vanes to water pump housing 907 : 0.50 - 0.75 mm (0.020 - 0.030 in)
cleamnce 912 : 0.25 - 0.40 mm (0.010 - 0.016 in)
Cooling system anti-freeze/inhibitor 'Shell Safe'or Union Carbide 'IJT 184'
(year round) minimum 25% maximum 60%
APR 1987
TORQUE LOADING FIGURES
ENGINE kgf .m Ibf .ft
Cylinder head (tighten cold)

both pain (front and rear) nuk (oiled thread) 9.7 70
3 pain (in middle) riuts (oiled threads) 10.4 75
Sparking plugs 3.3 - 3.9 24 - 28
Camshaft coven 0.40 - 0.55 3 - 4
Camshaft housing 1.9 - 2.2 14 - 16
Camshaft sprockets 3.5 25
Main bearing housing - 907 - 12mm 7.6 55
(oiled threads) - 912 - 12mm 9.0 65
- 907/912 - 8mm 1.9 - 2.2 14 - 16
r
W," ,,:..L-PI
,.
>.S">,
1 8...
r-,.-, O i l
- * -
- Q 7
- .. 51) - Ail
Connecting rod (big end) caps (oiled thread) 11.6 - 11 .9 84 - 86

Fixed Flywheel - 907/912 6.5 - 6.8 47 - 49
Flexplate flywheel (inc. auto flexplate) 7.6 55
Clutch assembly 2.3 - 2.6 17 - 19
Torque convertor to flexplate 3.5 25
O i l sump to main bearing housing - 907 1.0 - 1.1 7 - 8
O i l sump to main bearing housing - 912 2.2 -2.5 16 - 18
Auxiliary housing to cylinder block 1.8 - 2.1 13 - 15
Auxiliary shaft sprocket 3.5 25
O i l pick-up pipe union 7.6 55
Retaining nut (belt teraior~er) 3.5 - 4.2 25 - 30
A l l bther 6mm nuts or setscrews 1.0 -1.1 7 - 8
Stud - Cylinder head to cylinder block - 12mm 4.1 30
- Main bearing housing - 8mm 1.7 12
- Main bearing housing - 12mm 5 .5 40
- Cormhaft homing to cylinder head - 8mm 1.7 12
- Sump to main bearing housing - 6mm 0.7 5
- A l l other non-specified 8mm studs 1.7 12
Exhaust manifold to cylinder head 1.9 - 2.2 14 - 16
Inlet moniflod to cylinder head 1.9 - 2.2 14 - 16
Banjo bolt (fuel line to carburettors) 2.2 16
Purge pump thermal switch 2 .l 15
APR 1987
Page 1
SECTION T D B
TECHNICAL DATA
SECTION TD B - ENGINE TYPE 910
Page
Engine Number 2
Engine Specification 3
Cylinder Head 3
Camshafts &Valve Timing 4
Valve Gear 4 to 6
Auxiliary Shaft 6
Crankshaft 6
Main Bearing Configuration 6
Flywheel 7
Connecting Rod 7
Gudgeon Pin 7
Piston & Liner 7/8
Lubrication System 8
Dellorto Carburettor 9
Ignition System 9/10
Torque Settings 11
DEC 1986
Page 2 SECTION TD B
Before commerlcing work on arly Lotus engine, first check the engine number and
prefix letters to establish the engine specification. This rwmber i s stamped on the
ri g ht hand rear of the cylinder block, above the starter motor, and i s duplicated
gn the vehicle identification plate fixed to either the right or left hand inner
wheelarch under the front bonnet.
Example
A = Japan
C = Europe
F = SwededAustraI ia/Swiherland
H = Canada/49 States N. America
J = California
L = 50-States N. America
Engine Equipment
C = Standard
D = A i r Conditioning
A = High Compression
P = High Compression / Air Conditioning
Wet Surn~Introduction
From 1980 until late 1981/eorly 1982, a l l Turbo Esprit engines (type 910) were built with
a 'dry sump' lubrication system. Can not fittedwith air conditioning were changed to
a 'wet sump' configuration i n late 1981, followed by air conditioned cars i n early 1982.
Wet sump introductory VIN1sare as follows:
Domestic heater 82D1193

Domestic air conditioning 82D1261
ROW (air conditioning) 82 A/E/G/H/S 0399
A l l Federal cars are wet sump.
DEC ?g86
SECTION TD B Page 3
ENGINE
Type designation
MUX. rpm or engtne
No. of cylinders
Firing order
Capoci ty 21 74cc (132.6 cu.in .)
Stroke 76.2mm (3.00 in.)
Bore (nominal) 95.29mm (3.75 in.)
Compression mtio - Std. 7.5 : 1
- H.C. 8.0 : 1
Compression pressure - Std. 8.8 bar (l30 lb/inz) minimum
2
- H.C. 9.5 bar (140 lb/in ) minimum
2
Maximum boost pressure - Std. 0.55 bar (8.0 lb/in )
2
- H.C. 0.65 bar (9.5 lb/in )
Engine number location On top rear of cylinder block near
starter mounting
Engine belt tensiow - Toothed timing belt, using Burroughs gauge port number
TO0OG0025Jr 90 - 95 units cold (60°~/200c) See Section EA.9.
( - Alternator 'V' belt 12 mm (0.5 in.) (4in.)
Total movement (
using modemte (
- Compressor 'V' belt )
finger pressure A/C )
on longest
(
(
- Vacuum Pump 'V' belt ) 9 mm (0.35 in.) (3/8 in.)
belt run. ( - A i r Pump 'V' belt
)
1
(
CYLINDER HEAD
Material Aluminiumalloy
Gasket Steel/asbestos
Combustion chamber depth (nos. 1 8 4) 12.19,- 12.57 mm (0.485 - 0.500 in.)

Page 4 SECTION T D B
CAMHAFTS AND VALVE TIMING
Identif. Duration Inlet Exhaust

Cam Type on shank (crank M.O.P. Cam
Designation between degrees ) ATDC* Pulley
pulley & Timing Timing
Spec.No. cam hsg. Lift Dot
Domestic
& Export
107 777.... 252' 0.378" 104O green 104" 1
green
USA
(Carb)
107 777.. .. 252" 0.378" 110' red 1.04' 1 green 1
USA 107 777.. .. 252" 0.378" 110' red
(HCI)
* A11 cams are symmetrical operiing/closing
VALVES
--
-
Angle of valve seats and faces 4 9

Head diameter - lnlet 35.47 - 35.65 mm (1 -396 - 1 .4W in.)
- Exhaust 30.70 - 30.90 mm (1.209 - 1.217 in.)
Stem diameter - lnlet 7.125 - 7.137mm (0.2805 - 0.2810 in.)
- Exhaust 7.955 - 7.970 mm (0.3132 - 0.3138 in.)
Stem clearance i n guide - lnlet 0.008 - 0.046 mm (0.0003 - 0.0018 in.)
- Exhaust 0.030 - 0.070 mm (0.0012 - 0.0027 in.)
Valve clearance (cold) - lnlet 0.13 - 0,18 mm (0.005 - 0.007 in.)
- Exhaust 0.25 - 0.31 mm (0.010- 0.012 in.)
Valve Seat Irserts

Bore i n head:
Standard - Inlet 37.235/37.260 mm. (1.466/1 -467 i n.)
- Exhaust 34.290/34.315 mm. (1.350/1 .351 in.)
+0.025 mm (0.001 in) - lnlet 37.260/37.285 mm. (1.467/1.468 in.)
- Exhaust 34.315/34.340 mm. (1 .351/1 .352 in.)
+0.050 mm (0.002 in) - lnlet 37.285/37.315 mm. (1.468/1 .469 in.)
- Exhaust 34.340/34.365 mm. (1.352/1 .353 in.)
+0.127 mm (0.005 in) - lnlet 37.365/37.390 mm. (1.471/1 .472 in,)
- Exhaust 34.41 5/34.440 mm. (1.355/1 .356 i n.)
SECTION TD B Page 5
Ol~tsidediameter of seat
.>tUI1UI11U - llllel
- Exhaust 34.380/34.405 mm. (1 .3535/1 -3545 in.)

+ 0.025 mm (0.001 in) - lnlet 37.350/37.375 mm. (1.4705/1 .4715 i n .)
- Exhaust 34.405/34.430 mm. (1 .l345/1 .3555 i n. )
+ 0.050 mm (0.002 in) - Inlet 37.375/37.400 mm. (1 .4715/1 -4725 i n .)
- Exhaust 34.430/34.455 mm. (1 .3555/1 .3565 i n .)
+ 0.127mm (0.005 in) - Inlet 37.450/37.475 mm.. (1 .4745/1 .4755 i n .)

- Exhaust 34.505/34.530 mm. (1 .3585/1 .3595 in.)
Valve Springs
Type
Dual
I Free Length I Rate I

Inner Outer Inner
42.2 mm 48.5 mm 11.0 kg/m 22.5 kg/cm

(1.66 in.) (1.91 in.) (61.5 1b/i,n) (126 1b/i,n)
FDlAiLD/l
Valve Guides
Length - Inlet and Exhai~st 53.34 mm, (2.100 in.)

Internal diameter (to ream after fittin g ) - lnlet 7.145 - 7.170 mm. (0.281 3 - 0.2823 i n .)
- Exhoust8.000 -8.025 mm. (0.3150 - 0.3159 in.)
Bore i n head - lnlet and Exhaust
Standard 11 -915 - 11.925 mm. (0.4690 - 0.4695 in.)
+0.025 mm. (0.001 in.) 11.940 - 11.950mm. (0,4700- 0.4705 in.)
+ 0.050 mm. (0.002 in.) 11 .965 - 11 -975 mm. (0.4710 - 0.4715 in.)
+ 0.127 mm. (0.005 in.) 12.040 - 12.050mm. (0.4740 - 0.4745 in.)
Outside diameter o f guide

Standard l 1 .940- 11 .950 mm, (0,4700 - 0.4705 in.)
+ 0.025 mm. (0.001 in.) 11.965 - 11 .975 mm. (0.4710 - 0.4715 in.)
+ 0.050 mm. (0.002 in.) 11.990 - 12.000 mm. (0.4-720 - 0.4725 in.)
+0.127mm. (0.005 in.) 12.065 - 12.080 mm. (0.4750 - 0.4755 in.)
i. DEE; G8G
Page 6 SECTION TD B
Camshafts
End Float - Dimetxion 0.03 - 0.20 mm. (0.001 - 0.008 in.)
- Controlled by Selective thrust washers
Runnicngclearance (except front) 0.050 - 0.090 mm (0.0020 - 0.0035 in.)
(front only) 0.075 - 0.115 mm (0.0030 - 0.0040 in.)
Cam Fol lowers
Bore i n camshaft housings 34.925 - 34,940 mm. (1.3750 - 1,3756 i n.)
Outside diameter 34.904 - 34.912 mm. (1 .S742 - 1 .3745 in.)
AUXILIARY SHAFT
R~~nning
Clearance 0,025 -0.065 mm. (0.0009 - 0.0025 iri.)
End Float 0.013 - 0.038 mm. (0.0005 - 0.0015 in.)
CRANKSHAFT
Balance (inc. flywheel and clutch) Within 15 gr.cm. (0.2 oz.in.)

ulameter - Maln lournal (N0.l .to 4 inc.) 63.487 - 63.513 mm. (2.4995 - 2.5005 in.)
- Main journal (No. 5 only) 63 3 0 0 - 63.51 3 mm. (2 5000 - 2 3005 i n.)
- Crankpin 50.736 - 50.762 mm. (1.9975 - 1.9985 in.)
End float - Dimemion 0.08 - 0.20 mm. (0.003 - 0.008 in.)
- Controlled by Selective thrust washers on rear main bearing
8cc:I-3 (xcln)- ?!vmba;. c
J
- Type Steel backed, leaded bronze

- Static clearance* 0,013 - 0.056 mm. (0.0005 - 0.0022 in.)
Mac. undersize for regrind 0.508 mm. (0.0200 in.)
S Bearing clearance i s measured with Piastigoge.
W I N BEARING CONFIGURATION
-
ENGINE FRONT CENTRE REAR
TYPE 1 2 3 4 5
910 Turbo Upper Groove/ Groove/ Plain/ Groove/ Groove/

Hole Hole Hole Hole Hole
Drymet Sump Lower Plain Plain Plain Plain Plairi

4
SECTION T D B Page 7
FLYWHEEL
Max. axial run-out over clutch face 0.05 mm. (0.002 in.)
Ph*ILICPTlhlc Dr\n
Type 'I' section

Material Steel forging
Distance between centres 139.70 mm. (5.500 i n.)
+
- 0.25 mm. (0.001 in.)
Bearings (big end) - Type Steel backed, leaded bronze
- Stotic clearance * 0.025 - 0.081 mm. (0.0010 -. 0.0032 in.)
- End float on crankpin 0.10 - 0.25 mm. (0.004 - 0.010 in.)
Small end bore (bushed) 25.405/25.410 mm. (1 .0002 - 1.0004 in .)
Permissoble weight variationbehveen rods 2 grammes (in any set)
* Bearing clearance is measured withPlastigage
GUDGEON PIN
Type Fully floating

Location Circlips
Diameter 25.40 mm. (1.OO in.)
Class of f i t Finger pushfit at20°c (68'~)
PISTON AND LINER
Piston - Type Sol id skirt

- Material Aluminium alloy
- Rings 2 compression, 1 o i l control
- Diameter 91 0 Std - grade 'A' 95.148/95 .l61 mm (3.7460/3.7465 in)
91 0 Std - gmde 'B' 95.161/95.174 mm (3.7465/3.7470 in)
91 0 HC - grade 'A' 95.205/95.219 mm (3.7482/3.7488 in)
91 0 HC - gmde 'B' 95.21 7/95.231 mm (3.7487/3.7493 in)
- Grade diameter - 910 Std 15 mm (0.6 in) up from skirt edge
- 910 HC 10.2mm (0.4 in) up from skirt edge pi 1
n axis
900
- Gudgeon pin bore offset - 910 Std 1.52 mm (0.060 in) towards thrust face
- 910HC Zero
DEG 1986 - between

Permissable weight variation
pistons 3 grammes
Page 8 SECTION TD B
- Ring gap 91 0 Std . - top 0.38/0.51 mm (0.015/0.020 in)

- second 0.48/0.61 mm (0.01 9/0.024 in)
-scraper (rails) O.38/1 . l 4 mm (0.015/0.045 in)
910 HC - top 8. second 0.40/0.65 mm (0.016/0.026 in)

-0i4control 0.30/0.60mm(0.012/0.024in)
-Piston ring to groove clearance
910 Std. - Cornpression0.038/0.089 mm (0.0015/0.0035 in)
- O i l control 0.038/0.064 mm (0.001 5/0.0025 in)
91 0 HC -
Compression0.040/0.072 mm (0.001 6/0.0028 in)
- O i l control 0.020/0.052 mm (0.0008/0.0020 in)
Cylinder Liner - Type Wet, slip f i t
- Material - 91 0 Std. Cast Iron
- 91 0 HC Nikosil coated, forged aluminium alloy
- Internal diameter
.- 910 Std. Measured 50mm from top across thrust axis
Grade 'A' 95.275/95.288 mm (3.751 0/3.2515 in)
Grade 'B' 95.288/95.308 mm (3.751 5/3.7520 in)
- 910 HC Measured 70mm frorn top across thrust axis
-. -.- - *.A. l
-
. - ----, . - - - . ....., 17
OK 7 K K /OK 'LA0
,- ..7 K- n--, - ..7K117
7 /7 - .:..I. .,
-,
Grade 'B' 95.267/95.281 mm (3.7507f3.7512 in)

- Fitted height above block - 910 Std. 0.025/0.13 mm (0.001/0.005 in)
('ni p 1)
- 910 HC minus 0.025 to + 0.050mm
(mi nus 0.001 to + 0.002 in)
- Permissable variation between liners 0.03 mm (0.001 in)
- Piston clearance i n cylinder liner 910 Std. 0.11/0.15 mm (0.005/0.006 in)
910 HC 0.048/0.076 mm (0.002/0.003 in)
LUBRICATION SYSTEM
Minimum oil pressure under normal working conditions (hot);
Wet Surnp !?!Y&f?
!l
2 2
- a t idle speed 5 lb/in2 (0.35 kg/cm2) 5 lb/in (0.35 kg/cm )
- at 3;500 rpm 35 (2.5) 40 (2 -8)
- at 6,500 rpm 45 (3.2) 50 (3.6)
Filter Full flow disposable canister type
with onti-flow back valve
Dry Sump
Pump - VPe Eccentric rotor. 2 scavenge & 1 pressure
pump i n common unit driven by toothed be1t
Wet Sump
Pu mp v Pe Eccentric rotor. Driven by cam belt
- rotor/annulus tip clearance 0.05/0.15 mm (0.002/0.006 in)
- annulus end float 0.03/0.08 mm (0.001/0.003 in)
- rotor end float 0.06/0.09 mm (0.0025/0.0035 in)
-~nnulustohousingclearance 0.18/0.30mm(0.007/0.012in)
DEC 1986
SECTION T D B Page 9
-----. - -- --.- - - - - - - . -
- - - - - - m - - - - - - ....-- ..L: -, v.----&: - 1 rlcn I
Export ' S t d ' Export 'HC'
C a r b u r e t t o r Type ( 2 o f f ) DHLA 40H DHLA 45M DHLA 45M

Tag N o . - Front 5322A 5390A
- Rear 5321P 5389P
L o t u s P a r t No. - F r o n t B910E0926F A910E6855F A910E6633
- Rear B910E0925F A910E6856F A910E6632
Choke 36 mm 35 mm 37 mm
Main J e t 185 160 165
Main A i r C o r r e c t o r J e t 200 180 2 30
Main E m u l s i o n Tube 7772- 12 7772- 14 7772- 13
I d l e Jet 40 58 52
I d l e Jet Holder 7850- 7 7850-9 7850-9
F l o a t Weight 8.59 8.5g 8.5g
F l o a t S e t t i n g Height 1 4 .5--15. 0mm 14.5-15.0mm 14.5-15.0mm
Needle Valve 200 200 200
Pump J e t 48H ( s p e c i a l ) 35 38H
S t a r t e r Jet 80 80 80
S t a r t e r E m u l s i o n Tube 7482-3 7482- 3 7482- 3
S l o w Running S p e e d 850 rpm 850-950 rpm 950 rpm
I d l e CO L e v e l ( h o t ) 1.0 + 0.5 % 1 . 0 + 0.5 % 0.8 %
Pump D e l i v e r y 7cc/?0 s t k s . 8cc/20 s t k s . 8cc/20 s t k s .
Power J e t Blank 110
Fuel D e l i v e r y P r e s s u r e 4.0 + 0.5 psi 4.0 + - 0.5 p s i 4.0 - 4.5 p s i
( a t i d l e speed)
-
FD~AAE/~
I G N I T I O N SYSTEM
Type - Domestic/ROW 1980 - early 1983 Coil and distribtitor with infra-red solid
state 'Lumenition' system
- 1983 on + Federal Coil anddistributor with Lucas 'Constant
Energy' ignition system
Number 1 cylinder Toward front
Sparking Plugs - Domestic/RoW (Std .) N G K BPR 6ES

- Federal B 'HC' NGK BPR 6EY
Spark Plug Gap 0.9 mm (0.035 in.)
Distributor
Direction of rotation (from drive end) Clockwise

Drive Offset dog
DEC 1986
Page 70 SECTION T D B
DISTRIBOTOK & IGNITION TIMING (all f i q u r e s + 2")
Market Distributor Vacuum S t a t i c Idle

TYP Capsule Ign. S W Characteristics Timing
crank o
Timing Ign .
Timing
m/ 43D - 12O 12" B d w 1,000 nil 28" @

Export Lumenition ETDC EPDC 2,000 8" 3,500/
Prior o r Lucas 3,000 16" 4,OOOrpn
'87 MY Constant
m=%'
USA 45DM4 18" l0 1D

Prior Lucas Advance m mu!
'86 MY Constant
(CKb) %=W
450N4 28O 15' 2,500 minus 3O Idle

Lucas Advance m 5,000 minus 6" (900 -
Crmstant 1000rpn)
m=%'
W
Export
I3el.m 1,000
2,000 l
n i l Hot Idle
11" (850 -
'87 MY
alward
-
5,000
1 950
DEC 1986
SECTION TD B Page I I
TORQUE LOADING FIGURES
ENGINE -
Ibf .ft
Cylinder heod (ti g hten cold)

both pairs (front and rear) nuts
3 pairs (in middle) nuts

Spork ing p1ugs
Camshaft coven
Camshaft housings
Camshaft sprockets
Main bearing housing - 12 mm (Dry Sump)
Main bearing housing - 12 mm (Wet Sump)
- 8mm
Crankshaft pulley
Connecting rod (big end) caps
Flywheel
Clutch Assembly
Oil sump to main beoring housing (all)

Auxiliary housing to cylinder block
Auxiliary shaft sprocket

Oil pick-up pipe union
Retaining nut (belt tensioner)
A l l other 6 mm nuts or setscrews

Stud - Cylinder head to cylinder block - 12 mm
- Main bearing housing - 8 mm
- Main bearing housing - 12 mm
- Camshaft housing to cylinder head - 8 mm
- Stlmp to main bearing housing
-Wastegate to adaptor ( l Omm)
A l l other non-specified 8mm studs
Exhaust manifold to cylinder head
Wastegate to adaptor
Inlet manifold to cylinder heod
Engine mounting legs to rubbers
h u n t i n g rubbers to chassis
SECTION TD D Page 7
TECHNICAL DATA
SECTION TD D - VEHICLE, ESPRIT S3 &TURBO
Page
-
Dimensions
Capacities
Suspension
.Steering
Clutch
Transmission
Cooling System
Brakes
Wheels B Tyres
Electrical Equipment
'Torqve Settings
DEC 1986
5-
SECTION T D D
DIMENSIONS
Ovemll Length (Series 3) 4225 mm (166.3 in.)

(Turbo) 4290 mm (169 in. )
& m l l Width 1860 mm (73.3 in.)
Ovemll Height (Series 3) 1111 mm (43.7in.)
(Turbo - European) 1118 mm (44.0in.)
(Turbo - Fedeml) 1130 mm (44.5 in.)
Wheelbase 2438 mm ( 96.0 in.)
Front Tmck (14 in. Wheels) 1544 mm (60.8 in.)
(15 in. Compomotive Wheels) 1536 mm ( 60.5 in.)
(1 5 in. BBS Wheels) 1524 mm (60.0 in.)
Rear Tmck 1554 mm ( 61 .2 in.)
Ground Clearance, Fedeml Spec. 146 mm ( 5.8 in.) approx
Below md. duct with
driver only
Turning Circle (between kerbs) 10.6 m (34 f t 9 i n )
Kerb Weight (Series 3 prior to '85 MY) l l 00 kg (2425 lb)
(with a/c) (Series 3 '85 MY on) 1130 kg (2492 lb)
(Turbo Dom/Exp prior '85 MY) 1200 kg (2645 lb)
PT..-L. n. r ...
... I U lnr Ir\r .~.-\ I mnc I t--rr\l 18 \
\'"#"V VV111/ p V4 #V\ I "41, 1LLJ hy \ L l V I I")
(Turbo USA) 1226 kg (2703 lb)

Gross Weight (Series 3) 1340 kg (2955 lb)
(Turbo Dom/Exp prior to '85 MY) 1389 kg (3063 lb)
(Turbo Dom/Exp '85 MY on) 1452 kg (3202 lb)
(Turbo USA) 1453 kg (3200 lb)
CAPACITIES
Except Dry Sump Turbo
Engine (inc. filter) - Dry 6.5 litre (11 .4 imp. pt. 13.7 U.S. pt.)
- Refill 5.4 litre ( 9.4 imp. pt. 11 - 4 U.S. pt.)
Difference between high and low 0.85 litre (1 .5 imp, pt. 1 - 8 U.S. pt,)
dipstick marks
Dry Sump Turbo
Engine (inc. filter) - Dry 6.5 litre (11 .4 imp. pt. 13.7 U.S. ~ t . )
- Refill 5.0 litre ( 8.8 imp. pt. 10.6 U.S. pt.)
Difference between high and low 1 .0 litre ( 1.8 imp. pt. 2.1 U.S. pt.)
dipstick marks
Transmission 2,25 litre (4.8 U.5. pt.)

Cooling System - Series 3 10.8 litre (19 imp. pt. 22.8 U.S. pt.)
12 litre (21 imp. pt.. 25 U.S. pt.)
Fuel Sy;tem - Series 3 67 litre (14.8 imp. gall. 17.7 U.S. gall..
- Turbo 86 litre (18.9 imp. 22.7 U.S. gall.)
SECTION TD D Page 3
SUSPENSION 7
Front(Prior to '85 M.Y.);

. - - -.:-LL-.--
v = . --4 tn,nc.rnvco
'?-v.-- l i n k r.rith inti-Pnll.
&-axial coil spring and telescopic damper.
Chassis height below chassis front crossmember 170 mm
for checking suspension geometry.
Camber '
0 30' negative * '0 15'
Castor 3 2 '
' 0 30' ( within '
0 30' side
to side)
+
Toe in 2mm overall - lmm
Steering Axis Inclination (K.P.I. '9 nominal
Front Hub Endfloat 0.08 - 0.13 mm (0.003 - 0.005 in.)
Front('85 M.Y.on);
Upper and lower wishbones. CO-axial coil spring and telescopic
damper.
Anti-roll bar.
Chassis height below chassis front crossmember 170 mm
for checking suspension geometry
Camber 0 30' negative
' ' '0 30'
Castor min ' 1 4 5 ; max '3
(within 0 30' side to side)
Toe in 1.6mm each side, + 0 - 1 mm

Steering Axis Inclination (K.P.I. ) go 23' nominal
Front Hub Endfloat 0.05mm (0.002 in) maximum
Rear: Upper and lower transverse link with box section trailing
radius arm.
CO-axial coil spring and damper
Chassis height below rear lower link chassis 170 mm
brackets for checking geometry
Camber '
0 30' negative 2 '
0 15'
+
Toe in 1.5mm each side - 0.5 mm
STEERING
Type Manual rack and pinion with energy

absorbing collapsible steering
column
Turns, lock to lock
DEC 1986
Page 4
CLUTCH
Single dry plate,

Diaphmgm spring
Release mechanism Hydraulic
Master cylinder bore diameter (not LHD 53) 15.88 mm (0.625 in.)
LHD S3 17.78 mm (0.700 in.)
Slave cylinder bore diameter 22.23 mm (0.875 in.)
-
Friction plate diameter S3 - 216 mm (8.5 in.)
Turbo - 241 mm (9.5 in.)
-
Number o f springs 6
-
Free Play at release lever S3 (prior to '85) 3 mm (0.12 in.)
- S3 ('85 on) B Turbo Self adjusting slave c y linder
TRANSMISSION
Type .
Manual 5 forward gears (all
syncromesh) and reverse
i Gear I Internal
Ratio
Speed i n mph (kph) per 1000 rpm
14 i n wheels 1
15 i n wheels
Fifth
Fourth
Third
Second
First
Reverse
Firial Drive
Speedometer gears - Driving gear 5 teeth

-
Driven gear 17 teeth
COOLING SYSTEM
Type Centrifugal water pump. Electric

cooling fars with therm1 switch.
Header Tank Cap Relief Valve Pressure 0.7 kg/cm22 ( l 0 lb/in2)
2
or l .l kg/cm (15 lb/in )
Thermostat nominal opening temperature 7 4 ' ~ S3 hot climates
82O~ S3 temperate climates and Turbo
lmpellor Vanes to water pump - -
0.25 0.40 mm(0.010 0.016 in.)
houring clearance
Cooling system anti-freeze/corrosion inhibitor Minimum 25% strength.
Up to 60% i n cold climates.
DEC 1986
SECTION PD Q
BRAKES
Disc front, inboard disc rear, servo assisted
dual hydraulic circuit.
F
-- l
Brake Discs up r,o ' a 4 m o a e ~year ' 0 3 i a u u c ~y C ~ I
Solid Solid Ventilated Solid

Front Rear Front Rear
I (L I I
-
Diameter 265mm 275mm 258mm 275mm

in) (10.8 in) (10.2 in) (10.8 in)
Thickness, 12.7mm 10.0mm 20. 0mm 12.0mm

nominal (0.50 in) (0.39 in) (0.79 in) (0.47 in)
Thickness, 11.4mm 9.omm 19.0mm

minimum (0.45 in) (0.35 in)
Run-out, 0.0gmm 0.09mm 0.15mm

maximum 0.0035 in) (0.0035 in) (0.006)
L-
Handbrake - Mechanical operation of rear pads. Self adjusting
WHEELS 8, TYRES
Series 3 with 14" wheels
Wheels -Type Light alloy Speedline

-Size - front 7 JK X 14
- rear 7.5 JK X 14
Tyres -, Type Goodyear 'NCT' or 'Eagle NCT'
- -
Size front 205/60 VR14
- rear 205/70 VR14
- spare (if fitted) 185/70 HRI j
- -
Pressure front 2
1.40 kg/crn2 (1.35 bar, 20 Ib/ind
- rear 1.90 kg/crn2 (1.85 bar, 27 lb/in2)
- spare 2.1 0 kg/cm (2 -05 bar, 30 lb/in )
Series 3 with 15" wheels, and Turbo

Wheels - Type - early Tirrbo 3-piece, light alloy Compomotive
- a l l others Light alloy BBS
- Size - front 7Jx15
- rear 8Jx15
Tyres - Type Goodyear 'NCT' or 'Eagle NCT'
- Size - front 195/60 VR 15
- rear 235/60 VR 15
- spare (if fitted) 175/70 SRI4
Page 6 SECTION TD D
15" Tyre Replacement
C a r s 1985 Model Year onwards: Goodyear 'NCT' t y r e s of a new

s p e c i f i c a t i o n were i n t r o d u c e d on 1985 Model Year E s p r i t S3 and
~ u r b dmodels, t o g e t h e r w i t h a r e v i s e d f r o n t s u s p e n s i o n . For
1985 M . Y . and l a t e r models it i s e s s e n t i a l t h a t ONLY e i t h e r
t h e new s p e c i f i c a t i o n Goodyear 'NCT' t y r e s o r Goodyear
' E a g l e NCT' t y r e s a r e f i t t e d . These two t y r e s d i f f e r i n name o n l y
and may b e s a f e l y mixed, b u t t y r e s made t o t h e p r e ' 8 5
s p e c i f i c a t i o n should n o t be used. F o r i d e n t i f i c a t i o n of t y r e
s p e c i f i c a t i o n s e e below.
Tyre P r e s s u r e s - front 1.45 b a r (21 l b / i n 2

- rear 1.70 b a r (25 l b / i n 2 )
- spare 2.05 b a r (30 l b / i n 2 )
C a r s P r i o r t o 1985 Model Year: I f t y r e s t o t h e pre '85 specification

a r e n o t a v a i l a b l e , t h e l a t e r t y p e Goodyear ' N C T ' o r ' ~ a g 1 eNCT'
may be u s e d b u t o n l y i n a x l e s e t s , and w i t h t h e t y r e p r e s s u r e s
of o n l y t h e l a t e r s p e c . t y r e s i n c r e a s e d a s below.
Tyre P r e s s u r e s -
- . ,.? .. .. ...
l
L L E "4 .
,
I LCLL W I L l l rrr . o c~a r wlcn
Pre '85 spec. t y r e ' 8 5 onwards s p e c . t v r e
f r o n t 1.45 b a r ( 2 1 l b / i n 2 ) f r o n t 1.60 b a r (23 l b / i n 2 )
rear 1:70 bar (25 l b / i n 2 ) r e a r 1.90 bar (27 l b / i n 2j
s p a r e 2.05 b a r (30 l b / i n 2 ) s p a r e 2.05 b a r (30 l b / i n 2 )
I d e n t i f i c a t i o n of t y r e s p e c .
Embossed i n t h e s i d e w a l l o f e a c h t y r e , on one s i d e o n l y ,
a r e t h e l e t t e r s D.O.T. f o l l o w e d by a s e r i e s of numbers and
letters. T h i s f o r m a t i s t h e d a t e c o d i n g employed by t y r e
m a n u f a c t u r e r s t o i d e n t i f y t h e t i m e and p l a c e of b u i l d o f e a c h
tyre. Goodyear a l s o i n c l u d e a c o d i n g which i d e n t i f i e s t h e make
up o f e a c h t y r e .
R e f e r e n c e need o n l y be made t o t h e l a s t t h r e e d i g i t s .
DOT
Y4\
***X
Week Year
of 0f
Build Build
Any t y r e manufactured on o r a f t e r week number 38 of y e a r

4 i s t o 1985 s p e c i f i c a t i o n .
Unused 1985 s p e c . t y r e s a l s o have i n t h e t r e a d a r e a 2

i d e n t i f y i n g c i r c u m f e r e n t i a l y e l l o w c o l o u r bands.
SECTION T D D Page 7
ELECTRICAL EQUlPMENT
Alternator - Series 3 & Dom/Exp Turbo Motorola 70 ornp

- 1JSA Turbo Motorola YU amp
Starter Motor - type Lucos 2Ml00
- drive pre-engaged
- brush spring tersion 1 .02 kgf (36 ozf)
- light running current 40 omp C? 6,000 rpm
- lock torque 1.99 kgf.m (14.4 lbf.ft)
@ 463 amps
Battery - type - Dom/Exp prior '85 M Y Chloride type 385
- Dom/Exp '85 &l86 MY Tungstone type 065
- USA prior '86 MY
-. Dorn/Exp '87 MY on Tungstone type 088
- lJSA '86 MY on
- performance - Chloride type 385 55 amp hr
- Tungstone type 065 255 amp cold start*
- Tungstone type 088 330 amp cold start*
* 1 min @ - 1 8 ' ~to l .4 VPC
TORQUE SETTINGS
Front Suspersion (Prior to '85 M.Y.)
kgf .m lbf. f t .
Stub a x l e t o v e r t i c a l l i n k l 1 .O- 15.0 Bo- l l 0
*Upper w i s h b o n e t o c h a s s i s 5.5- 6.2 40- 45
Upper b a l l j o i n t t o w i s h b o n e
Ball j o i n t t o v e r t i c a l l i n k
S t e e r i n g arm t o v e r t i c a l l i n k
C a l i p e r mounting p l a t e t o
vertical link
*Lower l i n k t o c h a s s i s 5.5- 6.2 40- 45
Lower l i n k t o t r u n n i o n 4.4- 4.7 32- 34
A n t i- r o l l b a r t o lower l i n k 0.8- 1.4 6- 10
Anti r o l l bar t o chassis 6.9- 8.3 50- 60
*Damper t o l o w e r l i n k 6.9- 8.3 50- 60
xDamper t o p stem t o c h a s s i s s e e below
Wheel n u t s o r b o l t s
Front Suspension (1985 M.Y. onwords)
*Upper w i s h b o n e t o c h a s s i s 6.9 50
Upper b a l l j o i n t t o w i s h b o n e 2.1 15
Upper b a l l j o i n t t o v e r t i c a l l i n k 5.5 40
S t e e r i n g arm t o v e r t i c a l l i n k 9.0 65
*Lower w i s h b o n e t o c h a s s i s 6.9 50
Lower b a l l j o i n t t o v e r t i c a l l i n k 9.0 65
Anti- roll bar t o chassis 9.0 65
"Damper t o l o w e r w i s h b o n e 6.9 50
xDamper t o p s t e m t o s p r i n g p l a t e s e e below
Spring top p l a t e t o chassis 2.1 15
Wheel b o l t s 9.0 65
DEC 1986
Page 8 SECTION T D D
Rear Suspension & Drive Shafts

it Radius arm to rubber mounting
Radius arm to hub carrier
i( Top link to chassis
E Top link to hub carrier
* Lower link to chassis
X Lower link to hub carrier
Drive Shaft bolts
Drive shaft adaptor to gearbox
Radius arm mounting to chassis
X Damper top stem See below
Rear hub nut 28 200
Wheel nuts or bolts 9.0 65
S Tighten only with suspension at ride height.
X Nut is 'nipped to shoulder on stem, holding top of stem with
f
spanner, then locknut tightened.

Spring must be in compressed condition during this operation.
Steering 1bf.ft.
Steering rack assembly to chassis 1.7-1 .9 12-14
Ilnnn- r n l ~ ~ mf nr r r r o n hnl t n 1 1-1 7 R 19
si.kering column lock bolts "Break off" type
Steering wheel to column 4.2-4.8 30-35
Universal joint clamp bolts 2.2-2.8 16-20
Tie rod locknuts 6.9-8.3 50-60
Tie rod end to steering arm 4.2-4.8 30-35
Brakes (Prior to '85 MY)
kgf.m lbf.ft.
Front brake caliper mounting 6.9-8.3 50-60
Rear brake caliper mounting 4.2-4.8 30-35
Rear caliper mounting bracket to 11.7-13.8 85- 100
transmission
Brake servo to pedal box 1.1-1.4 8-10
Master cylinder to servo 2.1-2.6 15-19
Front brake disc to hub 3.6-4.7 26-34
10 mm pipe nuts male - 0.9-1.1 6.5-8
- female 1.1-1.4 8-10
10 mm hose end 1 .O-1.2 7.5-9
7 mm bleed screw 0.4-0.6 3-4
Rear caliper pipe adaptor 2.0-2.1 14.5-15.0
Brakes (1985 MY onwards)
kgf.m lbf. ft
Front brake caliper mounting

Rear brake caliper mounting
Brake servo to mounting bracket
Master cylinder to servo
Front brake disc to hub
Chassis kgf.m lbf. ft

Rear crossmember 4.2 - 4.8 30 - 35
DEC 1986 :+l
SECTION BA Page 9
BODY
PAINT PROCEDUKE
SECTION BA - ALL MODELS
Operation Page
P a i n t C ~ d eL i s t
Elssential Working P r a c t i c e
P r e p a r a t i o n f o r Primer
Pol-yurethane Primer Sprayer
P r e p a r a t i o n for Colour Coat
Nitro- Cellulose Colour Spraying
P420/P421 Acrylic Polyurethane Spraying
P422 Acrylic Polyurethane Spraying
Intercoat Rectification
Nitro-Cklli~lose Paint R e c t i f i c a t i o n
Acrylic Polyurethane P a i n t R e c t i f i c a t i o n
RRIM P a i n t Procedure
P e a r l e s c e n t White P a i n t Procedure
P a i n t Removal
'Ihe p a i n t procedure contained i n t h i s s e c t i o n is based on t h a t

used i n t h e manufacture o f Lotus C a r s and commences with t h e
bare composite bodyshell. It is included h e r e only f o r g e n e r a l
guidance i n r e p a i r work, and i t should be noted t h a t d i f f e r e n t
oven temperatures and t h i n n e r s may be necessary dependant on
t h e l e v e l o f trim of t h e body, and t y p e of oven e t c . .
JUL 1985
SECTION BA
BA 1 - PAINT CODES
Before commencing any p a i n t work on a Lotus c a r , f i r s t

check t h e p a i n t code number stamped on t h e lower l e f t
hand c o r n e r of t h e v e h i c l e i d e n t i f i c a t i o n p l a t e under
t h e f r o n t bonnet.
P a i n t codes w i t h an 'L' p r e f i x i n d i c a t e n i t r o - c e l l u l o s e
p a i n t f o r which two s u p p l i e r s r e f e r e n c e numbers a r e
sometimes quoted - I n t e r n a t i o n a l Paint (formerly Pincbin
and Johnson) and ICI .
'A' p r e f i x p a i n t codes a r e used f o r c a r s f i n i s h e d i n

ICI 2 K two pack a c r y l i c p o l y u r e t h a n e p a i n t s of t h e
P420/421/422 line.
'S' p r e f i x p a i n t codes were used f o r a s h o r t p e r i o d o n l y

(1976/77) and i n d i c a t e t h a t t h e body was moulded w i t h
i n t e g r a l c o l o u r u s i n g ICI 2K two pack polyurethane p a i n t
of t h e P407 l i n e . These c a r s may be r e p a i r e d u s i n g
ICI P030 l i n e n i t r o - c e l l u l o s e .
ICI P a i n t Reference Number
ICI p a i n t r e f e r e n c e number p r e f i x groups i n d i c a t e t h e

following p a i n t types.
P 030 Mono c o l o u r n i t r o - c e l l u l o s e
P 031 Metallic n i t r o cellulose
P 407 2 pack a c r y l i c p o l y u r e t h a n e
P 420 Mono c o l o u r 2 pack a c r y l i c polyurethane
P 421 M e t a l l i c 2 pack a c r y l i c polyurethane
P 422 B a s e c o a t / c l e a r 2 pack a c r y l i c polyurethane
JUL 1985
Page 3
PAINT SUPPLIER LOTUS

CODE COLOUR SPEC NO. PART NO. REMARKS
DL ~ L L S I L n a c l n g ureen FJ U I I U Y Z I Y U
ICI P0302854
French Blge PJ 617021280
ICI P0307210
Wedgewood Blue PJ 617021290
C i r r u s White PJ 6170x0540
ICI P0309049
C a r n i v a l Red PJ 6170x5350
ICI P0308385
Burnt Sand PJ 6170x4570
ICI P0306853
Lotus Yellow PJ 6170x3940
ICI R0309547
Matt Black PJ 0235X9050RZ
ICI Non G l o s s
Royal Blue PJ 617021920
ICI P0307557
Bahama Yellow PJ 6170Y3140
ICI P0306854
Regency Red PJ 6170Y5960
ICI P0309053
Lagoon Blue PJ 6170A1130
ICI P0314339
P i s t a c h i o Lime Green PJ 6170W2230Rl
ICI P0309052
Colarado Orange PJ 617025980RJ
ICI P0309055
Black G l o s s ICI P030122
Ford Tawny PJ 6170A4330
ICI P0313626
Renault Mid Green PJ 6170A2580
G l a c i e r Blue ICI P0794403
Sable ICI P0307604
I n d i g o Blue
Page 4 SECTION BA

C
-OD-
E COLOUR SPEC. NO PART NO. REMARKS
Purple ICI P0314963

B i t t e r Green PJ 6170x2097
ICI P0309501
S e p i a Brown P J 6170Y4817
ICI P030TW25028
Firecracker PJ 6170x5150
ICI P0308662
Monaco White ICI P0307517
Olympic Blue ICI P0309257
Gunmetal ICI P0313141
Rover Brown
Mint Green ICI P030DC27
Garnet ICI P0314984
T n m n n Val l ?..,v TPT Dn?nnACC
Oxford Blue ICI P030113

Ford S i g n a l Orange ICI DA 21
Roman Bronze ICI P0315050
Brazil ICI P0314563
Silver ICI P0315699
7....4+-..
"-y-"-.
n""-,,,...+
-..x.-..'.b ICI F331 9235
Garnet Basecoat ICI P0319142
V e r s a i l l e s Red
Midnight Blue ICI P0304647
C r y s t a l Blue
Calypso Red ICI P030GJ23
M a r t i n i Green
Essex Blue ICI P031 9176
B r i t i s h Racing Green ICI PO30CC43
B r i t i s h Racing Green ICI P0308120
B r i t i s h Racing Green ICI P0308461
SECTION BA Page 5

CODE COLOUR SPEC.NO. PART NO. REMARKS
Gold Laquer PJ 6170A3130 A036B6345V Elan sprlnt

bumpers
Silver Laquer PJ 6170A8020 A036B6313V Elan bumpers
Silver A036B6355V c 2s roof
Metallic Jewels A050B6222V
S 01 White ICI P407701 A076B6024V

Repair Cellulose ICI P030101
S 02 Signal Red ICI P407717 A076B6025V
Repair Cel1ulose ICI P030437
S 03 Lemon Yellow ICI P407783 A076B6026V
S 04 Orange ICI P407720 A076B6034V
S 05 Oxford Blue ICI P407738
Blue Oxford ICI P420113 A076B6060 c clear

Black ICI P420122 A089B6151V c clear
Silver Diamond ICI P4229167 A076B6067
Gold ICI P4229638 A076B6071
Viper Green ICI P4229289
Bermuda Blue ICI P4229288 A076B6072
Roman Bronze ICI P4229468 A076B6075
Lotus Bronze ICI P4229756 A076B6076
Martini Green IPJ
Metallic Black ICI P4229719
Martini Green ICI P422 9890
Onyx ICI P4229809
Page 6

CODE -
COL-
OUR SPEC.-
- NO. PART NO. REMARKS
Tabac ICI P4229781

A l t a i r Green ICI P4220182
Helleblau ICI P4220183
Essex Blue ICI P4220146
Essex Blue I P J 2 Pack
T i s s o t Blue
Copper F i r e M e t a l l i c ICI P4220311
Gold Sikkens F158979
Monaco Whlte ICI P4207517 + cl ear
Lotus Yellow ICI P4200455 + clear
Calpyso Red ICI P420GJ23 + clear
Gunmetal
New Gold ICI P4220628B
LOuDer
Toyota Red ICI P4220691
Ruben Red ICI P4229373
Copper ICI P421 5031 + clear
J u p i t e r Red ICI P4216056 + clear
Copper ICI P4217222 + clear
M e d i t e ~ r a n e a nR ~ I I P TCT P4227215
I c e Blue ICI P4217220 + clear

Dark Blue (Essex) ICI P4217219 + clear
Silver ICI P4217379 + clear
New Gold ICI P4217221 + clear
F i a t Grey ICI P4214491 + clear
C h r y s l e r S t e e l Grey ICI P4215310 + clear
E x c e l bumpers
and s i l l s
I c e Blue ICI P032 + clear
Silver ICI P032-918 + clear
Silver
B r i t i s h Racing Green ICI P4216490 + clear
Gold ( O y s t e r ) ICI P4215888
G l a c i e r Blue ICI P4210757 + clear
Silver Frost ICI P4217805 + clear
Page 6 a
SECTION BA
P m SUPPLIER LOTVS
CODE COLOUR SPEC. NO. PART NO. REwRKS
A 46 Cream + Clear
A 47 G r a p h i t e Grey + Clear
A 48 Grey + Clear
A 49 Green + Clear
A 50 G l a z u r i t C a l y p s o Red
A 51 Midnight B l u e + Clear
A 52 Mediterrean B~LE + Clear
A 53 C i r r u s Grey + Clear
A 54 New J u p i t e r Red + Clear
A 55 C h e r r y Red + Clear
A 56 Nimbus G r e y + Clear
A 57 Shadow G r e y + Clear
A 58 Chanpagne Gold + Clear
A 59 Steel B l u e + Clear
A 60
A 61 A t l a n t i c Green + Clear
A 62 Claret + Clear
SEP ';g87
SECTION BA Page 7
BA 2 - ESSENTIAL WORKING PRACTICE
1. Caution
Autocolour 2K h a r d e n e r P210-760 (used with a l l I C I two pack
a c r y l i c - p o l y u r e t h a n e systems) c o n t a i n s r e a c t i v e i s o c y a n a t e ,
a s m a l l p o r t i o n of which i s v o l a t i l e . Vapour s h o u l d n o t be
allowed t o accumulate i n a confined o r badly v e n t i l a t e d s p a c e .
The s p r a y m i s t i s harmful by i n h a l a t i o n and c o n t a c t w i t h s k i n
and e y e s .
Autocolour 2K should o n l y be used i n a w e l l v e n t i l a t e d a r e a ,

p r e f e r a b l y a s u i t a b l e s p r a y booth w i t h e f f i c i e n t e x h a u s t
ventilation. Spray o p e r a t o r s should wear a i r l i n e b r e a t h i n g
a p p a r a t u s t o B84467 P a r t 3 , maintained a c c o r d i n g t o BS4275.
People e n t e r i n g t h e s p r a y i n g a r e a f o r s h o r t p e r i o d s (up t o
15 mins) should wear a r e s p i r a t o r t o BS2091 w i t h t y p e CC
canister.
Before s p r a y i n g AutoColour 2K, o p e r a t o r s s h o u l d r e f e r t o ICI

Health and S a f e t y Information Sheet PVI. Store thinners i n
accordance w i t h t h e Petroleum ( C o n s o l i d a t i o n ) Act 1928 and t h e
Petroleum Mixtures Order 1929; and i n a c o o l p l a c e . Store
p a i n t , hardener and c l e a r c o a t i n accordance w i t h t h e Highly
Inflammable L i q u i d s and L i q u i f i e d Petroleum Gas R e g u l a t i o n s
1972. Use o n l y a non-smoking a r e a , and away from a l l s o u r c e s
of i g n i t i o n . Take p r e c a u t i o n a r y measures a g a i n s t s t a t i c
discharge. I n c a s e of f i r e , use foam o r d r y a g e n t e x t i n g u i s h e r s .
Contain any s p i l l a g e w i t h sand o r e a r t h . Do n o t a l l o w t o e n t e r
a drain o r water course.
2. A l l a i r used f o r s p r a y i n g o r blow down s h o u l d be f i l t e r e d b e f o r e

use.
3. A l l p r e c a u t i o n s should be t a k e n t o e n s u r e t h e r e i s no o i l o r
w a t e r contamination i n t h e p a i n t c o n t a i n e r s and a i r supply l i n e s
4. A high s t a n d a r d of c l e a n l i n e s s must be maintained w i t h a l l spray

equipment, f r e q u e n t c l e a n i n g of guns and t h e s u r r o u n d i n g a r e a
and booth is n e c e s s a r y .
Page 8 SECTION BA
5. Oven temperatures, arid temperatures in the spray booth, Tak
Rag booth and main working areas should be checked daily, and
periodic measurements of panel temperature carried out.
6. It is absolutely essential Chat any surface to he sprayed is

absolutely clean, dry and free from dust or sludge.
7. After any and each surface covering treatment including P38

filler, cellulose stopper, polyurethane primer, primer/surfacer,
colour paint and clear laquer, it is essential that these be
fully cured using a bank of infra red lights giving a 60°C
panel temperature for the duration specified for the
operation. This then must be allowed to air cool before
further work.
8. Polyurethane primer must not be sprayed on top of a colour

coat alla left to form 9 slnrlwich nf n l i n t /nrim-r/lrnint
BA 3 - BODY AND COMPONENT PREPARATION FOR PRIMER COATING
1. Dry flat the entire surface area using 240 grade paper
(Carborundum type) to ensure that there is no trace of wax
or gloss. The operation is a cleaning process in order to
provide a suitable surface for painting. The flatting is
for the removal of protrusions and must present a completely
scrubbed surface to key the polyurethane. Flatting should
be carried out with an orbital sander on flat surfaces and
a flat pad in more restricted areas. During this operation
all distortions must be removed. Extra care is necessary to
avoid gel coat rub through on sharp corners.
2. Enter the body stoving oven. Stove cure to give a panel

temperature of 100°C (210°F) for a minimum of 10 minutes.
Ensure that the external oven temperature gauge reads 93OC
(200°F) minimum before body entry and close the oven door
immediately after body entry.
SECTION BA Page 9
3. E x i t oven and allow t o a i r c o o l . While t h e mouldings a r e

s t i l l warm o r i c k o u t and !nark a l l d e f e c t s . When c o o l
r e c t i f y t h e d e f e c t s with P38 f i l l e r . Dry r u b down w i t h
8O grade paper (Carb0rundum)confining f l a t t i n g t o t h e
r e c t i f i e d surface only. Dry f l a t t h e e n t i r e a r e a w i t h 240
grade paper (Carborundum). Before p o l y u r e t h a n e primer
s p r a y i n g t h e c a r must be thoroughly vacuum c l e a n e d and
a l l f o r e i g n b o d i e s must be removed.
BA 4 - BODY AND COMPONENT POLYURETHANE PRIMER
1. Ensure t h a t t h e body and components a r e f u l l y vacuum c l e a n e d .

E n t e r t h e Tak Rag booth and thoroughly s o l v e n t wipe t h e
e n t i r e c a r and component s u r f a c e s t o be p a i n t e d . The s o l v e n t
t o be used i s Flowline Wax and Grease Remover.
Ensure t h a t new c l o t h s of woven m a t e r i a l a r e used and t h a t

they a r e changed f r e q u e n t l y d u r i n g use s o a s t o e n s u r e
s u r f a c e c l e a n l i n e s s , remove a l l t r a c e s of rubbing down
sludge .
2. Thoroughly Tak Rag a l l s u r f a c e s t h a t a r e t o be p a i n t e d t o

remove a l l t r a c e s of d u s t .
3. Spray one s t r a i g h t c o a t and one c r o s s c o a t of p o l y u r e t h a n e

mixed a s below:-
P.U. Primer A075B6124 25 p a r t s by volume
P.U. C a t a l y s t X036B6137 5 p a r t s by volume
P.U. Retarder A075B6172 2 p a r t s by volume
Thin t o 45 seconds B.S.4. Cup a t 18-20°C (64-68°F) using

t h i ~ e A075B6125.
r Spray u s i n g a Binks Bullows p r e s s u r e
p o t gun w i t h m a t e r i a l nozzle 2059, n e e d l e 59 and p r e s s u r e
cap 63 PB.
Allow t o f l a s h o f f f o r l O minutes a t 21°C (70°F).
Wet f i l m t h i c k n e s s 6 thou
Page 10 SECTION BA
4. E n t e r t h e c u r i n g oven f o r a minimum of 20 minutes a t 88OC
(190°F) p a n e l t e m p e r a t u r e . E x i t oven and a l l o w t o a i r
cool.
5. I n s p e c t and r e c t i f y any f u r t h e r s u r f a c e d e f e c t s w i t h P38

filler. Dry f l a t t h e f i l l e r w i t h a f l a t pad o f 80 grade
paper (Carborundum) c o n f i n e t h i s t o t h e f i l l e d a r e a o n l y .
F i n a l l y d r y f l a t t h e e n t i r e p o l y u r e t h a n e s u r f a c e w i t h 240
grade paper t o p r o v i d e a scrubbed s u r f a c e f o r t h e second
pass of polyurethane. Where p o s s i b l e t h e primer c o a t should
remain unbroken, rub throughs b e i n g k e p t t o a minimum.
6. Loosen d u s t u s i n g an a i r l i n e and thoroughly vacuum c l e a n

t o remove a l l d u s t from t h e i n s i d e and o u t s i d e of t h e body
and i t s components. E n t e r t h e booth and Tak Rag t h e body
and components f u l l y removing a l l t r a c e s o f d u s t and
s l u u g r I r o n m e s u r r a c e s r o be sprayed.
7. Immediately a f t e r t h e Tak Rag o p e r a t i o n e n t e r t h e s p r a y booth

and s p r a y one s t r a i g h t c o a t and one c r o s s c o a t of grey
polyurethane primer mixed a s below:-
P.U. Primer A075B6124 25 p a r t s by volume

P.U. Catalyst X036B6137 5 p a r t s by volume
P.U. Retarder A075B6172 2 p a r t s by volume
Thin t o 45 seconds BS 4 Cup a t 18-20°C (64-68OF) u s i n g

P.U.Thinner A075B6125. Spray u s i n g a Binks Bullows p r e s s u r e
p o t gun w i t h m a t e r i a l n o z z l e 2059, n e e d l e 59 and p r e s s u r e
cap 63PB.
Wet f i l m t h i c k n e s s 6 t h o u .
Allow t o f l a s h o f f f o r a minimum of 10 minutes a t 21°C (70°F)
8. T r a n s f e r t h e body and components i n t o t h e c u r i n g oven f o r a

minimum o f 20 minutes a t 88OC (190°F) p a n e l t e m p e r a t u r e .
E x i t oven and a l l o w t o a i r c o o l .
Page 7 7
9. Wet f l a t w i t h hand b l o c k s u s i n g 360 g r a d e p a p e r (Carborundum)

removing a l l t r a c e s o f o r a n g e p e e l . Do n o t r u b t h r o u g h t h e
y " l y u l r L , , n L L r -a , L W a a L " " L r..r V""J " l
component. The wet f l a t t i n g medium s h o u l d b e 1/8 p i n t o f

F i n a d e t No. 1 t o 2 g a l l o n s c l e a n w a t e r f o r t h i s o p e r a t i o n .
T h i s s o l u t i o n s h o u l d b e changed f r e q u e n t l y s o a s t o a v o i d
sludge contamination.
10. Wash o f f a l l r u b b i n g s l u d g e u s i n g c l e a r r u n n i n g w a t e r ( h o s e
and b r u s h ) . Do c o t a l l o w s l u d g e t o d r y on t h e body s u r f a c e
a s t h i s w i l l seriously impair i n t e r c o a t adhesion.
11. The f i n a l wash down must b e c a r r i e d o u t w i t h d e - i o n i s e d w a t e r .

Dry o f f t h o r o u g h l y .
12. B e f o r e c o l o u r c o a t i n g i t i s e s s e n t i a l t h a t t h e body and components

h a v e a p r o p e r l y c u r e d , s m o o t h , unbroken and c l e a n p o l y u r e t h a n e
s u r f a c e , and t h a t t h e y a r e k e p t d r y , u n d e r c o v e r , and o u t o f
direct rainfall.
BA 5 - BODY & COMPONENT PREPARATION FOR COLOUR COATING
1. Thoroughly vacuum t h e i n s i d e and o u t s i d e o f t h e body and i t s

components. E n s u r e t h a t t h e body and a l l components a r e
c o m p l e t e l y d r y b e f o r e e n t e r i n g t h e Tak Rag B o o t h .
2. E n t e r t h e Tak Rag b o o t h and s o l v e n t wipe t h e e n t i r e s u r f a c e

t o b e p a i n t e d u s i n g F l o w l i n e Wax and G r e a s e Remover.
Remove t h e s o l v e n t w i t h c l e a n woven c l o t h and g i v e a l l

s u r f a c e s a t h o r o u g h Tak Rag t o remove d u s t .
Page 72 SECTION BA
BA 6 - BODY & COMPONENT NITRO-CELLULOSE COLOUR COAT
Mono Colours: ICI P030 Type low bake c e l l u l o s e

Metallic colours: ICI PO31 Type low bake c e l l u l o s e
1. Mix p a i n t a s f o l l o w s : -
Mono Colours - ICI P030 p a i n t 1 p a r t by volume
ICI P105 0082 c o n v e r t e r t h i n n e r 1 p a r t
by volume.
V i s c o s i t y 23 t o 27 seconds BS 4 cup a t 18 OC (65OF) m a t e r i a l

temperature. I f n e c e s s a r y add more P105 0082 c o n v e r t e r
thinner t o achieve t h i s v i s c o s i t y .
Metallic colours -
1st p a s s - I C I P031 p a i n t / t h i n n e r s 1:l a s above
zna Dass - lcl IJlJvl n a l n t 1 nlrt
Low Bake c o n v e r t o r c l e a r P017-708 1 p a r t

Thin r e s u l t a n t m i x t u r e 1:l w i t h c o n v e r t e r t h i n n e r s P105-0082.
V i s c o s i t y 23 t o 27 seconds BS 4 cup a t 18OC (65OF) m a t e r i a l
temperature. I f n e c e s s a r y , add more P105 0082 c o n v e r t e r t h i n n e r
t o achieve t h i s v i s c o s i t y .
2. Immediately a f t e r t h e Tak Rag o p e r a t i o n e n t e r t h e p a i n t s p r a y

hooth and s p r a y a l i g h t m i s t c o a t i n s i d e t h e body. With s p r a y
gun a i r o n l y , blow down t h e o u t s i d e s u r f a c e s .
3. Spray one s i n g l e c o a t , allow s o l v e n t s t o f l a s h o f f t h e 10

m i n u t e s , one c r o s s c o a t and a f i n a l s i n g l e c o a t . Leave i n
t h e f l a s h hooth f o r 30 minutes t o allow s o l v e n t f l a s h o f f .
During s p r a y i n g c a r e should he t a k e n t h a t p a i n t c o v e r s a l l
a r e a s , i n p a r t i c u l a r those areas of a defect nature; apertures,
door s h u t s , body and bonnet edgea e t c . . The booth t e m p e r a t u r e
should he 20-21°C (68-7O0F). Spray gun s e t t i n g s should be
a i r p r e s s u r e 65 - 70 p s i and m a t e r i a l p r e s s u r e 12 - 15 p s i t o
g i v e a 7 ' 6 " throw P t e s t . Ensure t h a t t h e mixing p o t f i l t e r s
a r e f i t t e d and c l e a n ( t h e s e a r e t o be cleaned d a i l y and a s
required).
SECTION BA Page 73
3. cont.
Spravina should be c a r r i e d out w i t h a Binks Bullows 230

gun s e t up a s f o l l o w s : -
Deionised a i r noxxle - Polonium 210 ( t o be changed y e a r l y )

Material nozzle - 446
Needle v a l v e - 49
A i r nozzle - 63PE
We f i l m t h i c k n e s s 5 thou
4. T r a n s f e r t h e body and components t o t h e c u r i n g oven and c u r e

f o r 50 minutes a t 8Z°C (180°F) panel t e m p e r a t u r e .
5. E x i t oven and i n s p e c t . R e c t i f y a s d e s c r i b e d i n s e c t i o n BA - 8.
6. E n t e r s p r a y booth and s o l v e n t wipe u s i n g Isopropanol mixed

1:1 w i t h c l e a n w a t e r . Remove s o l v e n t w i t h c l e a n new Ximwipes,
changing r e g u l a r l y . Tak Rag thoroughly t o remove a l l t r a c e s
of s u r f a c e d u s t .
7. Mix p a i n t a s i n (2) and t h i n t o t h e recommendation.
8. Apply one c o a t of p a i n t o v e r a l l r e c t i f i c a t i o n a r e a s , wheel

a r c h e s and a p e r t u r e s , and allow l 0 minutes f l a s h o f f .
Continue t o cover a l l s u r f a c e a r e a t o he p a i n t e d w i t h one
single coat. Allow l 0 minutes f l a s h o f f and s p r a y one c r o s s
c o a t t o a l l s u r f a c e s of body and components.
Wet f i l m t h i c k n e s s 6 thou.
9. Allow 30 minutes f o r s o l v e n t f l a s h o f f i n t h e f l a s h booth.
10. Enter c u r i n g oven f o r 50 mins a t 80°C (176OF) panel temperature.
11. E x i t oven and allow t o a i r c o o l t o room t e m p e r a t u r e . Flat the

p a i n t e d s u r f a c e u s i n g Wet l200 grade paper (3M). The f l a t t i n g
medium f o r t h i s o p e r a t i o n i s 1/4 p i n t F i n a d e t No. l t o 2 g a l l o n s
of c l e a n water. F l a t t i n g is only necessary i n a r e a s where
normal compounding w i l l n o t r e c t i f y i . e . t h e t o p h a l f of t h e
car.
Page 74 SECTION BA
12. Using I . C . I . 2B rubbing compound machine p o l i s h t h e e n t i r e
painted surfaces. Keep t h e p o l i s h i n g mop m o i s t , do not
allow compound t o d r y on t h e mop a s s c r a t c h i n g may r e s u l t .
Clean t h e mop f r e q u e n t l y , where p o s s i b l e t h e mop s h o u l d be

moved i n a f o r e and a f t d i r e c t i o n .
13. Hand p o l i s h t h e body and components u s i n g c l e a n woven c l o t h

and m i r r o r g l a z e MGM8 p o l i s h .
BA 7 - BODY COMPONENT P420/421 ACRYLIC POLYURETHANE COLOUR COAT & CLEAR.
1. E n t e r t h e Tak Rag booth and s o l v e n t wipe u s i n g Isopropanol

mixed 1 : l w i t h deionised w a t e r . Remove s o l v e n t w i t h
c l e a n new woven c l o t h s - changing r e g u l a r l y .
For Mono c o l o u r s :
ICI P420 P a i n t 4 p a r t s by volume

ICI P210/0760 Hardener 2 p a r t s by volume
ICI P850/1196 Thinner 1 p a r t by volume
For i i r t a i i i c c o i o u r s :
I C I P421 P a i n t 4 p a r t s by volume
I C I P850/1196 Thinner 2 p a r t s by volume
Spraying v i s c o s i t y i s 17-21 seconds BSB4 cup a t 18OC m a t e r i a l

temperature.
I f found n e c e s s a r y , d u r i n g h o t weather r e p l a c e P850/1196

t h i n n e r w i t h P850/1212 t o overcome s o l v e n t b o i l .
3. Spray u s i n g a Binks Bullows gun s e t up a s f o l l o w s : -

A i r Nozzle 63 PB
F l u i d Nozzle 446
Needle 18.01.09
Fluid Pressure 30 p . s . i .
A i r Pressure 70 p . s . i .
Fan Angle 35O
SECTION BA Page! 75
.- Use two o p e r a t o r s w i t h guns balanced a t 6 f t 'P' test

- Blow down i n t e r i o r s u r f a c e s w i t h f i l t e r e d a i r
- Spray a m i s t c o a t i n s i d e t h e body t o l a y remaining d u s t
- Tak Rag t o remove a l l t r a c e s o f s u r f a c e d u s t
- Blow down e x t e r n a l s u r f a c e s w i t h f i l t e r e d a i r .
- Spray one s i n g l e c o a t
- ~ l l o wt o f l a s h o f f f o r 10 minutes.
For s o l i d c o l o u ~
Spray second s i n g l e c o a t
Allow 10 minutes f l a s h o f f
Spray t h i r d s i n g l e c o a t
For m e t a l l i c c o l o u r s :
Spray second s i n g l e c o a t
Allow 1 0 minutes f l a s h o f f
Spray double d u s t c o a t
4. Mix c l e a r c o a t a s follows:-
ICI P190/0379 C l e a r Coat 4 p a r t s by volume
ICI P851/0727 R e t a r d e r 4 p a r t by volume
ICI P650/1212 Thinner l$ p a r t s by volume
S p r a y i n g v i s c o s i t y i s 14 t o 16 seconds BSB4 cup a t 18O m a t e r i a l

temperature.
Spray one s i n g l e l a q u e r c o a t o v e r a l l p a i n t e d a r e a s , wet f i l m

t h i c k n e s s , 5 thou.
Allow 10 minutes t o f l a s h o f f
Spray second s i n g l e c o a t , wet f i l m t h i c k n e s s 5 t h o u .
Allow 30 minutes f l a s h o f f i n t h e f l a s h o f f a r e a .
5. T r a n s f e r body and components t o t h e p a i n t c u r i n g oven and c u r e

f o r 50 minutes a t 180°F (80°C).
Page 7 6 SECTION BA
6. Exit oven and allow to air cool. Flat the painted surface
using 1200 grade paper (3M). Use 1/4 pint Finadet No. 1 to
2 gallons of clean water as the flatting medium.
7. Using ICI 2B rubbing compound, machine polish the entire

painted surface. Keep the polishing mop moist, do not allow
polish to dry on the mop as scratching may result. Clean the
mop frequently, where possible the mop should he used in a fore
and aft direction.
8. Matt black and hammerite to current specification
9 H a n d no1 iqh t h e hndy mnA r n m y n ~ n + cn a i n z -1 a o n ixrrr.rcln ^Il\tfi

and Mirrorglaze MGM8 polish.
BA 8 - P422 LINE 2 PACK ACRYLIC POLYURETHANE SPRAYING
If a car finished in ICI P422 line acrylic polyurethane is to be

totally resprayed, either P422 or P421 line paint systems may be used,
the latter having an improved resistance to paint chipping.
If P421 is to be used, first strip the lacquer and basecoat P422

completely down to the Monaco White 'undercoat', and then flat
thoroughly with P800 grade paper. Continue with P421 paint
procedure BA 7.
For P422 line paint application, proceed as follows:-

SECTION BA Page 77
1. Mix 420 Line Monaco White P a i n t
ICI P420 7517 Monaco White 4 p a r t s by volume

ICI P210 760 Hardener 2 parts
ICI 850 1197 T h i n n e r s t o 20 s e c BS4 cup 1 p a r t
N.B. This p a i n t is a curing m a t e r i a l with a pot l i f e of 5 hours.
2. Using a p r e s s u r e p o t system & and Binks 230 s p r a y gun:

Spray 2 s i n g l e c o a t s l e a v i n g 5 minutes f l a s h o f f between c o a t s
Leave 30 m i n u t e s , f l a s h o f f .
Oven 50 minutes a t 80-85OC.
Allow t o c o o l .
3. I n s p e c t and r e c t i f y a s d e s c r i b e d i n BA 9 .
4. Wet f l a t u s i n g 360 g r i t paper t o l e a v e a s c r a t c h f r e e s u r f a c e .

S p e c i a l c a r e must be t a k e n i n a r e a s as t h e basecoat c l e a r
system a c c e n t u a t e s any s c r a t c h marks.
5. E n t e r s p r a y booth and s o l v e n t wipe u s i n g Isopropanol mixed l : ]

with c l e a n water. Remove s o l v e n t w i t h c l e a n new woven c l o t h s
changing r e g u l a r l y . T a k Rag thoroughly t o remove a l l t r a c e s of
surface dust.
6. Basecoat
ICI 422 Colour P a i n t 2 parts
ICI 850 1197 Thinners 3 parts
To g i v e 18 s e c s BS 4 .
7. Spray t h r e e s i n g l e c o a t s l e a v i n g 5 - 10 m i n u t e s , f l a s h o f f
between c o a t s .
Apply a d u s t c o a t t o remove a l l p a t c h i n e s s .
8. Inspect.
Leave 20 minutes t o f l a s h o f f b e f o r e a p p l y i n g c l e a r c o a t .
Page 18
9. Mix c l e a r l a c q u e r a s below:-
ICI P190 0379 C l e a r c o a t 4 p a r t s by volume
ICI P210 0760 H a r d e n e r 2 p a r t s by volume
ICI P850 1212 T h i n n e r 2 p a r t s by volume
V i s c o s i t y 2 3 t o 27 s e c o n d s B S 4 cup a t lS°C (6S°F) m a t e r i a l
temperature. I f n e c e s s a r y add more P850 - 1212 t h i n n e r t o
achieve t h i s v i s c o s i t y .
10. S p r a y one s i n g l e l a c q u e r c o a t o v e r a l l p a i n t e d a r e a s . Wet

film thickness 5 thou.
11. Allow 1 0 m i n u t e s t o f l a s h o f f i n t h e s p r a y b o o t h
12. Spray second s i n g l e l a c q u e r c o a t .

,.. . ".. .. . .
r l r L L I l l l l LIIlbPIIC*J
-
d
.
LIIVU.
13. Leave t o f l a s h o f f f o r 30 m i n u t e s i n t h e f l a s h b o o t h .
14. T r a n s f e r body and components t o t h e p a i n t c u r i n g oven and

c u r e f o r 50 m i n u t e s a t 80°C (176OF) p a n e l t e m p e r a t u r e .
15. E x i t oven and a l l o w t o a i r c o o l t o room t e m p e r a t u r e . Flat the

p a i n t e d s u r f a c e u s i n g wet 1200 g r a d e p a p e r (3M). The f l a t t i n g
medium f o r t h i s o p e r a t i o n i s 1L4 p i n t F i n a d e t No. 1 t o 2 g a l l o n s
of c l e a n water.
16. Using I . C . I . 2 8 r u b b i n g compound, machine p o l i s h t h e e n t i r e

painted surface. Keep t h e p o l i s h i n g mop m o i s t , do n o t a l l o w
compound t o d r y o n t h e mop a s s c r a t c h i n g may r e s u l t .
C l e a n t h e mop f r e q u e n t l y , where p o s s i b l e t h e mop s h o u l d b e
moved i n a f o r e and a f t d i r e c t i o n .
17. Hand p o l i s h t h e body and components u s i n g c l e a n woven c l o t h

and m i r r o r g l a z e MGM 8 p o l i s h .
SECTION BA Page 79
BA 9 BODY & COMPONENT INTERCOAT RECTIFICATION PROCEDURES
1. For small a r e a r e c t i f i c a t i o n problems remove t h e g l o s s from

t h e a r e a t o be f i l l e d u s i n g 400 grade paper (3M) wet. Dry
thoroughly and apply c e l l u l o s e s t o p p e r A036B6327. T h i s must
be l e f t f o r a minimum p e r i o d of 30 minutes a t shop
temperature 16OC (60°F). Wet f l a t u s i n g a b l o c k and 400
grade paper (3M). Confine f l a t t i n g t o t h e r e c t i f i c a t i o n
and immediate s u r r o u n d i n g s o n l y . F l a t t i n g medium i s 1 / 4
p i n t F i n a d e t No. 1 t o 2 g a l l o n s c l e a n w a t e r .
2, Larger d e f e c t s must be f i l l e d u s i n g P38 f i l l e r X036B6203.

P 38 must never be used t o f i l l on t o p of c o l o u r c o a t s .
Remove t h e d e f e c t and surrounding a r e a of c o l o u r c o a t s u s i n g
240 grade paper (3M) wet. Dry t h o r o u g h l y , mix f i l l e r and
hardener and apply t o t h e d e f e c t . Allow t h e f i l l e r t o g e l
and become hard t o t h e touch (10-15 m i n u t e s ) . Apply i n f r a
r e d lamps t o c u r e t h e f i l l e r f o r 30 minutes a t 24 i n c h e s from
t h e panel s u r f a c e . When c o o l wet f l a t t h e r e p a i r e d a r e a
u s i n g 240 grade paper (3M) and s m a l l hand b l o c k s . Confine
f l a t t i n g t o t h e f i l l e d area only. F l a t t i n g medium i s 1/4
p i n t F i n a d e t No. 1 t o 2 g a l l o n s c l e a n w a t e r .
3. Gel c r a c k d e f e c t s , where p o s s i b l e should be r e t u r n e d t o t h e

body p r e p a r a t i o n a r e a . I f g e l c r a c k s become apparent a f t e r
t h e f i r s t colour p a i n t pass i n the p a i n t shop, t h e following
procedure must be adopted. The c r a c k mark and an a r e a of 8
i n c h surrounding t h e mark must be removed w i t h a r o u t e r down t o
t h e base of t h e g e l c o a t . With an a i r l i n e blow o u t d u s t t r a c e s
and check t h a t no d u s t remains. Using P38 f i l l e r mixed w i t h
hardener f i l l t h e d e f e c t . Allow t h e f i l l e r t o g e l and become
h a r d t o t h e touch (10-15 minutes).
i
Apply i n f r a r e d lamps t o c u r e t h e f i l l e r f o r 30 minutes a t 24
i n c h e s from t h e p a n e l s u r f a c e . When c o o l wet f l a t t h e repa red
a r e a u s i n g 240 grade paper (3M) and s m a l l hand blocks. Confine
f l a t t i n g t o t h e f i l l e d areas only. F l a t t i n g medium i s 1/4 p i n t
Finadet No. 1 t o 2 g a l l o n s c l e a n w a t e r .
Page 20 SECTION BA
4. Thoroughly dry the body and components after filler/stopper

rectification and solvent wipe the rectified areas using
Flowline Wax and Grease Remover. Tak Rag these areas to
remove all traces of dust.
5. Mix polyurethane primer as helow:-

P,.U.Primer A07586124 25 parts by volume
P.U. Catalyst X036B6137 5 parts by volume
P.U. Retarder A075B6172 2 parts by volume
Thin to 45 seconds BS4 cup at 18-20°C (64-6S°F) material

temperature using PU Thinner A075B6172. Spray with A.I.D.
L2 pressure pot gun with material No. 6, needle No. 6 , and
pressure cap No. 8..
6. Spot prime surav the rectified areas to blend in with

surrounding body surfaces. Allow to flash off for 10 minutes
and apply infra red lamps to cure the primer for 30 minutes
at 24 inches from the panel surface Wet flat the rectified
areas using 400 grade paper (3M). Do not rub through the
polyurethane.
7. Mix primer surfacer as below:-

Surfacer 22 white A03686396 and thinner 222 A036B6385 to 25-
28 seconds 854 cup at 18-20°C, (64-68OF), material temperature
Spray with I.A.D. L2 gun with material nozzle No. 6 , needle
No. 6. and pressure cap No. 8. Build up 2 to 3 full coats
allowing 10 - 15 minutes drying time between each coat at
18 OC (65OF).
8. Apply infra red lamps to cure the rectified area for 30 minutes
at 24 inches from the panel surface. Allow to cool and wet
flat using 400 grade paper (3M). Use 1/4 pint Finadet No. 1
to 2 gallons clean water, change this solution frequently to
avoid sludge contamination. Allflatting must be done in a fore
and aft direction using hand held bloclts. Care must be taken
to avoid rubbing through either the colour film or the polyurethane
repair.
SECTION BA Page 2 7
9. Wash o f f w i t h c l e a n water (hose and b r u s h ) and remove a l l

t r a c e s of rubbing s l u d g e . Dry thoroughly i n s i d e and o u t
an0 e n s u r e cnac arL t r a c e s o r w a t e r i s removed from a l l
f i x t u r e s and bobbins a s t h i s w i l l c a u s e b l i s t e r i n g on t h e
2nd c o l o u r p a s s . Thoroughly vacuum both i n s i d e and o u t s i d e
of t h e c a r and components b e f o r e c o l o u r c o a t i n g .
BA 10 - NITRO-CELLULOSE PAINT RECTIFICATION
A. Orange P e e l o r s c r a t c h e s caused by compounding

I f t h e s e d e f e c t s a r e heavy t h e y should be removed by wet
f l a t t i n g u s i n g 1200 grade paper (3111). F l a t t i n g medium i s
1 / 4 p i n t F i n a d e t No. t o 2 g a l l o n s of clean water. Always
f l a t i n a f o r e and a f t d r e c t i o n . Thoroughly wash down t h e
f l a t t e d s u r f a c e u s i n g r u ni n i n g w a t e r (hose and brush)
removing a l l t r a c e s of rubbing s l u d g e and d u s t . When
completely dry u s i n g ICI 2B r u b b i n g compound machine p o l i s h
t h e panels. Keep t h e p o l i s h i n g mop moist and do n o t a l l o w
t h e compound t o d r y on t h e mop a s s c r a t c h i n g may r e s u l t . Clean
t h e mops f r e q u e n t l y , where p o s s i b l e t h e mop should be moved i n
a f o r e and a f t d i r e c t i o n . Using a c l e a n d r y mop l i g h t l y b u f f
t o complete.
Continue p o l i s h i n g t h e p a n e l u s i n g ' T - c u t ' . Using a f r e s h

p o l i s h i n g mop a g a i n keeping t h e mop moist and moving i n a
f o r e and a f t d i r e c t i o n . F i n a l l y hand p o l i s h t h e c a r u s i n g
c l e a n c l o t h s and M i r r o r g l a z e MGM8 p o l i s h .
B. Scars o r sinkages
Normally t h e s e can be d e a l t w i t h u s i n g t h e f l a t and p o l i s h
procedures d e t a i l e d i n ' A ' above. I f t h e y a r e heavy however,
t h e sunken s u r f a c e must b r brought up t o t h e l e v e l of t h e
s u r r o u n d i n g paintwork w i t h c e l l u l o s e s t o p p e r . Remove t h e g l o s s
from t h e d e f e c t u s i n g 400 grade paper (3M) hand f l a t t i n g .
SECTION BA
B. S c a r s o r s i n k- es cont. . . .
a g-
Ensure t h e a r e a i s d u s t f r e e and s c r e e d t h e d e f e c t w i t h
c e l l u l o s e s t o p p e r A036B6327. Allow t o c u r e under i n f r a
r e d h e a t i n g a t 24 i n c h e s from t h e s u r f a c e a t a p a n e l
t e m p e r a t u r e of 60°C, (l4O0F) f o r 30 m i n u t e s . Allow t o
a i r c o o l and wet f l a t u s i n g soap l u b r i c a n t , hand hlock
w i t h 400 grade paper (3M). Blow i n t h e r e c t i f i e d a r e a
w i t h primer s u r f a c e r 22 A03686396 t o b r i n g t h e d e f e c t
s u r f a c e l e v e l up t o t h a t of t h e s u r r o u n d i n g p a i n t w o r k .
I f s e v e r a l c o a t s a r e n e c e s s a r y a l l o w 10-15 m i n u t e s d r y i n g
time between each c o a t a t 18OC ( 6 5 ° F ) . Allow a f u r t h e r
30 m i n u t e s d r y i n g time p r i o r t o a p p l y i n g i n f r a r e d h e a t i n g
f o r 1 5 minutes a t 24 i n c h e s from t h e p a n e l g i v i n g a s u r f a c e
t e m p e r a t u r e of 60°C ( 1 4 0 ° F ) . Allow t o a i r c o o l and wet
f l a t t h e a r e a u s i n g hand b l o c k , l u b r i c a n t and 600 g r a d e
p a p e r (3M) t o complete.
M+., .."4..+ a
..,.
.,? -
--,...,-. - . ~~
P030 t y p e mono p a i n t 40 p a r t s by volume

A036B6385 222 t h i n n e r 60 p a r t s by volume
t o g i v e 22 s e c s BS4 cup a t 21°C ( 7 0 ° F ) . T h i s t o be s p r a y e d
u s i n g a Binks Bullows p r e s s u r e pox gun. Spray l i g h t c o a t s
t o o b t a i n d e s i r e d c o l o u r matching. Continue t o complete a s
in 'A' a -L----
""" c.
C. Gel Cracks
Remove t h e p a i n t , primer and g e l c o a t o v e r t h e c r a c k e d a r e a
and 1 / 2 i n c h s u r r o u n d i n g t h i s f e a t h e r i n g back t o t h e p a i n t
s u r f a c e o v e r a f u r t h e r 1/2 i n c h . Use a machine r o u t e r and
d i s c s a n d e r f o r t h i s purpose. Blow o u t d u s t , mix P38 f i l l e r
and f i l l t h e d e f e c t back t o s u r f a c e l a y e r . Allow t h e f i l l e r
t o cure u n t i l d r y t o t h e touch, approximately 1 5 minutes a t
20% ( 8 0 ° F ) . Apply i n f r a r e d lamps t o f u l l y c u r e t h e f i l l e r
f o r 30 minutes a t 24 i n c h e s from t h e p a n e l g i v i n g a s u r f a c e
t e m p e r a t u r e of 60°C (140°F). Allow t o a i r c o o l , wet f l a t
t h e f i l l e d a r e a u s i n g s m a l l hand b l o c k s , l u b r i c a n t and 320 g r a d e
paper (3M) c o n f i n i n g f l a t t i n g t o t h e f i l l e d a r e a o n l y .
SECTION BA Page 23
C. Gel Cracks cont....

The next operation is polyurethane primer spraying. It is
important that all cellulose is removed from areas which
require polyurethane. Dry the area fully and solvent wipe
using isopropanol. Tak Rag thoroughly to remove surface
dust.
Mix polyurethane primer as follows:-
P.U.Primer A07586124 25 parts by volume

P.U.Catalyst X036B6137 5 parts by volume
P.U.Retarder A075B6172 2 parts by volume
Thin to 45 seconds 854 cup at 18-20°C (64-6B°F) using P.U.
thinner A07586125. Spray using a Binks Bullows pressure pot
gun with material nozzle 2059, needle 59 and pressure cap
63 PB. Allow to flash off the 10 minutes at 21°C (70°F)
and then apply Infra red lamps to obtain panel temperature
of 60°C (140°F) for 20 minutes. Allow to air cool and wet
l
flat the rectified area using hand blocks, lubricant and
400 grade paper (3M). Do not rub through the polyurethane.
If the polyurethane surface is pierced it will be necessary
to repeat the priming procedure. Dry thoroughly degrease
using Flowline wax and grease remover, and proceed on to
primer/surfacer painting and polishing treatments detailed
in A & B above.
D. Blisters
Rout out the blister just deep enough to expose the blister
cavity.
If the defect is contained within the paint film thickness
it will be necessary to use cellulose stopper followed by
primer/surfacer and paint as detailed in B above.
If the defect extends down to the polyurethane it will be

necessary to use P38, polyurethane primer, primer/surfacer
and paint as in C above.
If the defect extends into the gel coat it will be necessary

to use P38, polyurethane primer, primer/surfacer and paint
as in C above.
Page 24 SECTION BA
E. Chips and S c r a t c h e s
Edge/corner c h i p s
These s h o u l d be t o u c h e d i n w i t h an a r t i s t b r u s h u s i n g p a i n t
mixed a s f o l l o w s : -
P030 t y p e p a i n t - 40 p a r t s by volume
A036B6385 222 thinner 60 p a r t s by volume
Allow t o a i r d r y t h e n f u l l y c u r e u s i n g I n f r a r e d lamps 24
i n c h e s from p a n e l s u r f a c e g i v i n g 60°C (140°F) f o r 30 m i n u t e s
a l l o w t o a i r c o o l and wet f l a t u s i n g 800 g r a d e p a p e r ( N o r t o n )
with l u b r i c a n t . D r y t h o r o u g h l y and c a r r y on t o r u b b i n g
compound and p o l i s h i n g t r e a t m e n t s a s i n A above.
P a n e l Chips
I f t h e s e c h i p s a r e down i n t o t h e g e l c o a t i t is n e c e s s a r y t o
u s e P38, p o l y u r e t h a n e p r i m e r , p r i m e r / s u r f a c e r and p a i n t a s
d e s c r i b e d i n C above.
These s h o u l d b e t r e a t e d a s f o r edge a;ld c o r n e r c h i p s above

i . e . t o u c h e d i n w i t h an a r t i s t b r u s h , w e t f l a t t e d and
polished.
Scratches- major
These s h o u l d b e t r e a t e d w i t h c e l l u l o s e s t o p p e r , p o l y u r e t h a n e
p r i m e r , p r i m e r s u r f a c e r and p a i n t a s i n B above.
SECTION BA Page 25
-
BA 11 - ACRYLIC POLYURETHANE PAINT RECTIFICATION
A. Orange P e e l o r s c r a t c h e s caused by compounding
These d e f e c t s should be removed u s i n g ICI 28 rubbing compound.

Use a machine mop keeping t h e mop moist and where p o s s i b l e
moving t h e mop i n a f o r e and a f t d i r e c t i o n .
Continue t h e p o l i s h i n g u s i n g 'T- Cut', and a f r e s h p o l i s h i n g

mop, a g a i n keeping t h e mop moist and moving i n a f o r e and
a f t direction. F i n a l l y hand p o l i s h t h e c a r u s i n g c l e a n
c l o t h s and M i r r o r g l a z e MGM8 p o l i s h .
B. Scars o r sinkages
These d e f e c t s should be removed by wet f l a t t i n g t h e l a c q u e r
u s i n g hand b l o c k s , l u b r i c a n t and 1200 grade paper (3M). Great
c a r e must he t a k e n n o t t o f l a t through t h e l a c q u e r c o a t . If
t h i s t r e a t m e n t i s s u c c e s s f u l t h e p a n e l can be compounded and
p o l i s h e d a s above. I f t h e problem i s such t h a t it cannot be
removed by f l a t t i n g t h e n t h e a r e a should be thoroughly d r i e d
and Tak Rag prepared. C l e a r l a c q u e r s h o u l d he mixed a s
follows:-
ICI P190-0379 Clear coat 4 p a r t s by volume

ICI P210-0760 Hardener 2 p a r t s by vollune
ICI P850-1212 Thinner 2 p a r t s by volume
V i s c o s i t y 23 t o 27 seconds BS4 cup a t 1 E 0 C (64"F), m a t e r i a l
temperature. I f n e c e s s a r y add more P850-1212 t h i n n e r t o
achieve t h i s v i s c o s i t y . Mask o f f a r e a immediately s u r r o u n d i n g
t h e f a u l t y a r e a and b u i l d up t h e minimum number of c o a t s of
lacquer required t o disguise t h e d e f e c t . 10 minutes should
be allowed between c o a t s f o r f l a s h o f f a t lE°C ( 64OF). Leave
t h e f i n a l c o a t t o f l a s h o f f f o r 30 minutes a t 18OC (64"F), t h e n
apply I n f r a r e d lamps t o f u l l y c u r e t h e l a c q u e r f o r 30 minutes
a t 60°C (140°F). The r e c t i f i e d a r e a can t h e n be wet f l a t t e d
compounded and p o l i s h e d a s above.
I f by e r r o r t h e m e t a l l i c p a i n t under t h e l a c q u e r i s broken
i n t o by f l a t t i n g t h e n i t w i l l be n e c e s s a r y t o s p r a y f r e s h
c o l o u r c o a t and l a c q u e r o v e r t h i s a r e a . Wet f l a t t h e a r e a
u s i n g 400 grade paper (3M), l u b r i c a n t and hand block. Dry
thoroughly and Tak Rag.
Page 26 SECTION BA
B. Scars o r sinkages cont
Mix c o l o u r p a i n t a s f o l l o w s : -
ICI P421 paint 4 p a r t s by volume

ICI P210 760 hardener 2 p a r t s by volume
ICI P850 1212 thinner 2 p a r t s by volume.
V i s c o s i t y 23-27 seconds BS4 cup a t 18OC m a t e r i a l t e m p e r a t u r e
I f n e c e s s a r y add more P850-1212 t h i n n e r t o a c h i e v e t h i s
viscosity.
Mix c l e a r l a c q u e r a s f o l l o w s : -
ICI P190-0379 c l e a r coat 4 p a r t s by volume

ICI P210-0760 hardener 2 p a r t s by volume
I C I P850-1212 thinner 2 p a r t s by volume
V i s c o s i t y 23-27 seconds BS4 cup a t 18°C (64°F) m a t e r i a l

temperature. I f n e c e s s a r y add more P850-1212 t h i n n e r t o a c h i e v e
+
...
L ,
- "I^..._ -- *- *-
-1.-
"..U
--.-- : -
.1 --
-..*..L--.-"-^,
- 4 ~
. .
~ Y I I Y Y I I Y * . . ~
the faulty area. Spray one s i n g l e c o a t of c o l o u r p a i n t and

a l l o w 30 minutes t o f l a s h o f f a t 18OC (64OF). Spray one
s i n g l e c o a t o f c l e a r l a c q u e r allow 15 minutes t o f l a s h o f f
a t 18°C (64OF) and s p r a y t h e f i n a l l a c q u e r c o a t . Leave t o
f l a s h o f f f o r 30 minutes a t 18OC (64OF) and t h e n apply i n f r a
r e 2 Z s a t i i i g ;"a 30 u i i u u i a s a t a panei temperature of 60°C i i & u G F j .
Allow t o a i r c o o l and t h e n wet f l a t u s i n g 1200 grade p a p e r
(3M) followed b y compound and p o l i s h i n g a s i n A above.
C. Gel Cracks
Remove t h e p a i n t , primer and g e l c o a t over t h e cracked a r e a
and 1/2 i n c h s u r r o u n d i n g t h i s , f e a t h e r i n g back t o t h e p a i n t
s u r f a c e o v e r a f u r t h e r 1/2 i n c h . Apply P38, p o l y u r e t h a n e
primer and p r i m e r / s u r f a c e a s d e s c r i b e d i n BA 10 - P a r t C, and
c o n t i n u e t o p a i n t and f i n i s h a s i n A & B above.
D. Blisters
Rout o u t t h e b l i s t e r j u s t deep enough t o expose t h e b l i s t e r
cavity.
I f t h e defect i s contained within t h e paint f i l m thickness

it w i l l he n e c e s s a r y t o r e s p r a y l o c a l l y both c o l o u r p a i n t
and c l e a r l a c q u e r a s d e s c r i b e d i n B above.
SECTION BA Page 27
D. Blisters cont. ...
If the defect extends lower than the paint film it will be
necessary to use P38, polyurethane primer, primer/surfacer
and paint as for the gel crack defect described in C above
E. Chips and Scratches

Where possible these can be treated by respraying both colour
and clear lacquer as in B above but if necessary the full
body surfacing treatment must be given as in C above.
BA 12 - PAINT PROCEDURE FOR R R I M COMPONENTS
Eclat Excel front and rear bumpers, sills and rear valences are
Reinforced Reaction Injection Mouldings (RRIM) and are supplied
only in priner for finishing in the colour required. Refer to
the paint code stamped on the vehicle identification plate.
1982/83 model year Excels.

RRIM parts are painted in Steel Grey metallic Lotus part no.
A089B6113V , ICI P421/5310 and clear laquer, using a flex aid
additive in both colour and clear coats
1984 model year Excels.

On metallic cars, RRIbT parts are painted in the same P421 line
paint as is the body, together with a clear laquer and flex aid
additive.
On mono colour cars finished in nitro cellulose ('L' paint code
prefix) the RRIM parts are painted using P420 line 2-pack acrylic
polyurethane paint with a flex aid additive, but -
NO clear laquer.
Paint part numbers as follows:-
VIN Plate Body Colour RRIM Paint Part Numbers

Paint Code Lotus ICI
L31 Lemon Yellow A089B6148V P420/0455

L25 Monaco White A089B6149V P420/7517
L42 Calypso Red A089B6150V P420/GJ23,
L15 Black A089B6151V P420/0122
On mono colour cars finished in acrylic polyurethane

('A' paint code prefix), RRIM parts are painted in the same
P420 line paint as is the body, together with a clear laquer
and flex aid additive.
SECTION BA
1. Preparation.
Use 400 g r i t carburundum p a p e r t o wet f l a t t h e p a n e l a n d

remove a l l s u r f a c e i r r e g u l a r i t i e s . Do n o t r u b t h r o u g h t h e
p r i m e r (A082B4429V, I C I P571/5000).
2. Colour
- Paint Application.
For m e t a l l i c c o l o u r s :
Colour p a i n t P421 5 p a r t s by volume
F l e x Aid A089B6121V P100/2001 1 p a r t by volume
Hardener A076B6061V P210/0760 3 p a r t s by volume
Thinner A076B6077V P850/1212 To s p r a y i n g V i s c o s i t y
F o r mono c o l o u r s :
Colour p a i n t P420 5 p a r t s by volume

F l e x Aid AnRQRfil7lV nn i7nn3 1 nnr+ h..S ..,.'I
...l,l

For e i t h e r s y s t e m , s p r a y one s i n g l e c o a t , a l l o w 10 minutes t o

f l a s h o f f , and s p r a y one c r o s s c o a t . Allow 30 m i n u t e s f l a s h o f f
b e f o r e s t o v i n g a t 80°C f o r 5 0 m i n u t e s . R e c t i f y minor blemishes
w i t h c e l l u l o s e s t o p p e r and p r e p a r e f o r s p r a y i n g second c o a t .
S p r a y s e c o n d c o a t a s a b o v e , and i f n e c e s s a r y w i t h m e t a l l i c c o l o u r s ,
a d u s t c o a t t o minimise shading. F o r mono c o l o u r s , a l l o w 30
m i n u t e s f l a s h o f f b e f o r e s t o v i n g a t 80°C f o r 5 0 m i n u t e s .
3. C l e a r Coat A p p l i c a t i o n . (Not u s e d on ' L ' p a i n t c o d e c a r s )
C l e a r Coat A076B6069V P190/0379 5 p a r t s by volume

F l e x Aid A089B6121V P100/2001 1 p a r t by volume
Spray one s i n g l e c o a t of c l e a r c o a t , a l l o w 10 m i n u t e s t o f l a s h o f f ,
and s p r a y o n e d o u b l e c o a t . Allow 30 m i n u t e s t o f l a s h o f f b e f o r e
s t o v i n g a t 80°C f o r 5 0 m i n u t e s .
JUL 1985
SECTION BA Page 29
NOTE
P
R R I M components c a n o n l y be s t o v e d i f jig s u p p o r t s are
used t o prevent d i s t o r t i o n . Where j i g s a r e n o t a v a i l a b l e , t h e
p a i n t may b e a i r d r i e d a t room t e m p e r a t u r e f o r 1 0 t o 12 h o u r s
minimum. P a r t s s h o u l d n o t b e f i t t e d f o r 24 h o u r s .
BA13 - PEARLESCENT WHITE PAINT PROCEDURE
Cars f i n i s h e d i n ' P e a r l e s c e n t W h i t e ' w i t h p a i n t c o d e P02

s h o u l d be p a i n t e d a s f o l l o w s :
1. F o l l o w p r o c e d u r e s BA2, BA3 BA4 a n d BA5 t o a p p l y p o l y u r e t h a n e

primer and t o p r e p a r e f o r t h e c o l o u r c o a t .
2. F o l l o w p r o c e d u r e BA7 s t a g e s 1 , 2 a n d 3 t o a p p l y Monaco
W h i t e , I C I P420-7517, a n d a l l o w 45 m i n . f l a s h o f f b e f o r e
applying the pearlescent coat.
3. P e a r l e s c e n t F i n i s h : A089B6184V I C I P 4 2 1 - 7 8 6 5
Mixing R a t i o: Pearlescent 4 p a r t s by v o l u m e
Hardener P2 10-760 1 p a r t s by v o l u m e
Thinners P850-1212 4 p a r t s by v o l u m e
S p r a y i n g v i s c o s i t y i s 1 6 - 1 8 s e c s . BS4 c u p a t 1 8 ' ~ m a t e r i a l
temperature. P r e s s u r e a t t h e gun 60 p s i .
S p r a y 2 s i n g l e p a s s e s t o o b t a i n a f i l m t h i c k n e s s of 1 t h o u .
approx. 5 min. f l a s h o f f between coats.
F l a s h o f f 30-45 m i n . before clearcoat application.
4. F o l l o w p r o c e d u r e BA7 s t a g e s 4 t o 9 t o a p p l y c l e a r c o a t a n d
to polish.
R R I M COMPONENTS I N PEARLESCENT WHITE
1. F o l l o w p r o c e d u r e BA12 t o a p p l y a c o l o u r c o a t of K o n a c o
W h i t e I C I P420-7517.
JUL 1985
2. Pearlescent Finish: A089B6184V I C I P421-7865
Mixing R a t i o : Pearlescent 5 pbv
Flsxaid P100 2 0 0 1 l pbv
Hardener P210 0 7 6 0 1.5 pbv
Thinners P850 1 2 1 2 t o s p r a y i n g v i s c o s i t y
S p r a y i n g v i s c o s i t y i s 1 6 - 1 8 s e c s . BS4 c u p a t 1 8 ' ~ m a t e r i a l
temperature.
Spray 2 s i n g l e p a s s e s t o o b t a i n a f i l m t h i c k n e s s o f 1 thou.
a p p r o x . 5 min f l a s h o f f between c o a t s .
F l a s h o f f 30- 45 m i n s b e f o r e c l e a r c o a t a p p l i c a t i o n
3. F o l l o w p r o c e d u r e BA12 t o a p p l y a c l e a r c o a t of' I C I
P190-0379.
Under n o c i r c u m s t a n c e s m u s t " P a i n t S t r i p p e r " b e u s e d t o r e m o v e

p a i n t from g l a s s f i b r e r e i n f o r c e d p l a s t i c (G.F.R.P.) bodies as
t h i s w i l l a t t a c k t h e g e l - c o a t , w h i c h MUST o f c o u r s e r e m a i n i f i t a c t .
The r e c o m m e n d e d p r o c e d u r e f o r r e m o v i n g p a i n t i s : -
1. Wash o f f w i t h a s l o w t h i n n e r ,
0r
2. Wet f l a t w i t h a n a p p r o p r i a t e g r a d e o f p a p e r d e p e n d e n t
on t h e amount o f p a i n t t o be removed.
P a p e r h e a v i e r t h a n "240" g r a d e must n o t be u s e d .
SECTION BB
BODY
-
BODYCARE AND REPAIR
SECTION BB - ALL MODELS
Operation Page
Owners Handbook Extract;

Lotus Composite Body Features
Bodycare
General Description
Accident Damage Assessment
Resin Mix
Basic Bonds and Joints
Headlamp Bowls and Surrounds
Pin Holes or Air Voids
Distortion or Wrinkling
Split Bonds
Replacement Sections
Positioning Replacement Panels
Bobbins (Metal Inserts)
Body Mounting Points
Page 2 SECTION BB
BB 1 - LOTUS COMPOSITE BODY FEATURES

-
(Owners Handbook Extract)
Lotus Cars Limited are acknowledgfilleadersin the field of

composite moulding design and manufacturing techniques,
having developed methods which are now used under license
throughout the world.
These brief notes introduce some features of the construction

and service properties of composites as applied to vehicle
bodies.
Composite materials have major advantages for specialist

vehicle bodies;-
Composites will not corrode. The strength of composite
components is retained regardless of ace. unless ohvsical
damage is sustained.
The Manufacturing process enables the thickness of composite

mouldings to be varied throughout the bodyshell and components
to provide efficient structures, of high strength and low
weight.
. - --- - --
m,.
C
- -- .~
... .. . . ..
~ ~ t u p a r ~ ti lul rail
2..
~ ~ LOLUS
~ models is enciosea by
protective structural beams, built into the bodyshell and
doors which combine to provide maximum occupant protection.
Composites have the ability to absorb high impact loads by

progressive collapse and impact damage is localised. In
accident situations this protects occupants from injurious
shock loads and greatly reduces the danger of entrapment by
deformation of body panels, or jammed doors. This behaviour
also facilitates repair by integrating replacement body
sections with the undamaged part, using recognised approved
methods which will restore the body to original condition
without residual strain or distortion.
SECTION BB Page 3
The outer surface of a composite panel is sealed by a thin

layer of 'gel coat'. If the panel is deflected beyond its
limits o f flnxibilitv the eel coat will be overstressed and
cracks will result, although the panel will return to its
original shape.
A steel panel similary treated would become permanently dented.
The cracking may be confined to the surface gel coat, with no

reduction in panel strength, hut if damage is more severe the
composite structure below the gel coat may be weakened.
Localised repairs can be made in either case. Gel cracks may
not appear immediately after overstressing because the effect
can be masked by the flexibility of the paint finish which
covers the gel coat. In some instances gel cracks can take
as long as three months to appear.
Gel cracks can he caused by, for example:-
Sitting or leaning heavily on the bonnet or any other

flexible panel.
Knocking doors against obstructions when opening.
Dropping a sharp or heavy object on a panel
Allowing unsecured items to slide about in the boot (trunk)
Closing bonnet (hood) or boot (trunk) onto projecting objects,

e.g. luggage or tools.
Attempting to deflect or remove, by force, parts attached to

composite panels e.g. mirrors, locks, aerial etc., (action by
vandals or even some mechanical car washes).
Incorrect jacking.
Collision with heavy rigid object.
Note that bumpers are sacrificial members which will absorb

shock loads, thus protecting body panels. Exceeding bumper
load factor may cause gel crazing of body panels.
Page 4 SECTION BB
BB 2 - BODYCARE
(Owners Handbook E x t r a c t )
The f i n i s h of your L o t u s i s e x t r e m e l y r e s i s t a n t t o a l l
normal forms o f a t m o s p h e r i c a t t a c k . Provided t h e simple
m a i n t e n a n c e p r o c e d u r e summarised be1.ow i s f o l l o w e d , i t
w i l l r e t a i n i t s g l o s s , c o l o u r and p r o t e c t i v e p r o p e r t i e s
t h r o u g h o u t t h e l i f e of t h e v e h i c l e .
However, c a r f i n i s h e s a r e n o t c h e m i c a l l y r e s i s t a n t . Severe
l o c a l c o n t a m i n a t i o n of a n a c i d o r an a l k a l i n e c h a r a c t e r
can o c c u r . If it i s l e f t i n c o n t a c t with t h e p a i n t f i l m
f o r any l e n g t h of t i m e , i t may c a u s e p i t t i n g and c o l o u r
change.
Washing
"I,...
,. 2
_ .--..-- ___Li_L _ 1 % 1
,.A-A
_ L L . . I
YrruLr a
. .
A A~A ~. L~
p e r ~ I~ Z ~ w e ~ ~ ,
soluble. They w i l l b e removed b e f o r e any harm o c c u r s by

t h o r o u g h washing w i t h p l e n t y of w a t e r , t o which i s added a
few d r o p s of l i q u i d d e t e r g e n t . F r e q u e n t washing i s t h e b e s t
s a f e g u a r d a g a i n s t unseen c o n t a m i n a n t s ; a t t h e same time
e n s u r i n g t h e r e g u l a r removal o f d i r t , d u s t and t r a f f i c f i l m .
-,
,C , .,. ,., .,.
L - 7 . 4
mabrL i;? eLLi-tiiivr, w a r ~ uw a i e r
ii~t and
d e t e r g e n t w i l l remove t h e gummy d e p o s i t s exuded by some t r e e s
i n t h e summer months. P e t r o l o r w h i t e s p i r i t w i l l remove s t a i n s
o f t h e t a r , bitumen and g r e a s e t y p e .
Polishing
E v e n t u a l l y some l o s s of g l o s s , and an a c c u m u l a t i o n o f t r a f f i c
film, w i l l occur. A t t h i s s t a g e , a f t e r t h e normal w a s h i n g , a
p o l i s h w i t h a good q u a l i t y l i q u i d p o l i s h w i l l r e s t o r e t h e
o r i g i n a l l u s t r e of t h e p a i n t film.
Higher g l o s s o f t h e p a i n t f i l m , and added p r o t e c t i o n a g a i n s t

c o n t a m i n a t i o n , c a n b e o b t a i n e d by wax p o l i s h i n g . But i t must
b e remembered t h a t a wax p o l i s h c a n o n l y b e used s u c c e s s f u l l y
on a c l e a n s u r f a c e , and t h a t t h e p r e v i o u s a p p l i c a t i o n must
f i r s t be removed w i t h w h i t e s p i r i t o r a l i q u i d p o l i s h c l e a n e r
b e f o r e re- waxing.
SECTION BB Page 7
BB 3 - GENERAL DESCRIPTION
The b a s i s of t h e v e h i c l e comprises a one p i e c e

moulded composite m a t e r i a l bodyshell which s t r a d d l e s
a f a h r i c a t e d s t e e l backbone c h a s s i s , and is b o l t e d
t o i t v i a i n t e g r a l a l l o y bobbins a t s e v e r a l widespread
mounting p o i n t s .
W h F 1 ~ tt h e c h a s s i s c a r r i e s a l l t h e major s t r u c t u r a l
l o a d s , t h e body i s used t o c a r r y o r t r a n s f e r t h e
remainder, and when t h e body and c h a s s i s a r e mounted
t o g e t h e r each c o n t r i b u t e s t o t h e s t r e n g t h and t o r s i o n a l
s t i f f n e s s of each o t h e r The bodyshell i s moulded i n
two major s e c t i o n s , a t o p s h e l l and u n d e r t r a y which
a r e bonded t o g e t h e r around t h e ' w a i s t l i n e ' .
S p e c i f i c p r o p e r t i e s , where r e q u i r e d , a r e i n c o r p o r a t e d
w i t h i n t h e moulded s e c t i o n s by u t i l i z i n g t h e h i g h
t e n s i l e and s t r e n g t h c h a r a c t e r i s t i c s of t h e v a r i o u s
t y p e s of f i b r e reinforcement used.
BB 4 - ACCIDENT DAMAGE ASSESSMENT
A l l damage t o t h e body must be c l a s s e d a s s t r u c t u r a l .

However, i n s i d e t h i s broad c l a s s i f i c a t i o n t h e damaged a r e a
can be f u r t h e r d e f i n e d a s e i t h e r : -
a ) High s t r e s s e d , h) Moderate s t r e s s e d , o r c ) Low s t r e s s e d ,
and on t h a t d e f i n i t i o n depends t h e o r i g i n a l c o n s t r u c t i o n and
t h e r e f o r e t h e r e p a i r method t o he employed.
A s a g e n e r a l r u l e t h e r e should he a bond wherever t w o p a n e l s

touch; o r wherever they c l o s e on important p o i n t s . It is
u s u a l l y p o s s i b l e t o check t h e s e bonds b o t h v i s u a l l y and
physically f o r f r a c t u r e s o r breaks. A s c e r t a i n t h e c a u s e of
damage and t h e d i r e c t i o n of impact and examine a l l p a n e l s o r
bonds which may have been a f f e c t e d .
Page 8 SECTION BB
A f r o n t end impact, f o r example, may e a s i l y c a u s e t h e bonds

a t t h e bulkhead t o s p l i t without t h e d e f e c t being e a s i l y
visible.
To f a c i l i t a t e a c l o s e r examination i t may be n e c e s s a r y t o
remove p a r t s and components t o determine t h e e x t e n t of t h e
damage. \men determing t h e s i z e of t h e replacement p a n e l s
t o be o r d e r e d , make s u r e t h e new p a n e l s , when c u t - i n , w i l l
be a t t a c h e d t o f i r m GFRP m a t e r i a l ; avoid badly c r a z e d a r e a s
and badly b u r n t a r e a s .
F i r e damage i s t h e most d i f f i c u l t t o a s s e s s but g e n e r a l l y o n l y

t h e obviously b u r n t o r c h a r r e d s e c t i o n s w i l l need t o be
replaced o r reinforced.
BB. 5
- - RESIN -M -
I X ( A c c e l e r a t e d Hand Lay-Up)
Resin - P a r t Number X036 B 6206V

Catalyst - P a r t Number X036 B 6344V (Butinox M50)
Mix hardener ( c a t a l y s t ) i n t o t h e r e s i n i n t h e p r o p o r t i o n s of
15cc of c a t a l y s t t o l kg (21b) o r r e s i n . Mix r a t i o (1:150)
For Gel c o a t s mix 20cc of c a t a l y s t with 1 kg (2 l b ) of g e l .
BB 6 - BASIC BONDS AND JOINTS
Cut o f f t h e damaged p o r t i o n a f t e r marking f o r r e - p o s i t i o n i n g

o f t h e new p a n e l . Clean and p r e p a r e both e x i s t i n g and new
p a n e l s , removing a l l road f i l t h and undersea1 from t h e
e x i s t i n g panel. Cut t h e new panel t o f i t , l i n i n g up w i t h t h e
p r e v i o u s l y marked p o s i t i o n i n g l i n e s . Mate t h e two p a r t s t o
be j o i n e d , u s i n g packing a s n e c e s s a r y t o a c h i e v e a p e r f e c t
match. J o i n i n g p l a t e s (of angled s e c t i o n ) should be a t t a c h e d
t o t h e e x t e r i o r of t h e panel with t h e a i d of s e l f - t a p p i n g screws
Using chopped- strand g l a s s f i b r e mat of 302 w e i g h t , t o g e t h e r
with t h e r e s i n and h a r d e n e r , layup by hand from t h e u n d e r s i d e
of t h e j o i n t , e n s u r i n g an o v e r l a p of 3 - 4 i n (8-10 cm), and
0
l e a v e t o harden i n a temperature of not l e s s t h a n 15 C .
SECTION BB
When the repair has fully cured (hardened), and NOT BEFORE,
remove the joining plates from the exterior surface. Sand out
the top exposed joint, feathering outwards from the join line,
removing any old paint in the process. Fill the depression
with rovings and resin, and whilst still wet, lay over a thin
layer of chopped-strand mat and apply more resin and hardner
(1 oz weight). Allow to dry and fully cure. Sand down and
fill any imperfections with filler (Part No. A036B 6203V), and
allow to dry. Finally, sand down with carborundum paper to
prepare for painting.
BB 7 - HEADLAMP BOWLS AND SURROUNDS
Where severe damage to the headlamp bowl and surround has

occured it is generally found more economical to fit a
replacement bowl and section. It is essential for the correct
operation of the headlamp assembly that the replacement section
is correctly positioned, the bowl being attached to the pivot
bobbins of the new section and tested for clearance in the
up-and-down position before being bonded to the car.
The bowl should be fixed in the most convenient position by taping

in place before laminating in the new section. Accessibility is
restricted in this area and it may be found more advantageous to
work through the actual lamp unit hole..
Alternatively where a less serious impact has occurred. and

the lamp surround can he satisfactorily repaired without
resorting to a replacement section it is recommended that
a small jig be made to embrace both pivot mounting bolts
of the bowl width. These can be screwed into the body
bobbins serving to correctly locate them whilst providing
sufficient access to bond them in and perform the desired
repair.
Page 70 SECTION BB
SUPERFICIAL DEFECT REPAIRS
BB 8 - PIN HOLES OR AIR VOIDS
I t i s d i f f i c u l t t o overcome a i r voids and p i n h o l e s when a

hand layup r e p a i r i s c a r r i e d o u t , b u t , a s a l l body components
0
a r e heated t o 8 2 ' ~ (180 F ) , t h e maximum s e r v i c e t e m p e r a t u r e ,
b e f o r e p a i n t i n g , t h e s e i m p e r f e c t i o n s w i l l show up. Any a i r
v o i d s l o c a t e d i n t h i s manner can be opened up from t h e s u r f a c e
and f i l l e d with a s t o p p e r o r f i l l e r .
The a i r voids and p i n h o l e s can be opened up u s i n g one o r both

of t h e f o l l o w i n g methods:
a) Enlarging tire h o l e by gouging o r ' p i c k i n g - o u t '

b) D r i l l i n g o r routing o u t , leaving a l a r g e hole with near
parallel sides.
-A A- -
-LIT* IC~LIIIIIIK P A L L I I V L ~ L ~X I ~ p a i u ~ s u r ~ a c es i n ~ so v e r r n e
r e p a i r , t h i s may have been caused by t h e f i l l e r s h r i n k i n g .
When c e l l u l o s e p a i n t s t o p p e r is used, o v e r f i l l a s t h i s s t o p p e r
has a high r a t e of s h r i n k a g e . Depressions i n t h e p a i n t s u r f a c e
when u s i n g a p o l y e s t e r s t o p p e r a r e u s u a l l y caused by p a i n t i n g
t o o soon a f t e r t h e r e p a i r . T h e r e f o r e , b e f o r e rubbing down and
p a i n t i n g make s u r e t h e s t o p p e r has cured c o m p l e t e l y , l e a v e f o r
a s long a s p o s s i b l e b e f o r e rubbing down. See S e c t i o n BA.
BB 9 - DISTORTION OR WRINKLING
D i s t o r t i o n o r w r i n k l i n g a r e u s u a l l y caused by exposure t o
severe heat. T h i s can c a u s e t h e r e s i n t o s o f t e n s l i g h t l y
and i n doing s o g i v e way t o any i n b u i l t o r a s s o c i a t e d
stresses. I n a l l such c a s e s t e c h n i c a l advice should be
sought from Lotus Cars Limited.
BB 10 - SPLIT BONDS
Small s p l i t s i n bonds, such a s t h o s e around t h e door can

occur and a r e caused mainly by e x c e s s i v e f l e x i n g of t h e
p a n e l s o r by v i b r a t i o n ; t h e s e should be a r r e s t e d b e f o r e
Page 7 7
t h e y can e x t e n d and become s e r i o u s . The s p l i t should be

peeled open a l i t t l e f u r t h e r , roughen up t h e i n s i d e f l a n g e
t y p e of bonding r e s i n b e f o r e clamping up. Clamping p r e s s u r e

should always be a p p l i e d e v e n l y , u s i n g a s m a l l s l i p of wood
o r m e t a l i f dimpling of t h e p a n e l s u r f a c e i s t o b e avoided.
Where p o s s i b l e , a l l s p l i t s should he laminated from t h e
inside.
BB 11 - REPLACEMENT SECTIONS
Where t h e r e p a i r of a damaged v e h i c l e c a l l s f o r replacement

s e c t i o n s o r p a n e l s i t i s recommended t h a t t h e s e be o b t a i n e d
d i r e c t from Lotus Cars Limited.
S t a n d a r d s e c t i o n a l r e p a i r moulds c a t e r f o r t h e r e p a i r of damage
i n any a r e a of t h e hody u n i t . These a r e s o d e s i g n e d t h a t they
can be used i n d i v i d u a l l y o r connected t o g e t h e r f o r t h e
manufacture o r t h e r e q u i r e d s e c t i o n of t h e body. These a r e
a l s o used f o r l o c a t i n g new s e c t i o n s c o r r e c t l y r e l a t i v e t o t h e
e x i s t i n g panels. These moulds a r e d e l i b e r a t e l y l e f t unframed
s o a s t o accommodate s l i g h t d i s c r e p a n c i e s and have been made
on a s t a n d a r d p a i n t e d hody s h e l l t o allow f o r average p a i n t
thickness.
Due t o t h e m a t e r i a l used i n c o n s t r u c t i o n of t h e body u n i t ,
c a s e s of s e v e r e damage can o f t e n h e economically r e p a i r e d
i.e. where damage h a s been s e v e r e enough t o d e s t r o y v i r t u a l l y
t h e whole f r o n t end of t h e v e h i c l e , a s f a r a s t h e bulkhead f o r
i n s t a n c e , i t is p o s s i b l e t o g r a f t on a new complete s e c t i o n .
Before c u t t i n g away t h e damaged p a r t s o r o r d e r i n g replacement

s e c t i o n s , t h e proposed method o f r e p a i r , p o s i t i o n i n g of j o i n t
l i n e s , overlaps e t c . , should be ascertained. Determine a
method f o r t h e c o r r e c t p o s i t i o n i n g of replacement s e c t i o n s
and b e f o r e c u t t i n g away damaged p a r t s check on any prominent
f e a t u r e s from which measurements can h e made and s c r i b e t h e s e
c l e a r l y on t o t h e p a n e l s which a r e t o be l e f t i n t a c t . Use
maski.ng t a p e o r c h a l k t o d e f i n e t h e l i n e s on which i t i s
Page 12
proposed t o c u t t h e panels and s t u d y t h e s e l i n e s thoroughly

to see that:-
a) any damaged o r s l i g h t l y damaged panel which would be
u s e f u l i n t h e a l i g n i n g of a n o t h e r major panel w i l l
n o t be removed o r ,
h) on s i n g l e skinned a r e a s i n p a r t i c u l a r t h e proposed
o u t l i n e t r a v e r s e s l o n g i t u d i n a l , l a t e r a l and
h o r i z o n t a l d e f i n i t i o n p o i n t s t o a s s i s t easy l i n i n g
up of t h e new panel i n a l l t h r e e p l a c e s .
When r e p a i r s have been c a r r i e d o u t i n t h e v i c i n i t y of t h e f r o n t
wheelarches, e n s u r e t h e t y r e s do n o t f o u l t h e f r o n t lower f l a n g e
when t h e wheels a r e on f u l l l o c k .
Underseal t h e wheelarch a r e a t o a depth of 1/8th i n (3mm)

u s i n g "3M" m a t e r i a l , o r i t s e q u i v a l e n t i n c o n s i s t e n c y , t o
prevent gel - coat c r a z i n g caused by s m a l l s t o n e s e t c . , thrown
up by t h e wheels.
BB 12 - POSITIONING REPLACEMENT PANELS
a) Line up f l a t s u r f a c e ( e . g . u n d e r t r a y o r f l o o r a r e a )
u s i n g l o n g wooden beams b o l t e d t o undamaged a r e a .
5) Line up c c a t c u r = ! e . g . v i n g s c c t i c n s ; using
s p l i n t s and b o l t i n t o p o s i t i o n w i t h f l a t o r curved
steel straps.
BB 1 3 - BOBBINS ( METAL INSERTS)
Considerable use i s made of d i e - c a s t metal i n s e r t s , which

a r e o v a l i n c o n f i g u r a t i o n and commonly known a s ' b o b b i n s ' .
These a r e designed t o c a r r y h i g h l o a d s i n most d i r e c t i o n s

and a l s o o f f e r t h e advantage of being a c c u r a t e l y l o c a t e d i n
t h e mountings.
Two b a s i c forms a r e employed a s follows:-

Large ( s t r u c t u r a l ) bobbins - with 3/8 i n o r 7/16 i n h o l e s
(plain o r threaded).
Small ( s e m i - s t r u c t u r a l ) bobbins - with 1/4 i n o r 5/16 i n

hbles (plain o r threaded).
The f o l l o w i n g advjcf i s given on d e a l i n g with bobbin f a i l u r e s : -
SECTION BB Page 73
Bobbins P u l l i n g Out
This could be caused by o v e r l o a d i n g e . g . a c c i d e n t damage.

Where t h e bobbin and i t s surrounding a r e a i s a c c e s s i b l e from
t h e rough s i d e of t h e l a m i n a t e s e i t h e r n a t u r a l l y o r by
c u t t i n g non-weakening a c c e s s h o l e s , t h e remedy is t o improvise
a l o c a l mould i n wood o r g l a s s f i b r e of t h e body s u r r o u n d i n g
t h e f i n i s h e d s i d e of t h e bobbin.
D i f f i c u l t y may be experienced i n temporary r e - l o c a t i n g t h e

bobbin and i t s surrounding l a m i n a t e i n i t s o r i g i n a l p o s i t i o n .
A l o c a l mould of t h e smooth s i d e of t h e s u r r o u n d i n g a r e a
( f o r example 6 i n (15 cm) beyond i n a l l d i r e c t i o n s ) should
eliminate t h i s trouble. R e - r e g i s t e r i n g can be achieved by
d r i l l i n g h o l e s through mould and body and through t h e bobbin
b e f o r e removing t h e r e p a i r mould.
A d d i t i o n a l 4 i n (10 cm) s q u a r e p a t c h e s t o make t o up:-

1/4 i n and 5/16 i n bobbins: t h e e q u i v a l e n t of 5 X l* oz
layers.
3/8 i n and 7/16 i n bobbins: t h e e q u i v a l e n t of 7 X 1.4 oz

layers.
NOTE: Number of p a t c h e s t o be determined from t h e above.
The bobbin can then be d i r e c t l y laminated on t h e o l d

mounting by u s i n g t h e t e c h n i q u e s d e s c r i b e d and o v e r l a p p i n g
t h e new l a m i n a t e on t o t h e o l d by s e v e r a l i n c h e s
( c e n t i m e t r e s ) whenever p o s s i b l e .
,
The l a r g e r bobbins a r e used only where t h e l o a d i n i s a r e
known t o be h i g h , e . g . body mountings, s e a t a t t a c h m e n t s ,
etc.. Smaller bobbins a r e used a s a l o c a t o r y p o i n t o r a
b l i n d attachment p o i n t .
T y p i c a l i n s t a n c e s such a s n o n - s t r u c t u r a l a p p l i c a t i o n s a r e
headlamp p i v o t s . I n t h e s e c a s e s l o o s e bobbins can be
r e p a i r e d by more l o c a l i s e d ahd l e s s e x a c t i n g means, e . g .
f o r c i n g i n a dough mixture around and behind t h e bobbin;
winding t a p e around i t , e t c . .
SECTION BB
S t r i p p e d Threads
W h i l s t t h e i r o v a l s e c t i o n w i l l p r e v e n t t h e s e b o b h i n s from
t u r n i n g i n normal u s e t h e y may l o o s e n i f t o o much t i g h t e n i n g
p r e s s u r e i s a p p l i e d , o r when a n a t t e m p t i s made t o t a p them
out t o a l a r g e diameter. I f a t h r e a d i s damaged o r s t r i p p e d
an a t t e m p t s h o u l d b e made t o d r i l l t h e t h r e a d c l e a r and u s e
a b o l t and l o c k n u t o r d r i l l o v e r s i z e and f i t h e l i c o i l i n s e r t .
When f i t t i n g an i n i t i a l c h e c k s h o u l d b e made w i t h e a c h b o l t
before tightening. Only U.N.C. b o b h i n s a r e employed and
p a r t i c u l a r c a r e s h o u l d b e p a i d t o f i t o n l y U.N.C. bolts to
them. Where t h e b o l t s are p a r t i c u l a r l y t i g h t t h i s may b e
d u e t o r e s i n w i t h i n t h e t h r e a d e d p o r t i o n o f t h e b o b b i n which
c a n b e remedied by t a p p i n g o u t .
G u i y Cite c o r r e c r LenPlCn O i me Doir s n o u l d be used. I . e . those
whose t h r e a d e n g a g e s w i t h t h e f u l l d e p t h o r t h e b o b b i n . No
a t t e m p t s h o u l d b e made t o p u l l i t e m s up u n d e r heady l o a d w i t h
n s m a l l engagement of t h r e a d . To a v o i d t i g h t e n i n g up o n t o
t h e p l a i n shank o f t h e b o l t i s i s recommended t h a t o n l y
s e t s c r e w s be used, i . e . t h o s e t h r e a d e d a l l t h e way u p t o t h e
head.
L a m i n a t i n g N e w Bobbin
F i r s t l y t h e l a m i n a t e s from t h e b a s i c mounting s u r f a c e must

o v e r l a p and i n t e r l e a v e w i t h t h e l a m i n a t e s a r o u n d t h e b o b b i n s .
Secondly t h e l a m i n a t e must b e w e l l b u i l t up u n d e r t h e bobbin
t o p r e v e n t t h e bobbin from p u l l i n g o u t i n a downward d i r e c t i o n .
T h i s surrounding laminate should i n i t s e l f comprise a t i g h t
r i n g around t h e b o b b i n t o p r e v e n t i t from b u r s t i n g o u t u n d e r
d i a g o n a l l o a d s b u t i f i n d o u b t o n e o r two l a y e r s of t a p e o r
c l o t h s h o u l d he wound round t h e w a i s t of t h e b o b b i n . Finally
p l a s t i c i n e o r s i m i l a r p l u g s should be used d u r i n g l a m i n a t i n g
t o k e e p t h e r e s i n o u t o f t h e bobbin t h r e a d s . When p r o p e r l y
l a i d t h e v i s i b l e rough s i d e w a l l w i l l b e n e a r l y v e r t i c a l i n
l i n e w i t h t h e bobbin t o p p r o f i l e . In effect a strong
r e i n f o r c i n g r i n g cif l a m i n a t e s u r r o u n d s t h e bobbin and t h i s
r i n g must b e p r o p e r l y c o n n e c t e d t o t h e b a s i c l a m i n a t e .
SECTION BB Page 75
Layup Around Bobbins
", & " *-

. "-. .....L a - - :-
p r e v i o u s l y d e s c r i b e d as bobbins by n a t u r e of t h e i r
a p p l i c a t i o n a r e s u b j e c t e d t o h i g h l o a d s , and w i l l
break o u t of t h e surrounding f i b r e g l a s s i f n o t
bonded i n c o r r e c t l y .
b) Bobbins must be b o l t e d t o mould a f t e r "mould r e l e a s e
agent" has been a p p l i e d and p r i o r t o Gel- coat a p p l i c a t i o n .
Care must be taken t o e n s u r e t h a t it s i t s w e l l down on t o
t h e mould, and t h a t t h e bobbin i s p o s i t i o n e d c o r r e c t l y
i n accordance w i t h t h e s p e c i f i c a t i o n concerned.
DO NOT apply Gel- coat t o t h e bobbin s u r f a c e o r s i d e s .
I t i s e s s e n t i a l t o keep t h e Gel- coat t o a minimum t h i c k n e s s
t o p r e v e n t " crazing" and d e s i r a b l e t h a t t h e g e n e r a l layup
t h i c k n e s s t a p e r s g r a d u a l l y away from t h e bobbins.
Remember t h a t t e n s i l e a p p l i c a t i o n s a r e t h e most demanding
and r e q u i r e c o n t i n u i t y of layup, t h a t t h e above
i n s t r u c t i o n s be s t r i c t l y adhered t o , t h a t t h e s a f e t y of
t h e v e h i c l e may be dependent upon t h e c o r r e c t n e s s of
t h e a p p l i c a t i o n of t h e s e o p e r a t i o n s .
Page 16 SECTION BB
BB 14 - BODY MOUNTING POINTS
When mounting t h e body t o t h e c h a s s i s , i t may be n e c e s s a r y t o

u s e s p a c i n g w a s h e r s between c e r t a i n m o u n t i n g p o i n t s i n o r d e r
t o l e v e l t h e body a n d / o r p r e v e n t p r e - s t r e s s i n g t h e body
s t r u c t u r e , w i t h s u b s e q u e n t d i s t o r t i o n and g e l c r a z i n g .
-
Excel
Twelve f i x i n g s a r e u s e d t o a t t a c h t h e body t o t h e c h a s s i s . A l l
chassis fixingpoints are plain holes, those along t h e centre
backbone lower f l a n g e b e i n g d r i l l e d w i t h t h e body i n p o s i t i o n .
Aluminium ' b o b b i n s ' are u s e d i n t h e body a t a l l mounting p o i n t s
A l l h a v e p l a i n h o l e s e x c e p t f o r numbers 9 and 1 0 . T h e s e b o b b i n s
are t a p p e d M10 and must have t h e h o l e s i n t h e c h a s s i s d r i l l e d
b e f o r e t h e body i s f i n a l l y f i t t e d .
A f t e r l o w e r i n g t h e body o n t o t h e c h a s s i s , l o c a t e t h e body
u s i n g f i x i n g s 1 , 2 , 3 , 4 , 1 1 , 1 2 . Use w a s h e r s where n e c e s s a r y
t o a v o i d s t r a i n i n g any o f t h e m o u n t i n g s and d r i l l t h e c h a s s i s
i i n i u g i ~ u i r v d a v u ~ n ~5, s U . I . ana a nv u s l n t : a a r i r ~.cnrouen
t h e body b o b b i n s a t t h e s e p o i n t s . R a i s e t h e body o f f t h e
c h a s s i s o n c e a g a i n , a n d , on t h e o l d c h a s s i s , measure t h e p o s i t i o n
o f f i x i n g h o l e s 9 5 1 0 r e l a t i v e t o h o l e s 7 & 8. T r a n s f e r t h i s
d i m e n s i o n o n t o t h e new c h a s s i s , and d r i l l f i x i n g h o l e s 9 & 1 0 .
R e f i t t h e body and t i g h t e n a l l f i x i n g s . Note t h a t f i x i n g s

1 & 2 a l s o s e c u r e t h e a n t i - r o l l b a r clamps. F'ixings 1 , 2 , 5 ,
6 , 7 , 8 , 11 & 12 s h o u l d have t h e n u t s f i t t e d on t h e i n s i d e o f
the car.
The body t o c h a s s i s mounting b o b b i n s i n t h e body r e a r s e c t i o n , f r o n t o f
b o o t , were changed i n 1984 from t h e ' l a m i n a t e d i n ' t y p e t o t h e ' b i f u r c a t e d '
t y p e . The body mounting t u b e s on t h e c h a s s i s r e a r crossmember were a l s o
changed t o s u i t .
Old body o n old chossis N e w body o n new chassis

(for refererice only) (for reference only)
SECTION BB Page 17
..... -.
When rtrrlng an 0 1 0 r m u y irrB,u
. . L .A . e- LA,,
section onto a n old chassis, care must be taken to attain

corn+tability by one of the f ~ l l o w i n gmethods.
l
Old' body ('lamimted in' type bobbins) onto new chassis:
Fit 12 X 28 X 2.5 plain washer A075W9031F between chassis
and body.
O l d body
an new chassis
I
Use washer
A075W9031 F
New body or body section (bifurcated bobbins) onto old chassis:

Cut 5 mm from the rear end of the crossmember tubes, and fit a
12 X 28 X 2.5 plain washer A075W9031F between chassis and body.
use washer
A075W9031F
4 t i -
Remove 5mm
Page 78 SECTION BB
SECTION BB Page I 9
Esprit.
Twelve f i x i n g s a r e used t o a t t a c h t h e body t o t h e c h a s s i s . A l l

c h a s s i s f i x i n g p o i n t s a r e p l a i n h o l e s e x c e p t numbers 1 3 & '4
( F e d e r a l o n l y ) which a r e tapped M10. Holes1 & 2 (8mm) and 3 & 4
(10mm) a r e d r i l l e d w i t h t h e body i n p o s i t i o n .
Aluminium ' b o b b i n s ' a r e used i n t h e body a t a l l mounting p o i n t s

e x c e p t 9 & lOwhich h o l e s a r e d r i l l e d through t h e t i m b e r /
composite r e a r bulkhead.
A f t e r lowering t h e body o n t o t h e c h a s s i s , check t h a t t h e pedal

box mounting b o s s e s a r e n o t f o u l i n g t h e body. Locate t h e
body by i n s e r t i n g f i x i n g s 11 & 12 ( 1 3 & 14 on F e d e r a l c a r s )
but do n o t t i g h t e n .
I n s e r t s p a c e r s i f n e c e s s a r y between t h e body and c h a s s i s a t

p o i n t s 1 & 2 and d r i l l c h a s s i s a t t h e s e p o i n t s through t h e
body bobbins. Insert fixing bolts.
S i m i l a r l y d r i l l c h a s s i s a t p o i n t s 3 & 4 and i n s e r t f i x i n g s
u s i n g s p a c e r washers i f n e c e s s a r y . I n s e r t remaining f i x i n g s
and t i g h t e n from t h e f r o n t of c a r r e a r w a r d s .
REAR 'P
GCD
Federal n,
I n r e a r luqqdqe
.. . compartment. 0
I n f r o n t luggage Chassis tapped M10.
compartment.
Chassis h o l e s Cabin r e a l bulkhead.
drilled w i t h
I n r e a r luggage
coparcment
cn
Front o f f o o t w e l l s . h
Chassis d r i l l e d w i t h b0
body i n p o s i t i o n . b-4
r
Page 7
S E C T I O N BD - E S P R I T S3 & TURBO
Operation Page
-
Windscreen Replacement BD.l

Tailgate Class and Finishers BD.2
Rear Bulkhead Glass BD. 3
Rear Quarter Glass BD.4
D o o r Window F r a m e BD. 5
Door Drop G l a s s BD.6
D o o r G l a s s E x t e r n a l Weatherstrip BD.7
Door Q u a r t e r L i g h t G l a s s BD.8
Door S h e l l BD.9
H e a d l a m p Pods BD. 10
Front B o n n e t P a n e l BD.ll
Tailgate BD. 12
F r o n t Bumper BD. 13
R e a r Bumper a n d Spoiler 80.14
E n g i n e Bay V e n t i l a t i o n BD. 15
Decal Positioning BD. 16
G l a s s Roof A b u t m e n t BD. 17
Page 2 SECTION BD
BD.l - WINDSCREEN REPLACEMENT.
The windscreen i s honded t o t h e body a p e r t u r e w i t h " Betaseal"

adhesive/sealant. The following procedure must be adhered t o
i n d e t a i l , paying p a r t i c u l a r a t t e n t i o n t o t h e c l e a n i n g and
priming o p e r a t i o n s and u s i n g m a t e r i a l s s u p p l i e d w i t h B e t a s e a l
K i t , A075B6158J.
NOTE: I t i s l i k e l y t h a t t h e s c r e e n b r i g h t f i n i s h e r s w i l l
have t o be renewed on s c r e e n replacement.
1. Remove t h e i n t e r i o r ' A ' p o s t f i n i s h e r s , and s c r e e n header

rail. (see section ' V ' )
2. Remove windscreen e x t e r i o r b r i g h t t r i m and wiper arm.
3. Bore a s m a l l h o l e through t h e B e t a s e a l and i n s e r t a

l e n g t h of p i a n o wire o r s i m i l a r ( s u p p l i e d i n B e t a s e a l
K i t ) approx. 1 metre l o n g , through t h e h o l e . With t h e
a i d of an a s s i s t a n t i n s i d e t h e c a r , use a sawing a c t i o n
t o c u t through t h e B e t a s e a l and f r e e t h e s c r e e n from
t h e c a r . A l t e r n a t i v e l y , use c u t t i n g o u t t o o l A075B6169.
Take g r e a t c a r e not t o damage t h e i n t e r i o r t r i m o r
paintwork d u r i n g t h i s o p e r a t i o n .
Using tool A075B6169

SECTION BD Page 3
4. Remove e x c e s s B e t a s e a l from t h e s c r e e n a p e r t u r e w i t h a
s h a r p b l a d e . Note t h a t i t i s n o t n e c e s s a r y t o remove a l l
-c +h- e n m l n n hlrt
t I rlnifnrm anyface must be
a v a i l a b l e f o r bonding t h e new s c r e e n .
5. Dry f i t t h e s c r e e n and examine t h e screen/body j o i n t

c o n f o r m i t y . I f n e c e s s a r y , u s e props t o s u p p o r t t h e c e n t r a l
p o r t i o n of t h e a p e r t u r e t o p f l a n g e . Mark any a r e a s of
s i g n i f i c a n t non- conformity i n o r d e r t h a t an a d d i t i o n a l
bead of B e t a s e a l may be a p p l i e d t o t h e body f l a n g e i n
t h a t local area only, before screen fitment.
6. Make up t h e two s p a c e r s t o s u p p o r t t h e s c r e e n i n i t s
a p e r t u r e and p r o v i d e a 6 -
7 mm gap between s c r e e n t o p edge
and body.
7. Clean up t h e laminated edge o f t h e g l a s s w i t h a s h a r p k n i f e .
8. Cut t h e s p e c i a l paper provided i n t h e B e t a s e a l K i t i n t o two.

With one h a l f use Wipe Cleaner No. 4 t o c l e a n t h e p e r i m e t e r
of t h e g l a s s and t h e whole bonding a r e a of t h e body f l a n g e .
With t h e o t h e r h a l f , wipe d r y t h e s u r f a c e s c l e a n e d .
9. Remove t h e grooved s e c t i o n s from t h e primer a p p l i c a t o r guide

t o o b t a i n a 20 mm width band. ( i . e . f u l l a p p l i c a t o r w i d t h . )
C u t here
10. Shake g l a s s primer c o n t a i n e r f o r a t l e a s t 30 seconds

b e f o r e opening. Pour g l a s s primer i n t o p l a s t i c b o t t l e
and f i t a p p l i c a t o r guide and f e l t pad. Apply primer around
p e r i m e t e r and laminated edge of g l a s s . Also, prime whole of
body a p e r t u r e f l a n g e .
Page 4 SECTION BB
11. Cut the Betaseal application nozzle as shown below.
A. Cut off top of nozzle at a height

of 70 mm as shown.
B. At a height of 63mm
cut horizontally across
zo zne cenzre u n e .
From the top, cut
vertically downwards
along the centre line
to meet first cut as
shown.
C; gesaurc .::id$h of
horizontal cut from inside
surface to the plane of the
vertical cut. If this
dimension is less than 5mm
cut further across (at 63mm
height) and then downwards
as in b) until a width of
5mm is achieved.
D. Cut a 'V' notch as shown by

continuing one side of the
vertical cut downwards to a
height of 52mm, and intersect
with a diagonal cut from the
point of maximum width.
SECTION BD Page 5
12, Push i n bottom of B e t a s e a l c a r t r i d g e and remove d e s i c c a n t

P i e r c e membrane i n c a r t r i d g e t h r e a d , screw on a p p l i c a t i o n
I'"%.z,-Ltj rrYU s,l=ri r -.....-. -....
13. Holding t h e gun a t a r i g h t a n g l e t o t h e edge of t h e g l a s s

and l e a n i n g s l i g h t l y i n b o a r d , e x t r u d e a continuous bead of
B e t a s e a l on t h e p e r i m e t e r of t h e g l a s s , u s i n g t h e edge of
t h e g l a s s and shape of t h e n o z z l e a s a guide. T h i s method
w i l l g i v e t h e bead t h e c o r r e c t dimensions and a l s o make t h e
t o p of t h e bead c o l l a p s e i n b o a r d , r e d u c i n g t h e amount of
m a t e r i a l squeezed o u t of t h e j o i n t on assembly.
14. Push e i g h t 4 mm s p a c e r b l o c k s A075U0588Z i n t o t h e B e t a s e a l

from t h e i n s i d e of t h e bead i n t h e p o s i t i o n s shown.
15. F i t t h e s c r e e n o n t o t h e body and u s e t h e two s p a c e r s made

i n paragraph 6 t o support t h e g l a s s w h i l s t t h e B e t a s e a l
c u r e s , P r e s s g e n t l y a l l round t h e edge of t h e g l a s s t o
e n s u r e uniform compression of t h e j o i n t .
16. Water t e s t b e f o r e f i t t i n g b r i g h t t r i m . I f any l e a k a g e i s

found, mark t h e s p o t and d r y t h e bead with a blow d r y e r o r
s i m i l a r . Extrude a small amount of B e t a s e a l from t h e o u t s i d e
on t h e s u s p e c t e d a r e a i n o r d e r t o e n s u r e t h e v e h i c l e i s
waterproof.
Do n o t f i t s c r e e n b r i g h t t r i m u n t i l t h e B e t a s e a l i s
s u f f i c i e n t l y c u r e d n o t t o be d i s t u r b e d . T h i s may t a k e up
t o 6 hours depending on atmospheric c o n d i t i o n s .
17. Dry f i t t h e s c r e e n b r i g h t f i n i s h e r s and a d j u s t t h e l e n g t h
and c o r n e r s of t h e t o p f i n i s h e r i f r e q u i r e d . Abrade t h e
u n d e r s i d e of t h e f i n i s h e r s t o remove t h e anodised s u r f a c e
and t h e n s c o r e t o produce a key f o r t h e a d h e s i v e . Degrease
s u r f a c e s u s i n g a c e t o n e o r methylated s p i r i t .
18. Adhesive t o be used i s 3M's 8101 p a r t s A & B , p a r t numbers

A075U6073F and A075U6074F r e s p e c t i v e l y .
Mix p a r t s A & B of a d h e s i v e i n equal p a r t s u n t i l a uniform

c o l o u r . Apply a s h o r t bead of adhesive approximately 40 mm
long i n 1 0 p l a c e s a s shown.
IC
P?,4., c .'.*d v,.,.:. L..,..!*l
>W.
ii
19. F i t t h e t h r e e s e c t i o n s of t r i m and t a p e f i r m l y i n position.

Wipe o f f e x c e s s a d h e s i v e . The adhesive w i l l c u r e w i t h i n one
hour t o p r o v i d e h a n d l i n g s t r e n g t h a t 73OF, w h i l s t S hours i s
r e q u i r e d f o r f u l l c u r e . Curing w i l l be slower a t cooler
temperatures.
NOTE: Under no circumstances must s i l i c o n , d u s t , wax e t c . be

p r e s e n t i n t h e atmosphere d u r i n g bonding.
20. A f t e r c u r i n g apply b l a c k " S i l a s t i c " around t h e b r i g h t t r i m

o u t e r edge t o s e a l , and b l a c k s t r i p A082U6072V t o t h e lower
edge of t h e g l a s s . R e f i t wiper arm and i n t e r i o r t r i m .
S p i l l a g e of m a t e r i a l .
a) Any s p i l l a g e of B e t a s e a l o n t o unprimed g l a s s can be r e a d i l y

peeled o f f a f t e r i t has cured.
b) Any s p i l l a g e o n t o t h e body can be removed w i t h e i t h e r Wipe

Cleaner No. 4 , o r w h i t e s p i r i t .
Shelf l i f e .
a) B e t a s e a l h a s a s h e l f l i f e of over 6 months a t ambient t e m p e r a t u r e

i n t h e o r i g i n a l unopened package.
b) G l a s s primer becomes spongy a f t e r a p e r i o d of t i m e when

exposed t o t h e a i r . I f t h e m a t e r i a l i s spongy DO NOT USE.
Always use g l a s s primer immediately on opening, and r e p l a c e

l i d a f t e r use.
SECTION BD Page 7
C o n t e n t s o f B e t a s e a l K i t A075B6158J.
i) One p a r t a d h e s i v e s e a l a n t B e t a s e a l 71904 i n a 300 c c c a r t r i d g e ,

. standard viscosity.
ii) Cartridge applicator nozzle.
iii) G l a s s primer a p p i c a t o r b o t t l e .
iv) G l a s s primer a p p l i c a t o r head
V) G l a s s primer a p p l i c a t o r f e l t pad.
vi) G l a s s p r i m e r , b l a c k , 84132-11.
vii) Wipe Cleaner No. 4.
viii) Piano w i r e 0 . 6 mm d i a m e t e r X 120 cm long.
ix) Special cleaning paper.
X) 4 o f f rubber s p a c i n g b l o c k s , approximate s i z e 10 X l 4 X 20 mm
l
BD.2 - TAILGATE GLASS.
S e r i e s 3.
The t a i l g a t e g l a s s i s f i t t e d u s i n g B e t a s e a l i n a s i m i l a r
manner t o t h e windscreen.
To r e p l a c e a t a i l g a t e g l a s s and f i n i s h e r s : f o l l o w t h e
windscreen replacement procedure BD.]. b u t p o s i t i o n t h e
s p a c e r b l o c k s A075U0588Z a s f o l l o w s .
Turbo.
The t a i l g a t e g l a s s i s f i t t e d u s i n g B e t a s e a l i n a s i m i l a r
manner t o t h e windscreen. To r e p l a c e a t a i l g a t e g l a s s , f o l l o w
t h e windscreen procedure B D . l . w i t h t h e f o l l o w i n g n o t e s .
i) The ABS moulding around t h e i n s i d e of t h e a p e r t u r e i s s e c u r e d

using black S i l a s t i c .
ii) S i x s p a c e r b l o c k s , A075t10588F a r e used around t h e p e r i p h e r y

of t h e g l a s s .
Page 8 SECTION BD
BD.3. - REAR BULKHEAD GLASS.
The r e a r bulkhead g l a s s i s bonded t o i t s composite surround

u s i n g e i t h e r S o l b i t t h e r m o - e l e c t r i c o r B e t a s e a l polyurethane
bonding medium. The surround i s t h e n screwed t o t h e timber
bulkhead.
To r e p l a c e g l a s s
1. Release both s e a t b e l t s from t h e i r s i l l mounting p o i n t s , and

on F e d e r a l c a r s , t h e t a i l g a t e r e l e a s e handle assembly.
2. P u l l o f f t h e door s e a l s from t h e t o p r e a r of each door

a p e r t u r e , r e l e a s e t h e screws s e c u r i n g t h e r e a r bulkhead t r i m
p a n e l , and remoire t h e p a n e l , d i s c o n n e c t i n g t h e i n t e r i o r lamp.
3. Release t h e screws s e c u r i n g t h e g l a s s surround t o t h e bulkhead,

and remove.
4. I t may prove p o s s i b l e (dependant on l e n g t h of s e r v i c e ) t o push

o u t t h e g l a s s from t h e surround a f t e r r e - h e a t i n g t h e S o l b i t by
applying 1 9 r o l t s t o t h e S o l b i t ends f o r s e v e r a l m i n u t e s .
Alternatively use 'piano' wire t o cut out t h e g l a s s .
5. Remove remaining bonding medium from surround and g l a s s .
6. Follow t h e B e t a s e a l procedure d e t a i l e d i n B D . l . t o c l e a n ,
prime and bond t h e g l a s s t o its
surround, using s i x spacer
blocks A075U0588Z around t h e p e r i p h e r y of t h e g l a s s .
7. R e f i t t h e surround t o t h e bulkhead, u s i n g b l a c k S i l a s t i c
t o seal.
8. Refit t r i m panels, seat b e l t s , e t c .
BD.4. - REAR QUARTER LIGHT GLASS.
The r e a r q u a r t e r windows a r e f i t t e d u s i n g ' S o l b i t ' thermo-

e l e c t r i c bonding medium..
To r e p l a c e .
1. C a r e f u l l y remove t h e ABS f i n i s h e r which i s s t u c k t o t h e

g l a s s with double s i d e d t a p e .
2. I t may prove p o s s i b l e (dependant on l e n g t h of s e r v i c e ) t o

push out t h e g l a s s a f t e r r e - h e a t i n g t h e S o l b i t by a p p l y i n g
9 v o l t s t o t h e S o l b i t ends f o r s e v e r a l minutes. A l t e r n a t i v e l y
use ' p i a n o ' w i r e t o c u t o u t t h e g l a s s , but f i r s t remove t h e
a i r s c o o p / e x t r a c t o r and t a k e p r e c a u t i o n s a s n e c e s s a r y t o
p r o t e c t t h e paintwofk.
3. Remove remaining S o l b i t from t h e body and g l a s s .
4. Clean t h e i n s i d e p e r i p h e r y of t h e g l a s s , and t h e whole of

t h e body bonding a r e a w i t h methylated s p i r i t , and wipe d r y .
5. Apply S o l b i t Primer t o t h e a r e a s c l e a n e d i n 4 .
SECTION BD Page 9
Cut a 1 . 3 metre l e n g t h of 8 mm S o l h i t and s t r i p each end

t o expose 1 2 mm (0.5 i n . ) of t h e i n t e r n a l copper w i r e . Connect
t h e ends t o a v a r i a b l e t r a n s f o r m e r and apply 9 v o l t s t o
&L. L.-,.-;& ..-c<, i c - F.., L-. c .
4 c-,,,.<+
from power Kource.
S t a r t i n g a t t h e c e n t r e t o p , apply t h e S o l h i t around t h e
q u a r t e r l i g h t a p e r t u r e and c r o s s o v e r a t t h e end. F i t two
s p a c e r b l o c k s AO75UO588F i n t o t h e t o p of t h e S o l b i t s t r i p
along t h e a p e r t u r e lower edge.
F i t t h e g l a s s o n t o t h e a p e r t u r e and reconnect t h e S o l h i t t o
t h e 9 v o l t power s o u r c e . Apply g e n t l e p r e s s u r e t o t h e g l a s s .
A f t e r about two minutes, t h e S o l h i t w i l l s t a r t t o flow and
t h e g i a s s w i l l be f e l t t o move s l o w l y inwards. When t h e lower
edge of t h e g l a s s i s f e l t t o c o n t a c t t h e s p a c e r s and t h e rest
of t h e S o l h i t i s s i m i l a r l y compressed STOP a p p l y i n g p r e s s u r e
but c o n t i n u e t o apply c u r r e n t f o r a f u r t h e r t e n minutes w h i l s t
s u p p o r t i n g t h e g l a s s u s i n g t a n k t a p e ; Smooth o f f o r remove
excess extruded S o l h i t .
Clean t h e o u t s i d e p e r i m e t e r o f t h e g l a s s , and i n s i d e s u r f a c e
of t h e ABS f i n i s h e r w i t h m e t h y l a t e d s p i r i t . Wipe d r y .
Apply S o l b i t Primer t o t h e i n s i d e s u r f a c e of t h e ABS f i n i s h e r ,

and when d r y , apply double s i d e d t a p e BO75U6070V. P e e l o f f
t h e hacking
,
paper and f i t t h e f i n i s h e r t o t h e g l a s s .
Refit the a i r scoop/extractor.
BD.5. - DOOR WINDOW FRAME.
To remove:- P e e l hack t h e t r i m m a t e r i a l i n s i d e t h e i n t e r i o r
door handle and loosen t h e t h r e e screws s e c u r i n g t h e handle
assembly t o t h e door. S l i d e o u t t h e upper and lower h a l v e s
of t h e door handle p l a s t i c s u r r o u n d .
Remove t h e screw s e c u r i n g t h e lower f r o n t and lower r e a r of

t h e t r i m p a n e l , and unhook t o p l i p of panel from door t o p
edge.
Remove PVC s h e e t i n g from door s h e l l . Disconnect window motor

w i r e s , r e l e a s e t h e f o u r n u t s s e c u r i n g motor b r a c k e t t o door
beam and remove window motor , s l i d i n g i t s o p e r a t i n g arm from
t h e drop g l a s s c h a n n e l .
Release t h e two M6 n u t s s e c u r i n g t h e c a r r i a g e p l a t e t o t h e
drop g l a s s channel and s e p a r a t e . Tape t h e d r o p g l a s s t o
t h e window frame.
Remove t h e f i v e n u t s s e c u r i n g t h e window channel t o t h e door

beam and t h e two screws s e c u r i n g t h e channel t o t h e upper
r e a r of t h e door s h e l l . Note t h a t t h e b o l t heads a r e r e t a i n e d
Page 10
i n l o n g i t u d i n a l channels on t h e door beam s o t h a t t h e window

frame must be eased o f f t h e b o l t s b e f o r e i t may be withdrawn
w i t h g l a s s , from t h e door.
BD.6. - DOOR DROP CLASS.
1. Remove t h e door window frame from t h e door (BD.5.)
2. I t may prove p o s s i b l e t o remove t h e l i f t channel from t h e

g l a s s a f t e r applying 3 v o l t s t o t h e S o l b i t t h e r m - e l e c t r i c
bonding medium f o r s e v e r a l minutes.
3. Before f i t t i n g a l i f t channel t o t h e g l a s s , thoroughly c l e a n

t h e lower edge and s i d e s of t h e g l a s s and i n s i d e c h a n n e l , with
methylated s p i r i t .
4. Apply S o l b i t Primer t o t h e lower edge and both lower s i d e s of

g l a s s i n a band 12 mm ( & i n . ) wide. Also apply t o whole
i n s i d e s u r f a c e of c h a n n e l . Allow t o d r y .
5. S t r i p b o t h e n d s o f a 4 5 0 m m ( 1 8 i n . ) 1engthof.lOmm
diameter s o l h i t t o expose 12 mm (a i n . ) of i n t e r n a l
copper w i r e . Connect t o a v a r i a b l e t r a n s f o r m e r and apply
3 v o l t s t o t h e S o l b i t u n t i l i t s s u r f a c e becomes t a c k y
-
(10 13 s e c s . ) . Disconnect supply and p l a c e S o l b i t i n t o
l i f t channel.
Page 7 I
6. P o s i t i o n channel on lower edge of g l a s s w i t h o p e r a t i n g

'%l," gulue L" ,..-..A-, "m- - - ...
and t h e r e a r end of channel 120 mm from r e a r edge of g l a s s .
l- Rear edge
of glass
7. Reconnect e l e c t r i c a l supply t o t h e S o l b i t and a s i t s t a r t s

t o flow, push channel f u l l y o n t o g l a s s . Continue t o apply
c u r r e n t f o r a f u r t h e r f i v e minutes while removing o r
smoothing out e x t r u d e d S o l b i t . Disconnect s u p p l y .
8. F i t drop g l a s s i n t o frame and r e f i t door window frame i n t o

door. Adjust c a r r i a g e p l a t e t o o b t a i n smooth r i s e and
f a l l of t h e drop g l a s s b e f o r e i n s t a l l i n g window motor.
R e f i t door t r i m .
BD.7. - DOOR GLASS EXTERNAL WEATHERSTRIP.
To remove w e a t h e r s t r i p , f i r s t remove t h e door i n t e r i o r

t r i m panel ( s e e s e c t i o n BC.5.) t o gain a c c e s s t o t h e t h r e e
nutsc,l:amping t h e w e a t h e r s t r i p assembly t o t h e door s h e l l .
Loosen t h e n u t s and e a s e t h e assembly away from t h e d o o r .
Weatherstrip, /I
Pop r i v e t
Nut clamping
assembly t o door s h e l l
Page 72 SECTION BD
D r i l l o u t t h e pop r i v e t s t o r e p l a c e t h e r u b b e r s e a l
When r e f i t t i n g , apply a t h i n head of S i l a s t i c t o t h e t o p edge

of t h e door s h e l l b e f o r e i n s t a l l i n g t h e w e a t h e r s t r i p assembly.
Ensure t h e s e a l l i e s a g a i n s t t h e g l a s s b e f o r e t i g h t e n i n g
nuts. Overtightening nuts w i l l d i s t o r t t h e f i n i s h e r .
BD.8. - DOOR QUARTER LIGHT GLASS.
1. t o remove: Remove t h e door window frame from t h e door

( S e c t i o n BD.5.). I t i s n o t normally p o s s i b l e t o remove
t h e q u a r t e r g l a s s from t h e f r a i e without breakage.
2. Remove remaining g l a s s and S o l b i t from i n s i d e t h e

q u a r t e r g l a s s channels.
3. To r e p l a c e : Clean t h e f r o n t and r e a r edges and p e r i p h e r y

of new g l a s s w i t h m e t h y l a t e d s p i r i t . Also i n s i d e window
frame channel.
4. Apply S o l b i t Primer t o t h e edge of t h e g l a s s and a 6 mm (1/4 i n . )

wide band on b o t h s i d e s of t h e f r o n t and r e a r edge of t h e
g l a s s . Apply S o l b i t Primer t o a l l s u r f a c e s i n s i d e t h e frame
.,.S--.,&.
*
5. S t r i p b o t h ends o f a 1 . 4 mm (4 f t 6 i n ) l e n g t h of 10 mm
S o l b i t t o expose 1 2 mm (g i n . ) of i n t e r n a l copper w i r e
and connect t o a v a r i a b l e t r a n s f o r m e r o r 6v b a t t e r y .
Apply 6 v o l t s t o t h e S o l b i t u n t i l i t s s u r f a c e becomes t a c k y .
6. Disconnect t h e power s o u r c e and p o s i t i o n t h e S o l b i t on

t h e primed edge of t h e g l a s s . I n t r o d u c e g l a s s and
S o l b i t i n t o t h e window frame and push home, u n t i l t h e
S o i b i t c o n t a c z s t h e window frame.
7. Connect t h e S o l b i t t o t h e Gvolt power s o u r c e and a p p l y

p r e s s u r e t o t h e lower edge of t h e g l a s s , and a s t h e
S o l h i t s t a r t s t o flow, push t h e g l a s s f u l l y i n t o t h e
SECTION BD Page 73
window frame. Continue t o apply c u r r e n t f o r a f u r t h e r
s i x minutes w h i l s t keeping t h e g l a s s c e n t r a l i n t h e
frame channel and smoothing out e x c e s s i v e S o l b i t t o
l e a v e a smooth s u r f a c e l e v e l w i t h t h e edge of t h e window
Irame.
8. Disconnect power s o u r c e , c u t S o l b i t ends f l u s h w i t h t h e

c o r n e r s of t h e g l a s s and r e p l a c e door window frame.
BD.9. - DOOR SHELL.
The GRP door s h e l l i s secured t o t h e a l l o y door beam

by f o u r b o l t s a s shown and may be removed from t h e c a r
by s l i d i n g o f f t h e door beam ( i n s i t u ) a f t e r removing
t h e door window frame (BD.5) and l a t c h mechanism.
BD.10 - HEADLAMP PODS.
Pivot.
F e d e r a l c a r s use a pod p i v o t b a l l j o i n t a t e a c h s i d e
of each pod, t h e outboard b a l l j o i n t b e i n g r i v e t t e d t o
t h e body, w h i l s t t h e inboard h a l l j o i n t i s f i x e d t o t h e
pod. The inboard p i v o t b o l t p a s s e s through t h e pod b a l l
j o i n t and then through t h e bonnet b a l l j o i n t ( f i x e d
t o t h e body) b e f o r e t h r e a d i n g i n t o t h e bonnet hinge b a r .
b n n e t pivot b a l l Inboard b a l l j o i n t Outboard b a l l j o i n t

j o i n t r i v e t t e d t o body r i v e t t e d t o body
--
Spacer washer
FEDERAL CARS
SECTION BD
Domestic and ROW c a r s u s e a body mounted b u l l j o i n t iln tl:e o u t b o a r d
s i d e , and on t h e i n b o a r d s i d e , a hinge p i n p i v o t t i n f i i n b u s h e s moun-
t e d b o t h i n t h e pod and body, and c a r r y i n g on i t s ' o v e r h u n g ' o u t b o a r d
end, t h e bonnet h i n g e .
P i q o t bush P i v o t bush Bonnet h i n g e Outboard

b
YaaI Il l ,j"oi innt t
0 b
SERIES 3 and
Domestic/Row TLiREO
To remove.
To remove a neaalamp p o a , u n p l u g inr u u r u cuuuveLuro

and r e l e a s e t h e pod a c t u a t i n g l i n k . R e l e a s e t h e pod
o u t b o a r d p i v o t b o l t and s u p p o r t t h e b o n n e t p a n e l b e f o r e
r e l e a s i n g t h e i n b o a r d p i v o t b o l t ( F e d e r a l ) o r removing
t h e s p l i t p i n and s l i d i n g o u t t h e h i n g e p i n (DOM/ROW).
On r e f i t t i n g e n s u r e t h a t t h e pod i s l o c a t c d c e n t r a l l y u s i n g
s p a c e r w a s h e r s i f n e c e s s a r y , and t h a t t h e pod p i v o t s f r e e l y
before connecting t h e actuating l i n k .
Adjustment
The pod d-wn p o s i t i o n is a d j u s t e d by a l t e r i n g t h e a c t u a t i n g l i n k

l e n g t h . S l a c k e n t h e l o c k n u t a t e a c h end o f t h e a c t u a t i n g l i n k and
t u r n t h e l i n k r o d t o change i t s e f f e c t i v e l e n g t h a s r e q u i r e d .
Tighten locknuts.
SECTION BD Page 75
Always check headlamp beam s e t t i n g a f t e r any pod adjustment
i s made s i n c e t h e pod up p o s i t i o n w i l l a l s o be a l t e r e d .
The f r o n t bonnet panel i s hinged a t i t s f r o n t edge by two

i n d i v i d u a l h i n g e s on DOM/RQW c a r s and by a c r o s s l i n k a g e
b a r on F e d e r a l v e h i c l e s . The hinge p i v o t s a r e i n c o r p o r a r e d
w i t h t h e headlamp pod inboard p i v o t s . ( s e e s e c t i o n BD.8.)
The s t r i k e r hoops f i t t e d a t each r e a r c o r n e r of t h e bonnet

panelengage w i t h two c a t c h d i s c s mounted on t h e bulkhead.
The c a t c h d i s c s a r e connected v i a a d j u s t a b l e l i n k r o d s
t o a c r o s s b a r w i t h a r e l e a s e handle on t h e d r i v e r s s i d e .
Adjustment.
The s h u t gap and h e i g h t of t h e bonnet f r o n t edge may be

a d j u s t e d v i a hinge s l o t s and s p a c e r p l a t e s . The sideways
f i t of t h e panel i s c o n t r o l l e d by s p a c e r washers a t t h e
hinge p i v o t s .
A t t h e r e a r edge, t h e c a t c h d i s c p o s i t i o n should be
s i m i l a r on both s i d e s w i t h t h e s l o t p o i n t i n g s l i g h t l y
upwards i n t h e ' r e l e a s e d ' s e t t i n g . S t r i k e r p l a t e s p a c e r s
and s l o t s a r e used t o a d j u s t t h e bonnet r e a r edge h e i g h t
and c a t c h engagement r e s p e c t i v e l y .
BU.12. - TAILGATE
The t a i l g a t e panel i s hinged a t each t o p c o r n e r (except on sun roof

models) t o a bobbin bonded i n t o t h e roof s t r u c t u r e . On sun roof models
each h i n g e p i v o t t a k e s t h e form of a b r a c k e t b o l t e d t o t h e r o o f .
Three t y p e s of t a i l g a t e l a t c h i n g system have been employed.

Domestic/R.O.W. Turbo models have a key l o c k a b l e e x t e r n a l r e l e a s e knob
on t h e r e a r s p o i l e r , which i s connected v i a a l i n k rod t o t h e r i g h t hand
t a i l g a t e l a t c h . Right and l e f t hand l a t c h e s a r e i n t e r c o n n e c t e d by a
c r o s s b a r and when r e l e a s e d allow t h e t a i l g a t e t o be opened, a s s i s t e d by
two g a s s t r u t s . On e a r l y c a r s , t h e s t r u t s were anchored i n t h e t a i l g a t e
a p e r t u r e , but l a t e r c a r s used an anchor p o s i t i o n a t t h e f r o n t of t h e
e n g i n e bay f o r g r e a t e r opening a s s i s t a n c e .
S e r i e s 3 models use a c a b l e o p e r a t e d r e l e a s e a c t i v a t e d v i a a p u l l h a n d l e
i n t h e d r i v e r s door ' B ' p o s t . P r i o r t o 1985, a s p r i n g p l u n g e r a l o n g s i d e
each c a t c h , r a i s e d t h e t a i l g a t e on r e l e a s e s u f f i c i e n t l y t o e n a b l e i t t o
be opened f u l l y by hand. From 1985, t h e s p r i n g p l u n g e r s were d e l e t e d and a
r e c e s s provided i n t h e t a i l g a t e lower edge and body t o permit a handhold
U.S.A. Turbo models u t i l i s e a c a b l e r e l e a s e a c t i v a t e d v i a a p u l l l e v e r

i n t h e d r i v e r s s i d e r e a r bulkhead. This i s connected t o a c a t c h p l a t e
i n each lower c o r n e r of t h e t a i l g a t e a p e r t u r e . Two g a s s t r u t s a r e used
t o a s s i s t t a i l g a t e opening and s u p p o r t it i n t h e f u l l y open p o s i t i o n .
The r e l e a s e l e v e r p i v o t i s s e c u r e d by a nut and i n t e g r a l s t u d which p a s s e s

through t h e bulkhead j u s t o u t b o a r d of t h e s e a t b e l t r e e l .
Page 7 6 SECTION BD
anchorage p o s i t i o n of t h e gas s t r u t s was changed from t h e
t a i l g a t e a p e r t u r e ( e a r l y models) t o t h e f r o n t e n g i n e
hay i c o r d e r t o improve openihg a s s i s t a n c e .
Removal the t a i l g a t e i s most e a s i l y

removed by r e l e a s i n g t h e g a s s t r u t s and
t h e n removing t h e h i n g e b l a d e t o
t a i l ' g a t e b o l t s . Note t h a t t h e t a p p i n g
p l a t e f o r t h e hinges i s r e t a i n e d i n t h e
t a i l g a t e by a t h i r d f i x i n g f u r t h e r along
( g i g ' s t r u t anchor S3 and e a r l y Turbo).
On no a c ~ o u n tshould a l l t h r e e f i x i n g s
be iemoved a t t h e same t i m e s i n c e t h e
plate is captive within the t a i l g a t e
d o u b l e s k i n and may not e a s i l y be
repositioned.
Removal of t h e h i n g e b l a d e p i v o t b o l t s
Hinge
w i l l (except on g l a s s roof models)
n e c e s s i t a t e removal of t h e e x t e r i o r
capping r a i l and i n t e r i o r r e a r bulkhead
t r i m . The capping r a i l i s f i x e d by
screws and S i l a s t i c along i t s lower edge
and r e t a i n e d along i t s t o p edge by t h e
1111 1.
AUrr".Y
. A .
, L .e.1-
L_.ilLL
.---D.."
Oi-.i...L..-
---.---a--
"+-G-
----r
removing t h e capping r a i l and r e a r BuiPnead
h*+,,
inside tailgate t r i m bane1 ( V B . 8 ) t h e Nyloc p i v o t b o l t

n u t s may be r e l e a s e d and t h e p i v o t b o l t s
withdrawn.
Note t h a t t h e h i n g e s a r e used t o t r a n s m i t
c u r r e n t t o t h e h e a t e d r e a r s c r e e n , with
one w i r e on each s i d e b e i n g f i t t e d
HHS feed- beneath t h e p i v o t b o l t n u t and t h e n taken
wire from t h e t a i l g a t e t a p p i n g screw t o t h e
screen.
On'glass r o o f ' c a r s a pivot bracket is bolted t o t h e

roof on each s i d e s o t h a t a f t e r removal o f t h e t a i l g a t e
and p i v o t b r a c k e t s t h e h i n g e p i v o t b o l t may be removed
without d i s t u r b i n g t h e capping r a i l .
Latch a d j u s t m e n t .
On S e r i e s 3 t a i l g a t e s , s l o t s and shim p l a t e s a r e provided

f o r a d j u s t i n g s t r i k e r p o s i t i o n and d e p t h . The h e i g h t
of each c a t c h assembly may he a d j u s t e d a f t e r s l a c k e n i n g
t h e c a t c h t o body screws and c a t c h b r a c k e t t o r e a r p a n e l
s u p p o r t s t r u t screws. A s i n g l e c a b l e i s used t o
r e l e a s e both c a t c h e s and i s a d j u s t e d t o remove s l a c k by
means of a s o l d e r l e s s n i p p l e a t t h e l e f t hand c a t c h .
F e d e r a l Turbo models use s t r i k e r p i n s i n t h e t a i l g a t e

panel a d j u s t a b l e f o r h e i g h t a f t e r s l a c k e n i n g t h e l o c k n u t
The c a t c h a s s e m b l i e s i n each r e a r c o r n e r of t h e t a i l g a t e
aperture are adjustable f o r pogition a f t e r slackening
t h e i r two mounting screws. The s i n g l e r e l e a s e c a b l e
a b u t s a g a i n s t t h e l e f t hand c a t c h b e f o r e b e i n g r e t a i n e d
a t t h e r i g h t hand c a t c h by a s o l d e r l e s s n i p p l e .
SECTION BD Page 77
On Domestic/ROW T u r b o m o d e l s , t h e t a i l g a t e s t r i k e r h o o p s
a r e a d j u s t a b l e f o r h e i g h t and p o s i t i o n by means o f s h i m s
a n d m o u n t i n g s l o t s . The ' u p ' p o s i t i o n o f t h e i n t e r l i n k e d
re+rh n l m t . = c i tl ~t h e l e f t hnnd c a t c h . w h i l s t
i c ~ r l i r l c t ~ h
t h e l i n k r o d from t h e r e l e a s e knob may b e a d j u s t e d a t

i t s t h r e a d e d t r u n n i o n i n t h e r i g h t hand c a t c h r e l e a s e
lever.
BD.13 - FRONT BUMPER
The f r o n t bumper on a Domestlc/R.O.W. c a r may be o f e i t h e r G.R.P.

c o n s t r u c t i o n o r a RRIhI ( r e - i n f o r c e d r e a c t i o n i n j e c t i o n m o u l d i n g ) . A
d i s t i n c t i o n may e a s i l y be made due t o t h e more f l e x i b l e ' r u b b e r y ' f e e l
o f a R R I M , and by t h e c e n t r e f i x i n g r e c e s s b e h i n d t h e f r o n t number p l a t e
A l l U.S.A. s p e c c a r s h a v e foam f i l l e d R R I M bumpers
C a r e must be t a k e n when o r d e r i n g f r o n t bumpers t o e n s u r e t h a t t h e c o r r e c t

t y p e is s p e c i f i e d , e s p e c i a l l y s i n c e t h e r e a r e two v e r s i o n s o f t h e G.R.P.
bumper d e p e n d a n t on t h e t y p e o f s i d e / f l a s h e r lamp f i t t e d . S e e P a r t s L i s t
for details. TWQt y p e s o f R R I M bumper h a v e a l s o b e e n u s e d , b u t o n l y t h e
l a t e r t y p e i s a v a i l a b l e . To f i t t h e l a t e r R R I M bumper ( l a t e ' 8 5 o n w a r d s )
t o e a r l i e r RRIM e q u i p p e d c a r s , r e q u i r e s t h e body s i d e f i x i n g h o l e s t o b e
r e - d r i l l e d , t h e l a t e r s i d e f i x i n g s t o be u s e d , a n d t h e w a i s t l i n e f i n i s h e r
t o be e x t e n d e d a r o u n d t h e n o s e .
Removal.
DOM/ROW GRP.
The bumper i s s e c u r e d w i t h 5 X M 8 b o l t s . A c c e s s t o t h e
two b o l t s a t e a c h e n d o f t h e bumper i s o b t a i n e d a f t e r
removing t h e headlamp pods and a c c e s s grommets i n t h e
pod w e l l s . D i s c o n n e c t s i d e l a m p l e a d s .
DOM/ROW RRIM .,
Remove f r o n t number p l a t e and d i s c o n n e c t s i d e l a m p l e a d s .

The bumper is s e c u r e d by two M 8 n u t s and b o l t s i n t h e
bumper c e n t r e r e c e s s and a t e a c h e n d by two M 6 n y l o c
n u t s ( b i g h e a d s t u d s c a p t i v e i n bumper m o u l d i n g . )
F e d e r a l RRIM
D i s c o n n e c t t u r n lamp l e a d s . R e l e a s e t h e two f a s t e n e r s
a t e a c h e n d o f t h e bumper by 1 / 4 t u r n and w i t h d r a w . The
bumper i s s e c u r e d by f o u r p a i r s o f M8 n u t s , a c c e s s t o
t h e o u t e r m o s t p a i r s b e i n g o b t a i n e d v i a grommets i n t h e
headlamp pod wells.
BD.14. - REAR BUMPER & SPOILER.
S e r i e s 3 & DOM/ROW TURBO.
Remove t h e G.R.P. bumper and r e a r v a l e n c e t o g e t h e r . Remove

t h e two s c r e w s a t e a c h s i d e s e c u r i n g t h e r e a r v a l e n c e t o
t h e body. The bumper i s s e c u r e d by t h e t h r e e p a i r s o f M8
b o l t s from i n s i d e t h e body. Remove t h e b a t t e r y f o r a c c e s s
t o t h e R i g h t hand p a i r , a n d p e e l b a c k c a r p e t f o r c e n t r e
pair.
Page 18 SECTION BD
Federal Turbo.
The RRIM rear bumper and rear spoiler panel must be removed
together as one unit. Disconnect rear lights. Release each
end bumper fixing stud by 1/4 turn. Remove three bolts
Stud
Washer.
securing lower edge of bumper and rear valence to body.

Release ten screws securing rear spoiler. panel to body and
withdraw spoiler/humper, disconnecting licence plate lamps
Six nuts secure bumper to spoiler.
BDl5. - ENGINE BAY VENTILATION.
Series 3 .
Each ventilation 'ear' behind the rearquarter window contains

a lower intake vent and an upper extraction vent.
When the car. is in motion, both extraction vents draw hot

air out from the engine bay whilst the right hand intake
vent supplies cool air to the front of the eneine bay.
Page 79
The c a r b u r e t t o r a i r box i s f e d w i t h a i r v i a a n i n t a k e
s i l e n c e r l o c a t e d above t h e r i g h t hand f u e l t a n k and a
V e n t u r i h o s e s t r a p p e d t o t h e w h e e l a r c h . A i r i s t h u s drawn
from t h e r e a r l u g g a g e compartment i n t o which i s f e d f r e s h
a i r from t h e l e f t hand l u g g a g e compartment v e n t , c o n n e c t e d

t o t h e l e f t hand ' e a r ' i n t a k e v e n t . I n t h i s way a n
a i r f l o w i s maintained through t h e luggage compartment,
a i d i n g d e m i s t i n g of t h e t a i l g a t e g l a s s .
-
Turbo.
On Turbo m o d e l s , t h e I o u v e r e d t a i l g a t e p a n e l s e a l s a r o u n d
t h e e n g i n e l i d a p e r t u r e and draws a i r o u t from t h e e n g i n e
bay when t h e c a r i s moving. Cool a i r i s f e d i n t o t h e
bottom o f t h e e n g i n e bay v i a t h e NACA d u c t i n e a c h s i l l .
The e n g i n e a i r b o x i s f e d from t h e r i g h t hand i n t a k e v e n t
' e a r ' b e h i n d t h e r e a r q u a r t e r window.
On F e d e r a l c a r s t h e l e f t hand i n t a k e ' e a r ' i s u s e d t o

supply a d d i t i o n a l c o o l i n g a i r t o t h e c a r b u r e t t o r a r e a
v i a a d u c t w i t h i n t h e e n g i n e c o v e r l i d . The e n g i n e bay
cooling fan f i t t e d i n t h e engine cover l i d i s designed
t o a i d c o o l i n g a f t e r t h e e n g i n e h a s been s w i t c h e d o f f , by
b l o w i n g a i r down o v e r t h e c a r b u r e t t o r s . The f a n w i l l
o p e r a t e d u r i n g a p e r i o d of 15 minutes a f t e r s w i t c h i n g o f f
t h e i g n i t i o n i f e n g i n e bay t e m p e r a t u r e e x c e e d s 85OC
( t h e r m a l s w i t c h f i t t e d t o l e f t hand f r o n t u n d e r s i d e o f
engine cover l i d ) . An i n h i b i t o r s w i t c h f i t t e d i n t o t h e
t o p of t h e i g n i t i o n box i s o l a t e s t h i s c i r c u i t when t h e
e n g i n e l i d is r a i s e d .
SECTION BD
BD.16. - DECAL POSITIONING
ESPRIT S3 - Early '84 Model Year
NOSE
SECTION B D Page 2 7
ESPRIT S3 - Prior to '35 Model Year (Except Early '84 Model Year)
-
FRONT REAR QUARTER
,,LI;,," L L L L Y L..I L.*^- -

contour (similar a t
a l l wheelarches)
:
I
I 4
I I
S i m i l a r f o r whole l e n g t h
-
NOSE
Page 22
ESPRIT S3 - '85 Model Year On
Waistline Finisher
REAR QUARTER
45rnrn
F R O N T BUMPER
SECTION BD Page 23
ESSEX TURBO
- Waistline finisher
2.5 -
Body
Q?,", RClrnm
wheelarch.
I 23mm
Nose badge -
(l
& &)
Page 24 SECTION BD
TURBO - Prior to '85 Model Yeor
s i z e o f t h e 'Turbo E s p r i t '
of 1 6 h t o 116m as used on
Lower s t r i p e a b u t s
bottom edge o f door
ottom edge of door

op edge of sill
NO gap between lower door s t r i p e s No gap between l o w e r

. t r j ~ , e and j o i n t
line s t r i p e and j o i n t l i n e
Bonnet shut l i n e
-7 150mm Federal
8 0 m m Domestic/RoW
Not f i t t e d on
Federal c a r s
SECTION BD TURBO - '85 Model Year O n
Page 25
SIDE DECAL
/ Waistline Finisher
15mm from
Waistli ne t I nlsner
20mm from
bottom edge
Stripe
Wrapped around
Stripe Wheelarch
Wrapped around
Wheelarch
Cur Flush to
Bumper edges NOSE
Nose Badge
FRONT BUMPER
SECTION BD
Page 26
BD.17 - GLASS ROOF ABUTMENT
I n e a r l y 1 9 8 5 , a p o s i t i v e s t o p abutment was added t o t h e g l a s s r o o f r e a r

c a t & s u p p o r t b r a c k e t s , s u c h t h a t t h e r o o f i s clamped s h u t a g a i n s t two
r u b b e r b u f f e r s . An improved ' o v e r c e n t r e ' c a t c h a c t i o n r e s u l t s i n more r i g i d
r e t e n t i o n o f t h e r o o f p a n e l w i t h less l i a b i l i t y for. r a t t l e s and s q u e a k s .
The shimming o f t h e r e a r c a t c h s u p p o r t b r a c k e t s t o t h e body may t h e n be
a d j u s t e d f o r optimum p a n e l h e i g h t and s e a t c o m p r e s s i o n .
The r e v i s e d c a t c h s u p p o r t b r a c k e t s (D08ZU4974F) and r u b b e r b u f f e r s

(X046B6113Z) a r e d i r e c t l y i n t e r c h a n g e a b l e w i t h t h e e a r l i e r b r a c k e t s
Glass Roof Abutment Buffer

"\
SECTION CB Page I
FRONT SUSPENSION
SECTION CB - ESPRIT S3 & TURBO : PRIOR TO '85 MODEL YEAR
Operation Page
General Description 2/3

Lubrication 4
Geometry 4
Castor Adjustment 5
Front Wheel Alignment 6
Front Suspension Disassembly 6
Front Hub Adjustment 6
Wheel Bearing Replacement 7
DEC 1984
2. I
Page 2 SECTION CB
SECTION CB Page 3
GFNFRAI nFZTRIPTION
The front suspension i s fully independent with upper wishbones, single lower links,
and an anti-roll bar providing longitudinal location for the lower links. CO-axial
coil springs and o i l f i l l e d telescopic dampers react on the lower link.
A stub axle secured i n each vertical link, carries the wheel hub on two taper
roller bearings, adjustable for endfloat.
Key to Front Suspel-bion General Layout Drawing

- P
Front Hub Lower T ~ n n i o n

Brake Disc Bush Kit, Lower Trunnion
Wheel Bearing, inner Seal, Trunnion Top
Wheel Bearing, outer Bolt, Trunnion to Lower Link
Oil Seal, Front Hub Lower Link Assembly.
Stub Axle Bush, Lower Link Pivot

Dust Cap Anti-Roll Bar
Vertical Link Bush, Anti-Roll Bar to Lower Link

Steering Arm Distance Tube
Caliper Mounting Plate Washer, Anti Roll Bar to Lower Link Bush
Dust Shield Mounting Rubber, Anti Roll Bar to Chassis
Upper Ball Joint Clamp Plate
Wishbone Arm Damper Assembly
Pivot Bush, Wishbone Bolt, Damper to Lower Link
Stud, Wishbone Pivot Road Spring
Spring Seat
D E C 1984
SECTION CB
CB.1. - LUBRICATION
The only items o f the front suspension requiring periodic lubrication, are the front
wheel bearings and the lower trunnion swivel joint.
A t the recommended service interval, repack the hub with grease, (See Section C
and lubricate the lower trunnions.
Lower Trunniom: I t i s ESSENTIAL that a recommended EP90 grade o i l i s used to

lubricate the trunnions, and NOT grease. Remove the plug shown arrowed, and
f i t a threaded grease nipple into the vertical link. Apply on a i l filled grease gun
to the nipple, and pump until o i l exudes from the trunnion top seal.
Plug
CB.2. - GEOMETRY
Under normal service conditions, i t should only be necessary to check the front
wheel alignment. A full geometry check i s only necessary following front
suspension repair, or if excessive tyre wear i s evident, or steering difficulties
experienced. Both wheel alignment and castor angle are adjustable, but camber
and steering axis inclination (K.P.I.) are set during manufacture, and are non-
adjustable.
At ride height o f 170mm :- Measured at front chassis box section
Camber
+ a
minys oa 30' - 0 15'
Castor 3O - o0 30' (within o0 30' side to side)
K.P.I. 9O + oa 30' +
Toe-in 2mm overall - lmm

SECTION CB Page 5
CB.3. - CASTOR ADJUSTMENT
.M" ,.a- m' "'.".

. , .." .,,.-.".- ..""......",,*,
Castor adjustment i s affected by fitting shims between the anti-roll bar mountings
" -
--v..
i) . Up to V1N 82/85[3 1262, 82/85 A/E/G/H/S0410 exc 0399 and 0400 .

C/F, B/C/F/K 01 03.
Spacer washers A075W4028Z, 2.5 mm thick, are fitted between the
mounting and chassis, on both upper and lower bolts. On each side
of the car, an equal number of washers must be used top and bottom,
up to a maximum thickness of three washers.
Spacer washers
ii). From V I N 82/85D 1263, 82/85 A/E/G/H/S 0411 plus 0399 and 0400
C/F B/C/F/K 01 04.
Shim plates A082C4052, 2mm thick, may be slid i n behind the mountings
after slackening the bolts. Up to four shims may be used on each side.
Shim plates
Page 6 SECTION CB
CB.4. - FRONT WHEEL ALIGNMENT-

To adjust the front wheel alignment, slacken the trock rod end locknuts and
steering rack b e l l o w outer clips. Turn each trock rod the some amount,
without damaging the surface and after ti g htening the locknuts check that
the same number of threads are left showing ot each side. When the adjustment
i s correct tighten the bellows clomps.
CB.5. - FRONT SUSPENSION DISASSEMBLY
CAUTION: Because the upper ond lower road spring abutments are the chassis
and lower link respectively, i t is ESSENTIAL that spring compressors are used
before disconnecting either end of the damper, or the lower link from the chassis.
Failure to do so could result i n personal injury.
A l l suspension rubber bush pivots, must be tightened only at ride height (150 and
175 mm ot front ond rear of chassis centre box section).
On the anti-roll bar to lower link bush fixing, note that a special chamfered
wosher i s fitted between the onti-roll bar and the lower link front bush, i n
t n r t i i i e t r i e n r n n ~ e . tnrn~r.ethiz wn.;har
~\rriorto p r o v i r i ~ 19 Gttact the cnrract
way round.
aush, v Flat Washer
~1:arnfdredWashizr \ ~ i s t a n c e Tube
Note when fitting the damperthata flat wosher i s used on both sides of thedarnper
lower bush inside the lower link.
CB.5. - FRONT HUB ADJUSTMEN1

.*
Adjustment: Removd the road &heel followed by the hub dust cover. (A) and
split pin (B).
Tighten the hub nut to 0.7 - -

0.8 kgf.m. (5 5 lbf.ft.) whilst rotating the hub
to ensure bedding of the taper roller bearings. Slocken the nut sufficientl y to
obtain a hub endfloat of 0.08 -
0.13 mm (0.003 -
0.005 in.) measured with a
dial gauge. Insert the split pin ond refit the hub dust cover.
SECTION CB Page 7
CB.7. - WHEEL BEARING

-- REPLACEMENT
.-
l. Rernnve the rnod wheel .. Releose the calioer fixina bolts. and s u ~ m r t
caliper clear of disc without straining brake hose.
2. Remove hub dust cap (A) split pin (B), nut (C), washer (D) and pull o f f
the hub assembly (E) complete with bearings.
3. Prise out the o i l seal from the inboard side of the hub, and remove the
inboard inner race and roller assembly. Both outer race:; may now be
driven from the hub using a soft metal drift at alternate sides of each
race.
4. F i t new outer races into the hub using a press.
5. Pack the new bearings with an approved Lithium based wheel b6aring
grease, and work well into the roller cages. Coat the inside of the hub
outer races and cap with grease.
6. Insert the inboard b a r i n g roller assembly and inner race, and retain
with new o i l seal.
7. Mount the hub assembly onto the spindle and f i t the outboard roller
assembl and race, retaining washer and nut, and adjust the bearings
(see above) before fitting split pin and dust cap.
8. Refit brake caliper, torque tightening fixing bolts to 8.3 kgf .m. (60 lbf.ft.)
and road wheel.
9. Torqoe wheel retaining bolts to 9.0 kgf.m (65 lbf.ft.).

SECTION CC Page 7
FRONT SUSPENSION
SECTION CC .- ESPRIT S3 &TURBO: 1985 MODEL YEAR ONWARDS
Operation Page
General Description - 2 to 4
Geometry CC1 4
Castor Ad justment CC2 4/5
Suspersion Disassembly CC3 5/6
Front Wheel Bearings CC4 6/7
Key to Suspension Layout Diagram
Vertical Link Locking Cap, Bearing N u t Ball Joint, Lower

Steering Arm Grease Cap, Hub Bearing Nut, Nyioc, M14
Setscrew, M12 X 35, Arm/Link Arm, Upper Wishbone Pivot Bolt4" UNF X 6"
Spring Washer, Arm/Link Pivot Bush, Upper Wishbone Nut, Nyloc, 4" ? NF
Bolt, M1 2 X 45, Arm/Link Stud, Upper Wishbone Pivot Pivot Bolt,4" '
U N X 2;"
Nut, NYIOC, Mi2 Buffer Washer, Pivot Bush Nut, Nyloc, 3" l NF
Shieid, Brake Disc Nut, Nyloc, 3"
UNF Anti-Roll Bar
Setscrew, Disc Shield Locknut, 4''IJNF Bus h, A RB/Chass is
Flat Washer, Disc Shield Shim Washer, Castor Adjust Clamp, ARB/Chas: is
Front Hub Ball Joint, Upper Setscrew, M12 X : 5
Inboard Bearing, Front Hub Nut, torqioc, 7/16" UNF Was her
Outboard Bearing, Front Hub Bolt, M8 X 100, Ball Joint Nut, Nyloc, M12
Brake Disc, Ventilated Bolt, M8 X 60/65, Boll Joint Abutment Plate, S rring/Damper
Bolt, Brake Disc to Hub Nut, Nyloc, M8 Washer, Plate/Ch~ssis
Washer, Disc to Hub Washer, Plain Nut, M8 Plate Ch ~ s s i s
Grease Seal, Front Hub Shimplate, Costor Adjust Insulator, Spring l )p
Claw Washer, bearing Retaining Lower Wshbone Road Spring
Nut, Bearing, Retaining Pivot Bush, Wishbone Rear Damper
Split Pin, Locking Cap Pivot Bush, Wishbone Front Bolt,3" UNF X 33'"
Bush, ARB/Wishbone Nut, Nyloc, 5" C NF
Bush ~ i Damper
i, b p Stem
Blanking Plug, Plc ;tic
Page 4 SECTION CC
GENERAL DESCRIPTION
The front susperaion i s fully independent with upper and lower wishbones
together with concentric damper/spring assemblies and a n anti- roll bor.
C\ stub axle, integral with the non-handed vertical link (hub carrier)
carries each front hub on t v ~ otoper roller bearings, adjustable for endfloat.
CC. 1 - GEOMETRY
Under normal service conditiora, i t should only be necessary to check the front
wheel alignment. A full geometry check i s only necessary following front
suspensiori repair or i f excessive tyre wear i s evident, or steering difficulties
experienced.
The recommended method of measuring front wheel alignment i s by the use of

parallel bars as described i n section DB so that the rear wheel alignment may
be checked a t the same time.
Before measuring suspension geometry set car to ride height of 170mm below
chassis front cross member, 170mm below rear lower link chassis brackets.
Cnmhf.r 00 ?c1'.-a-.., - .? 0- 0
,-,,i:.., 701
Cos tor min l0 45' max

(Within 00 30' side to side)
K.P.I. p 23' nominal
Toe-in 1 .6mm each side + 0 -. 1mm
CC. 2 - CASTORADJUSTMENT
Cars prior to V l N 82/85 D 1937 (Dorn) FF 0602 (U.S.A .) may be fitted with
castor adjustment shim 'A' and 'B' as illustrated. These shims are available
i n various thicknesses:
Shim Washer 'A' 1 .5mm A082C4091
3, I,
'A' 3.0mm A082C4092
I, I,
'A' 6.0mm A082C409'3
Shim Plate 'B' 1 .5mm A082C4090
I, I,
'B' 3.0mm A082C4089
Shim may be fitted up to a maximurn thickness of 6.0mm to correct castor i f

necessary.
Important
- - The same thickness shim pack must be used a t location 'A' and 'B'.
As a rough guide, fitment of 3.0mm shim at 'A' and 'B' w i l l result i n a r i increase
i n castor of approx. .'4
Cars From and including Vl N 82/85 D 1937 (Dom) FF0602 (USA) have a shortened
chassis fixing tube for the top wishbone pivot stud, and 6mm o f shim washers IA'
distributed between the front and rear of the chassis a t this point .
I n extreme
cases, these cars may be fitted with additional shims 'A' and 'B' as detailed above.
SECTION CC Page 5
Caution i n a l l cases ensure thot the top wishbone pivot stud and ball joint bolts
have sufficient engagement through their Nyloc nuts. If necessary, replace the pivof
b o l t front Nyloc and locknut with two locknuts (i.e. one Nyloc at rear and two
I
-- I I r .\ A r I -- L-II ..S.. . ..--,--I. ~ A A O L<\ -- ..?I-LI- G
-
.-
no. A075W2a44.
CC. 3 - -
SUSPENSION DISASSEMBLY
See exploded diagram for general layout
Caution The road spring lower platform i s integral with the damper lower body, while
the spring top platform/damper abutment i s bolted to the chassis. lJnder no circumtances
therefore rnoy the damper top stem nuts be removed unless the spring/damper assembly
i s removed from the vehicle and the spring compressed i n an hydraulic press or similar.
Spring/damper removal: These two components must be removed from the vehicle as an
assembly. Release the damper to lower wishbone fixing, and the four nuts securing the
spring top to the chassis, and remove assembly to bench.
Spring Lower Platform

Spring Top platform/
(integral w i t h dumper)
Damper Abutment ? , I $ P
)ring I
Note that early '85 M Y cors used purallel coil springs, which were superceded by conical
springs with the greater diameter fitted lowermost.The diameter of the spring seat on the
damper body i s correspondingly increased for use with conical springs. If replacing a
spring or a damper of the earlier 'parallel spring' fype, then the later 'conical spring' type
components should be fitted os on assembly.
Before the spring/domper assembly m y be further dismantled, i t i s necessary to

compress the spring. Conventional spring compressor clamp; rnoy not be suitable
due to the close coiled nature of the compressed spring. llse special tool TOO0
or hydraulic press w i t h suitable adapton to compress the spring before removing the
damper top stem nuts and rubber bush, After unloadin g the spring, the individual
components may be replaced
The anti- roll bar f i x i n g into the lower wishbone i s by push f i t only. Use rubber grease
an assembly. I f replacin g the lower wishbone anti- roll bar bush, ensure that the larger
portion (in relation to its location groove) i s fitted towards the front.
APR 1987
Page 6 SECTION CC
Sus perision Re-ossembl y
O n re-assembly. ensure that the upper and lower wishbone to chassis pivot bolts,
and the damper to lower wishbone bolts. ore tightened only with the cor ot ride
height.
Ensure that plastic blanking plug A08906089F i s fitted into the open rear end of the
lower wishbone front tube.
CC. 4 - FRONT WHEEL BEARINGS
1. The brake coliper must f i n t be removed. I n order to extract the coliper

uppermmt fixing bolt, i t i s necessary first to remove the cylinder swing
release bolt, and swing up the cylinder until the bmke pipe clean the
caliper top fixing bolt.
2. Remove the hub nut and pull off the hub complete with bmke disc.
3. Prise out the inner o i l seal and remove the centre assembly of the inboard
bearing.
4. The outer races of both beaiingj may be removed from the hub using a drift
as shown a t alternate sides o f the race.
5. Using a press, f i t the outer races into the hub.
6. Pack the new b w r i n p with a Lithium base wheel bearing grease and
work well into the roller cages. Coat the inside of the hub, outer
races, and cap w i t h grease.
SECTION CC Page 7
7. Insert the inboard bearing centre and retain by pressing i n the

inner o i l seal.
8, Refit the hub onto the stub axle. Torque spindle nut to 3.0 kgf .m
(22 lbf. ft) whilst rotating the hub to centmlise the bearings. Loosen
the nut, and retighten using only your hand on the 30mm socket. With
a suituble spring balance, check the force needed to rotate the hub.
Prelaad:
With new o i l seal
With used o i l seal 50 - 500s

(0.1 - 1 .l lb)
9. Using a dial gouge, measure the hub end float.

Maximum = 0.05mm (0.002 in.).
Install the lock ring and split pin, i f necessary tightening the hub nut further by
by the smallest amount required.
Refit bmke caliper and torque bolts -
Caliper to vertical link 9.0kgf. m. (65 lbf .ft)

Cylinder swing release 1 .6 - 2.4 kgf.m. (1 2 - 17 lbf .ft)
SECTION DB Page 7
REAR SUSPENSION
SECTION DB - ESPRIT S3 & TURBO
Operation Page
General Description - 2/3/4

Geometry DBl 4
Rear Wheel Alignment DB2 4/5
Rear Suspension Reassembly DB3 5
Rear Wheel Bearing Removal DB4 6
Rear Wheel Bearing Installation DB5 6/7
Drive Shaft C.V. Joint Boot Replacement DBt 7/8
Key to Rear Suspension General Layout Drawing
Rear Hub Bolt, Radius Arm to Mounting
Stud, Wheel Nut, Nyioc, Radius Arm to Mounting
Nut, Hub Retaining Washer, Large
Split Pin, Hub Nut Washer, Toe-In Adjustment
Cone, Hub Retention Top Link
Bearing, Rear Wheel Rubber Bush., Top Link
Circlip, Bearing Retaining Bolt, Top Link to Hub Carrier
Spacer, Driveshaft/Bwring Lower Link
Drive Shoft, Outboard Stud, Lower Link to Hub Carr.$r
Drive Shoft, Intermediate Split Spacer, Hub Carrier
Adaptor, Driveshaft Damper Assembly
Hub Carrier Bush Kit, Damper Top Stem
Radius Arm Spacer Washer, Damper to Hub Carrier
Bolt, Radius Arm to Hub Carrier Washer, Plain, Damper to Hub Carrier
Nut. Nyloc, Arm to Hub Carrier Nut, Nyloc, Damper to Hub Carrier
Mounting Rubber, Radius Arm Front Road Spring
Reinforcing Plate, Radius Arm Mounting Insulator, Road Spring
Spacer, Radius Arm Mounting

Page 4 SECTION DB
GENERAL DESCRIPTION
The rear suspension i s fully independent with single upper and lower transverse links
and box section trailin g radius arms. Co-axial coil springs ond o i l f i l l e d telescopic
dampers act on the aluminium alloy hub carrier.
An outboard drive shaft i s carried i n each hub carrier on a single sealed for l i f e dual
race angular contact ball bearing.
DB.1. - GEOMETRY
A t ride height ( 170mm below rear lower link chassis brackets);
Camber :
+
minus 0 ~ 3 0 '-
0
O 15'
Toe- ln : 1.5mrn each side
+
- 0.5mm
DB.2. - REAR WHEEL ALIGNMENT
It i s essential that rear wheel alignment i s checked using equipment which measures
individual. wheel alignment. The most reliable and accurate method is considered to
L - .L.. ..-.. - c ----1 1 - 1 1.--..
-- .-
.. -".,"' r...-..-' --'.,-, . . .I
VJC"
,
"I,
..
,,l"YVCII",I.
Two ban which are longer than the overall length of the car, and 4 axle stands are
required. The bars should be obtained locall y and should be of 'T1 or square section
and be sufficiently rigid to avoid significant bending or sagging between supports.
Set up the two ban on each side o f the car at wheel centre height as shown i n the
diagram, so that A equals A, B equals B and C equals C.
FRONT
Measure the distance from the bar to the RIM of the wheel concerned at front and rear
of the centre line of the wheel. I f the front dimension i s greater than the rear dimension,
the wheel has TOE-IN. If the rear dimension is greater than the front dimension, the
wheel has TOE-OUT. The difference between the two measurements i s the amount the
wheel has TOE-IN or TOE-OUT.
SECTION DB Page 5
Rear wheel alignment i s adjusted by tronsferring shim washerr between the inner and ,
~ ~ F I nf
n~at-r F C t h r~n T l i d t c nrm nt i t c front mottnt;nn
Spacer plote Shim washers
If correct odjustment connot be obtained by transference of the shim washers, spocer plates
may be used between the rodius arm mounting and the chassis i n the following combimtions,
i n order to bring the correct setting within the range of adjustment afforded by the shim
was hers.
EITHER One 2mm s p c e r A079D4051K
OR - Two 2mm spacer A079D4051K
OR - One 6mm s p c e r B079D4051K
OR - (One 2mm s p c e r AO79D4051 K)

(Plus One 6mm spocer B079D4051K)
Emure at a l l times that the mounting to chassis fixing bolts ore of sufficient length to ensure
full engagement of the nyloc fixing nuts.
NOTE : O n final assembly, use a new nyloc nut on the bolt seci~ringthe radius arm to the
-
rubber mounting, and torqt~etighten to 5.5 - 6.2 kgf.m (40 45 1bf.ft.) with the car a t
ride height.
DB.3. - REAR SUSPENSION REASSEMBLY

O n reassembly of the rear suspension after component replacement or overhaul, check the
reor wheel toe-in and adjust i f necessary.
Tighten a l l upper and lower link pivot bolts and radius arm pivot bolt only with the car
at ride height.
Note positions and assembly sequence of a l l pivot bolt washers before dismantling. Check
general layout drowing a t front of this section for damper to hub carrier fitment.
Page 6 SECTION DB
DB.4. - R E A R WHEEL BEARING REMOVAL

1 . Remove hub carrier assembly from car.
2. Remove split pin arid hub retaining nut. Tap loose ond remove the conical spacer.
3. Using a suitable puller remove the hub.
4. With the hub carrier on the bed of a press, press out the outboard driveshaft and spacer.
5. Remove circlip retaining bearing i n hub carrier, and press out the bearing.
BEARING HOUSING
A / DRIVE SHAFT
~ . . ..-..
DRIVE SHAFT/BEARING
DB .5. - REAR WHEEL BEARING INSTALLATION

1. Thoroughly d e g r e a s e hub carrier ( b e a r i n g
h o u s i n g ) a n d o u t e r s u r f a c e o f new h u b b e a r i n g .
2. B e f o r e f i t t i n g t h e new b e a r i n g i n t h e h o u s i n g ,
p r e h e a t t h e hub c a r r i e r t o a p p r o x . loo0 C and
s o a k a t t h a t t e m p e r a t u r e f o r 5 t o 10 m i n s . A
c o n v e n i e n t m e t h o d i s t o immerse t h e c a s t i n g f o r
10 m i n u t e s i n b o i l i n g w a t e r . Do n o t e x c e e d a
t e m p e r a t u r e o f 150° C .
3. Allow m o i s t u r e t o e v a p o r a t e from t h e hub

c a r r i e r , t h e n a p p l y a t h i n c o a t o f Permabond
A148 ( P a r t No. A082V6107) t o t h e m a t i n g s u r f a c e s
of t h e b e a r i n g and housing. Do NOT c o n t a m i n a t e
any moving p a r t s o f t h e b e a r i n g .
4. P r e s s i n t h e new b e a r i n g f r o m t h e h u b s i d e o f
t h e housing, u n t i l t h e bearing is i n contact
SECTION R 6 Page 7
with the shoulder i n t h e housing. Apply l o a d
t o t h e o u t e r t r a c k o f t h e b e a r i n g o n l y..-
5 . Fit 2 " p t. , hc.>,.inn -.r--.i;.. ;..L- .
L L
housing and a l l o w t o c o o l n a t u r a l l ; t o ambient

temperature.
6. S u p p o r t t h e o u t b o a r d d r i v e s h a f t o n t h e bed o f
a p r e s s , and f i t t h e s p a c e r o v e r t h e s h a f t ,
l a r g e r end towards t h e f l a n g e .
7. Press t h e h u b c a r r i e r a s s e m b l y o n t o t h e
driveshaft, applying load t o the inner
track of t h e bearing only.
8. F i t t h e hub o n t o t h e d r i v e s h a f t s p l i n e s .
Check t h a t t h e m a t i n g f a c e s o f t h e c o n i c a l
washer and hub a r e s c r u p u l o u s l y c l e a n b e f o r e
f i t t i n g t h e washer and hub n u t . Tighten t h e
n u t t o 28 kgf.m ( 2 0 0 1 b f . f t . ) a n d t h e n i f
necessary tighten further to enable the s p l i t
p i n to b e f i t t e d . It i s m o s t i m p o r t a n t t h a t
t h e nut is n o t slackened to i n s e r t t h e pin.
9. R e f i t t h e hub carrier assembly t o car. TIGHTEN

ALL BOLTSINUTS TO THEIR SPECIFIED TORQUE LOADING
(Refer t o S e r v i c e Notes T e c h n i c a l D a t a )
DB.6. - DRIVE SHAFT C.V. JOINT BOOT .

REPLACWENT
-p
I l.
Remove drive shaft assembly from vehicle.
-
2. Remove the two boot retoining clip, and tap off
end closure plate.
3. Remove and discard circlip retoining ball hub

on shaft. Slide boot along shoft, away from
joint.
4. ..
S u ~ ~ oball
r t hub with suitable distonce piece and
knock or press drive shaft from joint. Remove boot.
5. Wash out joint with degreasing fluid and dry off.
6. F i t new boot onto shaft. Drive ball hub carefully

onto shaft up to l i m i t position.
SECTION D B
7. F i t new circlip supplied i n boot kit and ensure it i s

fully seated i n shaft groove.
8. Use half grease supplied to pack inboard ( ~ b b e r

boot) side of joint, and fit rubber boot onto joint
ensuring smaller end of boot i s seated i n shaft
groove.
F i t both boot retaining clips as tightly as passible

by hand before crimping wif.t~pliers.
Ensure that crimp position of larger. clip does not

..,.
:w.+~..$,.~,. *,.,,,,
..,Irlr
,:&l.
W"..
h-lb C.-l-
IIVlr
---A--
rrr-.
Pack outer end of joint with remaining grease.
F i t new end closure plate emuring bolt holes are

aligned.
Refit driveshaft assembly to vehicle, torque loading

a l l driveshaft socket head bolts to 80 Nm (8.3 kgf.m
60 lbf.ft.).
SECTION e;4 Page 1
ENGINE
SECTION EA - 907/YlZ/YiU l n c . rauantib
Operation Page
-
General D e s c r i p t i o n
Lubrication
Engine Tune (NOT F e d e r a l Turbo)
Compression Check
Camshaft Covers
Camshafts
Valve C l e a r a n c e s
Toothed B e l t Guard
Camshaft D r i v i n g B e l t
Driving Belt Tensioner
C y l i n d e r Head
Valves
D e c a r b o n i s e , C y l i n d e r Head and P i s t o n s
Valve S e a t I n s e r t s
Valve Guides
C r a n k s h a f t 'V' P u l l e y
Crankshaft Sprocket
F r o n t Cover & O i l S e a l
Water Pump
O i l Filter
Ignition Distributor
O i l Pump and A u x i l i a r y Housing
I n l e t Manifold and C a r b u r e t t o r s
O i l Sump
C o n n e c t i n g Rod (Big- End) B e a r i n g s
Engine Assembly
Flywheel and Ring Gear
Crankshaft Rear O i l S e a l
Crankshaft
P i s t o n s , P i s t o n R i n g s , C o n n e c t i n g Rods
& Cylinder Liners
C o n n e c t i o n o f O i l C o o l e r T h e r m o s t a t (Turbo)
L u b r i c a t i o n System P r e c a u t i o n s
S p e c i a l Tools
S e a l a n t s , Adhesives
APR 1987
Page 2
SECTION EA Page 3
The engine which i s i n c l i n e d a t 43' i s a die- cast a l l a l l o y 4 c y l m d e r , w r t h

wet c y l i n d e r l i n e r s and t w i n overhead camshaft i n a cross f l o w c y l i n d e r head.
Pent roof combustion chambers are used with 4 valves (two inlet and two exhaust)
having seprate ports, per c y linder. The valves hove replaceable guides and seat inserts
and are a t an inclusive angle of 38'. They are operated by the camshafts acting directly
on the cam follower; (tappets), the camshafts being driven a t half engine speed by a
toothed belt. The camshafts end float i s taken by a thrust washer at the rear end of each
shaft. The toothed driving belt also drives the auxiliary shaft, this i n turn driving the
o i l pump and ignition distributor.
The crankshaft, of cost iron construction and d y namically balanced, runs i n 5

steel-backed leaded bronze lined moin bearings, end float beingcontrolled by split
thrust washers located i n the c y linder block on either sideof therear moin bearing.
The connecting rods of 'I' section forging5 have steel backed bronze l i t t l e end
bwshes and steel-backed leaded bronze lined big-end bearings, the big-end bearing
caps being located by dowels and retained by bolts. Solid skirt aluminium alloy pistons
with two compression and one o i l control ring, situated above the gudgeon pin, are iaed.
The gudgeon pins are retained i n position by circlips installed i n groovesat each end of
the gtrdgeon pin bore.
A cast iron fl y wheel incorporating a steel ring driving gear for the starter, i s located
on the crankshaft flange and retained by two dowels and six bolts fitted without
lockwasher;.
EA.I . - LUBRICATION
General
The lubrication system is of the forced feed type, the o i l being circulated by a
mechanically driven o i l pump. The pump, of the eccentric bi-rotor type which
incorporates a non-adjustable plunger type relief valve, i s driven by an auxiliary
shaft this being contained i n the auxiliary housing bolted to the right-hand side of
the cylinder block.
Oil i s drawn from the sump up a pick-up pipe and into the pump. When the relief
valve opens, o i l i s passed back into the inlet side of pump. From the pump the
pressurised o i l flows through the o i l cooler and full-flow filter to the o i l gallery.
The o i l gallery posses along the right-hand side of theengine, from where o i l i s
taken to feed the crankshaft main bearings and through drillings i n the webs of the
crankshaft, to the big-end bearings. The o i l galler y also tukes o i l forward to'the
auxiliary shaft, then subsequently to the camshaft bearings and valve gear. Lubrication
of the l i t t l e end bushes, the gudgeon pinsand the non-thrust sides of the cylinder
l i n e n is by o i l mist.
An o i l g a l l e r y cover opposite f o u r t h main bearing provides take o f f s f o r the
o i l pressure gauge, turbocharger o i l feed and low temperature s w i t c h (H.C. I. )
Page 4 SECTION EA
O n dry sump Turbo Esprit models a sepemte belt driven o i l pump assembly i s used, fixed
to the ri g ht hand side of the main bearing panel.
The assembly consists of two scavenge pumps and a pressure pump a l l mounted on o
common axis and supported by the scavenge manifold.
The two scavenge pumps draw o i l out from the sump via the scavenge manifold, one pump
drawing from ducts 1 and 3, the other from ducts 2 and 4. The oil/air mixture i s pumped
through the o i l cooler and into the a i l tank oil/air seperator. The pressure pump draws
o i l from the tank and feeds i t via a cylinder block pssage into the auxiliary housing.
A pressure relief valve i s incorporated into the scavenge manifold and bleeds o i l back
into the inlet side of the pump on opening.
The auxiliary housing passageways are modified to direct the o i l into the o i l filter, (by-
passing the pump housing) and thence into the o i l gallery.
A l l Esprit models (except early Series 1) use a 'cross drilled' crankshaft to enable plain
lower main bearing shells to be fitted and increase load capacity.
NOT Dry Sump Turbo: Before checking o i l level, allow a full five minutes far o i l to
return to sump. The correct o i l level i s tothe upper mark or1the dipstick with the car
on CI level surface. Add o i l if necessary through the f i l l e r neck on the inlet camshaft
cover, Do N O T overfill. Replace f i l l e r cap securely.
The engine o i l should be changed and a new filter fitted at the recommended service
ini-ervalss Sump capacity i s listed i n T E C H N l r A I DATA; and shcr~rldhe drained w),~?n
the o i l i s warm and impurities are held i n suspension.
Dry Sump Turbo: Check the o i l level i n the tank at the right hand side o f the engine
bay WITHIN TWO MINUTES of switchingoff. Oil w i l l drain back from the tonk into
the surnp when left standing and if the level is checked before the scavenge pumps
have returned this o i l to the tank, overfilling w i l l result.
The o i l should be changed and a new filter fitted at the recommended service intervals.
The tonk drain plug i s located i n theright hand rear wheelarch reached after removal
of the road wheel. Drain the tank when the o i l is warm and impurities are held i n
suspension. F i l l the tank with new a i l to the top mark an the dipstick and run the
-
engine for 2 3 minutes at 1500 rpm. Switch off and check level within 2 minutes,
topping up if necessary.
Oil Filter
A full flow filter of the 'throw-away' canister type, incorporating an anti-drain back
valve, i s screwed onto the rear o f the auxiliary housing.
SECTION EA
EA .2. - ENGINE TUNE (NOT Federal Turbo)
.. - -."-"..., -
"
b. p.
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- " ,- .,- - -.-A . L I . . rL,,L +L- , . w I ; ~ ~ rnmnrpc~ir\nc.
~ P ~
Clean the lugs ond reset the gaps t o the dimensions given i n TECHNICAL DATA, or i f
the electrdes ore badly burnt, f i t new plugs and re-connect the leads.
If contact breaker points are fitted:
2. Remove the ignition distributor and examine the contact-breaker points. Replace the
points if badly burnt, or excessive metal transfer i s evident. Adjust the points gap to
the dimension given i n TECHNICAL DATA and refit the distributor.
3. Remove the a i r cleaner element and clean (or replace if necessary).
4. Disconnect the fuel feed pipe a t the carburetters a d check the fuel flow.
2
Fuel pressure on Turbo engines = 4.5 ib/in above boost pressure.
5. Dellorto Carburetters - Remove float chamber cover. Withdraw the float assembly.
Remove a l l jets and blow them clear with the assistance of an air line. Do NOT use wire
as this w i l l enlarge the jet orifice. Remove the needle valve and valve body and blow
clean with an air I ine. Clean the float and float chamber using clean petrol. Replace
a l l jets, needle volve body and needle valve. Using a new gasket, fit to float chamber
cover, replace float assembly. Check float setting. Refit float chomber cover.
6, Zenith-Stromberg Carburetters - Remove carburetters from the engine t o a clean bench.

Release centre-plug from the base of each carburetter. Remove float chamben by
releasing the retaining screws and withdrawing i n a vertical motion.to ovoid damage
to the float mechanism. Remove float chamber gasket and take out floats.
Remove needle valve from float chamber cover. Remove '0'
ring from base centre-
plug. Thoroughly wash a l l removed parts i n clean petrol. Refit needle valve into
float chomber cover using o new wsher. Reploce float assembly. Refit float
chamben with o new gasket. F i t new '0'
ring t o base centre-plug and replace
securely. Refit carburetten t o engine using new gaskets. Top up domper reservoirs
with oil.
7. Re-connect the fuel pipes a t the carburetters.
8. Check valve timing, toothed belt tension and condition, volve clearances, adjust
as necessary.
9. Check the ignition timing, adjusting i f necessary.
10. Adjust the engine slow-running speed and mixture (see TECHNICAL DATA).
Page 6 SECTION EA
EA.3. - COMPRESSION CHECK

1. Warm the engine ts its normal operating temperature. Switch 'off' the engine a d
remove a l l sparking plugs. Note: before removing s p r k plugs ensure that plug
wells are free of any foreign matter. Set throttles to fully open position.
2. Using proprietary compression testing equipment, place the gauge i n a
convenient position t o be observed and insert the conical-ended rubber tube i n
the No.1 sparking plug orifice. The normal compression pressure with an
engine that has been 'run-in' correctly is given i n TECHNICAL DATA. At
altitudes above sea-level, proportionally lower pressures w i l l be obtained.
Compression i s checked with the starter motor turning the engine a t
approximately 200 r.p.m. Battery and starter motor must of course, be i n
good condition.
3. Test the remaining cylinden i n a similar manner.
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ntnanc nnri m-rnnnslri thn er%nririnnnlasn IMAE
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EA.4. - CAMSHAFT COVERS

Three d i f f e r e n t types of camshaft cover have been used:
.:X; 1. A l l 907 engines, and naturally aspirated 912 engines p r i o r t o 1986, use
>;,:,
p-:, . ....
!$??;F
,. '+.
l/ n 'saddle' type c.nver w i th a r~~i-verl joint f a r e ; r e f i t t i n g t h i s type
of cover, i t i s e s s e n t i a l t o use S i l a s t i c RTV 732 on the j o i n t face of.
,. .,
both housing and cover together with a new gasket. Do not overtighten
the fixings (See Torque Ioadings) On some models i t may be necessary t o
-.,
.v. place the b o l t s i n t o the cover before f i t t i n g t o the engine.
.,/:
2. Turbo 910 engines p r i o r t o mid '86 and early '86 M.Y. Excel engines, use
f l a t type cam covers with a three eared f i l l e r cap a t the f r o n t of the
i n l e t cover. Use Hylomar i f necessary t o r e t a i n the gasket w h i l s t f i t t i n g .
tighten the three s l o t head r e t a i n i n g nuts with t h e i r rubber washers.
3. U.S.A. Turbo H.C.I. and other engine varients a t l a t e r d a t e s , use covers
similar t o ( 2 ) but with the o i l f i l l e r a t the r e a r of the i n l e t cover.
the gaskets on these engines a r e retained by s p i r o l pins and the covers
by socket head screws and ' 0 ' rings.
SECTION EA Page 7
1 . Remove upper sectiori of belt guard(Section EA .7.)(front engined cars only)
2. Remove the camshaft covers (Section EA .4 .)
3. Check a l l valve clearances(Section w.6.)noting any which require adjustment.

Remove the timing belt (Section EA.8.) O n engines erquippedwith air
4. injection, remove the air injection mil from the c y linder head.
5, Insert small bar magnets across each of two corn followen, to hold the cam followers
i n their respective bores. Note: Use mognets only for removal
Fig. 1 .- View showing cam followers held by mognets
6. Remove the ten nuts and washers (release the nuts diagonally inwards from the
outside) securing the camshaft housing. Care MUST be taken to avoid dropping
any nuts or washers down the inside front of the camshaft housing. Remove the
housing and discard the gasket. ( i f fitted).
O n Turbo engines, i t i s necessary to remove the socket head access plugs and then
to use 'Torx' socket TOOOT0443 on the cam housing bolts.

7. Repeat the process for the other housing. O n front engined cars, release the
cooling system header tank before removing the exhaust camshaft housing.
On engines equipped with an air pump, remove the oir pump belt guard and
belt before removing the exhaust camshaft housing.
Page 8 SECTION EA
8. Remove the magnets and release cam followers from f.heir locations. Place them i n
their respective fitting positions, noting that the cam follower shims are almost
always 'stuck' to the underside of the cam follower. I f they are not, then they
,, w i l l be 'stuck' to the top of the valve stems. Keep the shim with its respective
cam follower.
SEC TiOAI EA Page 9
9. Hold the camshaft sprocket i n o vice having fibre protected jaws, ond support
the camshaft with the other hand.
O n engines equipped with an air pump, release the nut, and pull of the 'V'
pulley with hub, fram the rear end of the camshaft.
~emoverne rwo W I Iurw~ ...- ...-.
wrA>clsla w 8 , s c , E --.-. - .
. . .
.. - .. , .,
and remove cover with its '0' ring. Release the thrust washer retaining bolt
and washer, or 'V' pulley adaptor spindle, and remove thrust washer. Remove
bolt and washers securing ihe toothed sprocketto the camshaft.
Fig. 4 - Comshaft thrust
WASHER
10. Remove the assembly from the vice, and ~ u loff

l the camshaft sprocket.
11. Remove the toothed belt snubber (where fitted) fram the front of the inlet camshaft
housing, by releasing the two M8 nuts, noting the eccentric sleeve fitted on the
lower si.ud.
With the aid of o two-legged puller,

attached to the rear of the camshaft
housing, screw i n the centre bolt to

push out the camshaft towards the front
of housing, together witlh its oil seal.
Repeat the process for the other camshaft

and sprocket.
Fig. 5 - Releasing the camshaft

Page 70 SECTION EA
To Replace
1. Smear a l i t t l e gmphite grease on the bearing surfaces of the camshaft housing,

insert camshaft into its housing frorn the front and fit a new front o i l seal.
Fig. 6 - Using Tool '72A' to align camshaft oil seal
ig. 8 - Camhaft oil

01L
\
DRAIN HOLE
Ensure oil seal i s flush with outer face of housing. If seal i s fitted to the
shoulder inside housing the o i l drain hole would be blocked.
SECTION EA Page 7 7
2. Refit the toothed belt snuLber (where fitted) loosley onto inlet camshaft
housing, with the eccentric sleeve fitted on the lower stud, and 'Loctite'
"..-l:-.l S,*, ,.L- .-".a &L J.
3. If it has been removed, refit the woodruff key to the front end of the camshaft,
and replace comshaft sprocket together with its large plain washer spring
washer and retaining bolt. It i s ESSENTIAL that the sprockets are fitted
-
the correct way round on each camshaft, i.e. "IN coloured dot' facing
-
forward on inlet camshaft and "EX coloured dot" facing forward on
exhaust camshaft. See 'TECHNICAL DATA' for correct specification.
4. O n engines without air pump: f i t the selective thrust washer with itsretaining
bolt, and spring washer, ensuring that i t i s located on the dowel protruding
from the rear end of the camshaft. Hold the camshaft sprocket i n the vice
(fig.3.). Tighten thrust wosher and sprocket retaining bolt tospecified
loading (see TECHNICAL DATA). Replace rear cover with new 'O'ring,
tightening the bolts to their specified torque loading. Check the Camshaft
end-float (see TECHNICAL. DATA). If the end-float i s outside this tolemnce,
replace the selective thrust washer.
5. O n engines equipped with an air pump: apply Permabond Al38thread locking

compound to the threads of the 'V' pulley adaptor spindle, and screw into the
rear of the camshaft securely. Fit the selective thrust washer over i t s locating
dowel, and f i t the rear seal housing using a new '0' ring ondoil seal. Apply
Silostic RTV 732 into the inside of the 'V' pulley hub, and f i t onto the adaptor
spindle, ensuring that the dowel engages into the hub correctly. Fit the 'V'
p i ~ l l e yonto the hub withthe drive line insettowards theengine, fit the M8
washer and self locking nut and torque tighten (see TECHNICAL DATA). Check
the comshaft end float 0.03 - -
0.20 mm (0.001 -0.008 in.). I f outside of
tolerance, replace selective thrust washer.
F i t the four washers and setscrews securing the ' V ' pulley to the pulley hub
and tighten.
6. Replace cam follower shims onto the ends of the valve stems, these being
greased (with gmphogen greose) on the valve stem side. Replace the cam
followers into their respective bores i n the camshaft housing, after an
application of graphogen grease.
7. In order to avoid damaging the valves when thecamshaft housings are replaced,
i t i s ESSENTIAL that the crankshaft i s turned BACK approximately 90~,frorn
i t s TDC position, to bring the pistons half way down the cylinders. Do not
torn the crankshaft more than 90' back as this may also cause the valves to
be damaged.
8. O n engines up to engine number 11276, using a new gosket, which i s DRY

and kept FREE OF OIL, replace the camshaft housing with its securing
washen and nuts. Tighten the nuts to their specified loadings diagonall y
outwards from the centre.
Page 12 SECTION EA
O n engines from engine number 11276, and earlier engines i f fitted with the
later camshaft housing with a recess machined around the oil feed for an '0'
ring:
Seal between the c y l i d e r head and cam housing with Loctite 504 gosket
eliminator and an '0' ring fitted over the roll pin dowel. Before applying
new gasket eliminator emure a l l old gosket elimiminator i s removed from
the mating surfaces of the cylinder head and cam housing. Take care not
to scratch sealing surfaces - use o blunt scraper such as the flat end of a
steel rule. Degrease and clean the mating surfaces using methylated spirit
or similar. Lay a thin continuous bead of gasket eliminator (approx 1/16
to 3/32 in. wide) i n the middle of the sealing surface on the cam housing,
following the outer surface around the stud holes. Fit '0' ring or1 cylinder
head dowel and carefully place cam housing on cylinder head studs and
----. v
....... ...,.-
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T:-LL- L-
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loading diagonally outwards from the centre.
Continues bead of Loctite 504 Gasket Eliminator.

SECTIOAI EA Page 13
9. Check valve clearances and odjust i f necessary (Section EA .6 .)
10. Reploce camshaft covers (Section LA .4.)
12. Turn the crankshaft back to TDC, and the timing sprocket to align the rotor
arm with the previously made reference mark.
13. Fit the toothed belt onto the sprocket with the shafts i n this position.
Pull the belt sufficientl y to force the pulley wheel towards the tensioner
body. Remove the locking p i n and release pressure on the belt. Re-check
011 the reletive sprocket positions. Check toothed belt tension (Section EA .8 .)
Check ignition timing ond adjust i f necessary.
14. Adjust the inlet pulley snubber (where fitted) for a clearance of 0.50 -
0.75 mm (0.020 - 0.030 in.) between the back of the toothed belt and
the snubber bracket. Tighten the securing nuts v i a the polley holes to
2.2 - 2.5 kg.rn. (15 - 18 1bs.ft.).
15, Replace 'V' belts and belt guard (Section EA.7.)
EA .6.
- - VALVE CLEARANCES
To Check
1 . Remove both camshaft covers (Section EA .4 .)

2. Turn engine until heel of camshaft i s on the cam follower (of the valve to be
checked). Using a feeler gauge, determine the clearance between the cam
Fig. 9 - Checking cam follower clearances.

Page 74 SECTION EA
follower and the camshaft heel. The correct clearance i s given i n
TECHNICAL DATA.
3. Check a l l valve clearances, noting any which require odjustment.
To Adjust
1 . Remove the camshofts intoct i n their housings. (refer to Section EA.5.)
2. Remove each adjusting shim where the clearonce requires adjustment.
Substitute a shim giving the correct clearance, which has been greased on
its face abuting the valve stem. O N L Y use ONE shim to each valve.
NOTE: A Thinner shim w i l l increase the valve clearance, whereas a thicker
shim w i l l decrease the clearance.
3. Replace the camhafts(Section EA .5 .)after adjustment and recheck the

clearance. If the clearance is s t i l l incorrect, then the whole of the above
procedure MUST be carried out again.
NOTE: Do N O T turn the camshafts with No.1 piston at T.D.C.,
cause Tne vaives ro oe oenr.
- as this w i l l
I urn rne cmnicsnart bacic through YU' to brlng
the pistons half-way down the cylinders. Do NOT turn the crankshaft
0
BEYOND 90 back, as this w i l l also cause the valves to be bent whilst
the camshaft driving belt i s off.
If, on the later type of camshaft housings (with ' O r ring and no gasket)
the valve clearuncer ore to be verified before applicatiorl of Loctite 504

gasket eliminator, allow 0.001 5 in. for this thickness.
EA.7. - TOOTHED BELT GUARD (front engined cars - eorly type)
-To Remove
Upper Section:
1 . Release the bolt, plain and spring washer on RH side.

2. Release bolt, plain and spring washer on inner of LH side, securing the guard
to its mounting bracket.
3. Release nyloc nut and ploin washer i n centre of section, taking core N O T to
misplace the distance piece between guard and engine when removing the
guard.
SECTION EA Page 15
I Fig. 10 - Belt guard components (early models)

-"
Page 76 SECTION EA
SECTION EA Page 77
4. Remove bolt on inlet camshaft cover, securing the belt guard bracket to the
engine, and remove upper section .
Lower Section
1. Remove the air duct from between the engine and the radiator (see Section 'K').
2. Remove the top section of the guard.
3. Remove the alternator drive belt and i f fitted, the air conditioning
compressor pump belt, and power-assisted steering pump drive belt.
4. Release the bolt securing the guard brocket to the thermostat housing.
5. Remove the nyloc nuk and ploin washers from both sides a t the bottom of the
guard, taking care N O T to misplace the distance pieces (one on wchstud).
TO Replace
1 . Replacement of both upper and lower sections of the belt guard i s a reversal of
the removal instructions, N O T forgetting the distance pieces i n their correct
locations .
EA.8. - CAMSHAFT DRIVING BELT (TOOTHED BELT)
--
t r l.o r t o '86 M.Y. a l l engines use a trapeziodal (nearly square) tooth p r o f i l e
7
b e l t with o r i g i n a l l y , a mannually adjusted e c c e n t r i c b e l t tensioner, and l a t e r

a semi-automatic spring loaded tensioner. 1986 M.Y. Excel and U.S.A. Turbo
H.C.I. models and bthe; engines a t a l a t e r d a t e use an H.T.D. (High Torque Drive)
cam b e l t and pulley s e t , having a rounded tooth p r o f i l e . A manually adjusted
e c c e n t r i c b e l t tensioner i s generally used with the H.T.D. b e l t , and no snubbers
a r e necessary.
m ADJUST
Do -
NOT attempt t o tension a hot engine. Only carry out t h i s adjustment a t an
engine (ambient) temperature of between 15' - 25'C.
Use cantilevered Burroughs Gauge TOOOG0025.J between the a u x i l i a r y and i n l e t
camshaft pulleys i n the following manner, removing the b e l t guard
upper section and such a n c i l l a r y equipment a s may be necessary t o gain access.
Fully extend the hook by pushing the handle completely down before inserting
the belt between the nose piece and hook, ensuring that the hook i s between
the belt teeth. Release the handle with a rapid action. A slow release w i l l
result i n a HIGH reading owing to the small amount of internal friction
present stopping the hook from fully returning. Note the indicator dial
reading. Repeat action several times to 'get the feel'.
Page 18 SECTION EA 1
-
Fig. l1 - Engine timing marks 6 Burroughs gauge in porition I
SECTION EA Page 19
Toke a further two readings at intervals of 120 cronkshaft degrees, turning only
i n normal operating direction.
The correct belt-tension setting for a l l engines where NO air pump i s driven
off the bock of the belt is: 90 - 95 units, cold. (120 - 125 units hot). I f the
reading falls outside this mnge, odji~stthe tension as follows with No. 1 piston
a t TDC after rototing the crankshaft a minimum of one turn clockwise
Manual tensioner: Slacken the nut securing the pulley, and by means of the
--p
hexagon on the front of the pulley, adjust the tension of the belt. Tighten
the pulley securing nut. After adjustment, re-check the tension with the
Burroughs gauge.
-
Semi-automatic tensioner: Where no air pump i s driven off the back of the
toothed belt, slacken the locknut, and screw the spring seat (adjusting screw)
i n or out to obtain the correct Burroughs gauge reading. Tighten the locknut.
O n Federal engines where an air pump i s driven off the back of the toothed belt,
first slacken off the air pump fixings. Screw the spring seat (adjusting screw)
clockwise until only one or two threads ore showing above the locknut, and
tighten locknut. Tension the air pump to 5.5 kg.m (40 lbs.ft.) using special
tool part number TOOOT0320A and a dial torque wrench. Entirely release l a d
on air pump and then re-torque t o a final tension of 2.8 k g .m (20 lbs .ft .) and
tighten a l l air pump mountings i n that position.
To Remove
1. Remove both upper ond lower sectiom of the belt guard (Section EA .7.)
Remove a l l 'V' belts.
2. Set the engine i n the timing position with N o . l piston at T.D.C. Align
the timing mark on the cmnkshaft 'V' pulley with the mark on the front cover.
A t this point the marks on the camshaft sprockets should also be aligned with
each other. Remove the crankshaft 'V' pvlley. (Section EA .15.)
3. Mark the position of the auxiliary shaft sprocket agczinst the belt snubber,
(or similar) as with the belt removed, the shaft w i l l almost certainly turn,
thus losing the correct ignition timing.
Page 20
SECTION EA
1
i
i
Fig. 12 - TDC position of distributor rotor arm 1
l
'or relevant specification.
Inlet
AI igin relevant timing

mark (adjacent to dimple:
with cmnkshoft centre
\
Fig. 13 - Sprocket positions w i t h Number 1 cylinder at TDC.

164
SECTION EA Page 2 1
4. a). Release the belt tension by releasing the securing nut on manual
tensioners.
b). O n semi-automatic tensionen, release the alternator and adjusting

strap i f necessary to gain access to the tensioner adjusting screw.
c). Slacken off locknut ond release adjusting screw (spring seat) by
turning i t anti-clockwise until the adjusting screw i s protruding a

MAXIMUM of 12 mm--
(* in) from the tensioner housing.
inserted after loosening

fig. 14. tensioner
d). Force idler towards tensioner body (merely tension timing belt
by hand) until groove on piston aligns with locking p i n hole i n
housing, and insert a 4mm diameter pin. This locking pin hole
may be located on the lower side of the piston bore, or on the
upper side, obscured by the upper fixing bolt/nut washer, which
must therefore be removed.

The p i n i s inserted to prevent the springs pushing the assembly apart
and consequently lasing a l l the parts.
IMPORTANT: The locking pin must be fitted to the tensioner housing
every time the toothed belt i s being removed or slackened o f f . This

Page 22 SECTION EA
also applies to engines where the air pump i s driven from the back of
the toothed belt.
Do not under any circumstances attempt to remove locking p i n from the
tensioner assembly, other than when unit i s installed on an engine with
timing belt i n position.
5. Remove toothed belt from sprockets.

NOTE: Do NOT turn the cornshafts with No.1 piston at T.D.C. as this w i l l
cause the valves to be bent. Turn the crankshaft back through 90' to bring the
pistons half-way down the cylinders. Do not turn the crankshaft BEYOND 90°
back whilst the camshaft driving (toothed) belt i s OFF otherwise there i s danger
of the pistons contacting any valves which may be off their seats.
To Replace
1. Reverse the rernoval procedure. Before fitting belt, ensure correct position
of crankshaft, camshafts andauxiliary shaft sprocket (fig.13).
.
',., A P.
'"'L,
*..
"'"'.,,', S 1.
.'U,""
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- . , . $ . . . l
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1
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has been fitted, run the engine for a minimum of two minutes, switch off and
recheck tension.
To Remove
Carry out the procedure detailed i n SectionEA.8.far removing the camshaft drive belt,
although i t w i l l not be necessary to actuall y remove the belt. Release the bolts or
bolt and nut securing the tensioner assembly, making careful note of a l l the bmcket
positions and spacer washers. Remove the tensioner.

O n same can (i.e. air conditioned) with two bolts securing the tensioner, i t
may not be necessary to remove the crankshaft 'V' pulley.
To Replace
Reverse the removal procedure checking the valve timing, ignition timing and
belt tension and adjusting as necessary. Adjust the auxiliary pulley snubber for
+
a clearance of 0.4- 0.1 mm (0.016
+ 0.004
- in.) between the pad and toothed
belt.
SECTION EA Page 2 1
4. a). Release the belt tension by releasing the securing nut on manual
tensinnem.
b). O n semi-automatic tensionen, release the alternator and adjusting
strap i f necessary to gain access to the tensioner adjusting screw.
c). Slacken off locknut ond release adjusting screw (spring seat) by
turning i t anti-clockwise irntil the odjusting screw i s protruding a

M X I M U M of 12 mm (1 in) from the tensioner housing.
Adjuster Screw
\
4mm Lacking Pin to be
inserted after loosenina 2
fig. 14. tensioner
d). Force idler towards tensioner body (merely tension timing belt
by hand) until groove on piston aligns with locking pin hole i n I
-4
housing, and insert a 4mm diameter pin. This locking pin hole *
may be located on the lower side of the piston bore, or on the
upper side, obscured by the upper fixing bolt/nut washer, which

must therefore be removed.
The p i n is inserted to prevent the springs pushing the assembly apart
and conseqclently losing o l l the parts.
IMPORTANT: The locking pin must be fitted to the tensioner housing $;

SECTION EA
also applies to engines where the air pump i s driven from the back of
the toothed belt.
Do not under any circumstances attempt to remove locking p i n from the
tensioner assembly, other than when unit i s installed on an engine with
timing belt i n position.
5. Remove toothed belt from sprockets.

NOTE: DO NOT turn the camshafts with No.1 piston at T.D.C. as this w i l l
cause the valves to be bent. Turn the crankshaft back through 90' to bring the
pistons half-way down the cylinders. DO not turn the crankshaft BEYOND 90'
back whilst the camshaft driving (toothed) belt i s OFF otherwise there i s danger
of the pistons contacting any valves which rnay be off their seats.
To Replace
1. Reverse the removal procedure. Before fitting belt, ensure correct position
of crorkshaft, camshafts and auxiliary shaft sprocket (fig .l 3) .
Z. Ntter tltment, adlust belt tenston, and check ignitlon timing. It a new belt
has beer1 fitted, ruri the engine for a minimum of two minutes, switch off and
recheck temion.
EA.9. - DRIVING BELT TENSIONER
To Remove
Carry out the procedure detailed i n SectionEA .Befor removing the camshaft drive belt,
although i t w i l l not be necessary to actuall y rernove the belt. Release the bolts or
bolt and nut securing the tensioner assembly, making careful note of a l l the bracket
positions and spacer washers. Remove the tensioner.

O n some cars (i.e. air conditioned) with two boits securing the tensioner, i t
may not be necessary to rernove the crankshaft 'V' pulley.
To Replace
Reverse the removal procedure checking the valve timing, ignition timing and
belt terlsion and adjusting as necessary. Adjust the auxiliary pulley snubber for
+ +
a clearance of 0.4- 0.1 mm (0.016- 0.004 in.) between the pad and toothed
belt.
SECTION EA Page 23
EA.10. - CYLINDER HEAD
Disconnect the battery (see Section 'M').

Dmin the cooling system (see Section 'K').
Remove the air duct from i n front of the engine (see Section 'K').
(Elife/Eclat).
Release the c l i p securing the air trunking to the airbox and remove airbox
outer cover, together with the air cleaner element, after releasing ik
securing bolts and washers, or fastening clips.
Remove the complete belt guard (Section EA .7.)(front engined cars).

Disconnect the water hoses from their connections on the cylinder head and on
the inlet manifold.
Remove the inlet manifold together with the carburetters (Section EA.22).
Remove the spark plug leads from the plugs and secure out of the way of
cylinder head removal.

Release the exhaust downpipe from the exhaust manifold and remove.
manifold, (see Section 'S').
Some engines, fitted with the non air conditioning type water pump may
require removal of the water pump before the cylinder head may be lifted.
Remove the cam covers and check the valve clearances (Section EA .6 .)
noting any which require adjustment.
12. Remove the camshaft houiings with cams (Section EA .5 .)
13. Release the c y linder head nuts evenly and progressively, working diagonally
inwards from outside. Remove the nuts with their washers. Remove the
Cyl Hood
Depth Pod
- Cylinder head nut tightening/releosing sequence

Page 24
<,
SECTION EA Page 25
cylinder head and retain the head gasket on 912 engines for reference on
rebuild. Do N O T lay the cylinder head face down on the bench without
fint covering the bench with a protective material otherwise the mating
face of the cylinder head could be damoged.

14. Do N O T turn the engine without FIRST fitting cylinder liner clamps
otherwise the l i n e n could be pushed from their locations.
To Remove (Esprit Turbo)
NOTE: O n Turbo medels cylinder head removal i s more easily carried out with
the engine removed from the car (Section EA.25 .)
1. Remove the inlet manifold and carburetters assembly (See Section EA.22.)
2. Remove the o i l feed and drain pipes from the turbocharger, and remove the
exhaust manifold complete with wastegate andturbo. O n air injection
engines, remove the air pump 'V' belt guard, and air injection rail.
3. Remove the cam covers and check the valve clearances (Section EA.6.)
noting any which require adjustment.
4. Remove the camshaft hot~singswith c a m (Section EA .5 .)
5. Release the cylinder head nuts evenly and progressive! y , working

diagonally inwards from outside. Remove the nuts with their washers.
Remove the cylinder head with its gasket. Do NOT lay the cylinder
Page 26 SECTION &A
head face down on the bench without first covering the bench with a
protective material, otherwise the mating face of the cylinder head
could be damaged.
Do N O T turn the engine without first fitting cylinder liner clamps,

otherwise the liners could bepushed from their locations.
- -
To Replace
l . Remove the c y linder liner clamps. Thoroughly clean both the cylinder block
and cylinder head mating faces (use l'richlorethelene or petrol).
2. F i t new c y linder head gasket. The gasket i s fitted with 'Wellseal' applied
around the periphery of both sides of the o i l pressure hole.
912 tiead Gosket Selection
,
Wnen r e p l a c i n g the head gasket on a 9.44:l LT 912 engine ( i e : NOT H.C. ) n o t e
the type o f gasket f i t t e d , ( i e . count laminations) o r the p a r t number stamped
thereon. and replace w i t h the same type.
If the cylinder liners, crunkshaft or reciprocating components have been

changed, the piston standout above the liner flange must be measured. If
the standout i s measured o t ri g ht angles to the gudgeon pin, the height on
both sides of the piston must be measured and then averaged
Seieci a gaskei from ihe ioiiowing ioble bused on i:lr :1i9:tesi siundovi.
Standout -
Description Part N o
Less than 0.014 in. No extra laminations A907E0026

0.014 - 0.023 in. One extro lamination B911 E1 291
0.023 - 0.032 in. Two extra tominations B91 1 E1 292
3. Fit the cylinder head assembly, washers and nuts . Tighten a l l nuts i n
stages to the specified torque loading working diagonally outward from the
centre.
4. Replace both camshaft carrier housings. Check valve clearances. (Section
EA.5. and EA.6.).

5. Replace camshaft drive (toothed) belt, spark plug leads and set static ignition
timing (Section EA .8 .)
6. Refit ancillaries i n reverse order to dissassembly.
SECTION EA Page 27
7. Close coolant drain tap on radiator and refill the cooling system, with a
inhibitor/anfi freeze solution.
8. Check engine oil, start engine and allow to reach its normal operating
temperature. Adjust slow running speed and mixture, and ignition
timing. Check for oil and coolant leaks while engine is running. Thoroughly
check fuel system for leaks and security of joints.
EA.11. - VALVES
To Remove
1. Remove the cylinder head (Section EA .10.)

2. Using a suitable valve spring compressor, compress the valve springs and
extract the split collets. Release the valve spring compressor, and remove
the valve spring retainer, valve springs and spring seat from each valve.
Remove the valve.
3. Repeat the process for the remaining valves. Label each valve with i t s
location.
To Replace
1 . Check the valve seats for condition, re-cutting as necessary, and check
condition of valve guides. Grind i n a l l valves.
2. Li g htl y lubricate the stem of the valve and imert into its guide.
3. F i t spring seat, valve springs, spring retainer. Place the valve spring
compressor i n position and compress the valve springs sufficiently to f i t
the split collets. Release the valve spring compressor.
4. Repeat the process for the remaining valves.

5. Replace the c y linder head followed by the camshaft hausings . Re-check the
valve clearances.
6. Replace ancillaries .
EA.12. - DECARBONISE CYLINDER HEAD 8, PISTONS
To Remove
1 . Remove cylinder head t o a clean covered bench . (Section EA .l0.)

2. Remove the valves (Section €4.11 .)
SECTION EA
3. Remove a l l carbon deposits from the cylinder head combustion chamber faces,
inlet and exhaust ports, piston cro,Nns ond valve heads. A ring of carbon
should be left around the periphery of each piston crown. The TOP of the
c y linder liner.; should NOT be touched.
4. Clean each valve thoroughly and carefully examine for pitting. Valves i n a
pitted condition should be refaced with a suitable grinder or new volves should
be fitted. If the valve seats show any signs of pitting, or uneveness, they should
be hued by the use of service cutting tools. When using o cutting tool take care
t o remove only as much metal as i s necessary to ensure a true surface. The removal
of too much metal could came difficult y i n achieving the required volve
clearance.
5. When grinding a valve onto its seating the valve should be smeared li g htl y
with 'fine' or 'medium' carborundum paste and then lapped i n with a suction
type grinder after oiling the valve stem. Avoid the use of excessive quaritities
of grinding paste and ENSURE that i t remains i n the region of the valve seating
oniv.
.- . ..
.& IlonT c011 zprin? piorad tdnrier the hand +.t t h e - - -.
\ r n l r r n s . , i .l l. . n - - : .
-b
considerably i n the process of grinding. The valve should be ground to i t s

seat with a semi-rotary motion ond occasionally allowed to rise by the pressure of
the light coil spring. This action assists i n speeding the grinding operation until
a dull, even, matt finish, free from oriy blernishes i s achieved on the valve seot
and valve face. O n c ~ m ~ l e t i o r ithe
, valve seats, guides and ports, should be
cleaned with petrol then blown dry and clean with compressed air. The valves
should be washed i n petrol arid a l l traces of grinding paste removed. Ensure that
no grinding paste has entered the valve guides.
6. Lightly oil the valve stems, ond re-assemble the valves to c y linder head.
7. Refit cylinder head, camshaft housings not forgetting to check the valve
clearances, camshaft covers, inlet and exhaust rnonifolds, carburetters, etc .,
EA.13. - VALVE SEAT INSERTS
To. Remove
1. Remove the cylinder head and dismantle as for decarbonising (Section EA "12.)
2. Remove the valve seot inserts by milling through, or olmost through (dependant
upon the skill of the operator), the edge of the insert, whereupon the seat should
SECT/ON EA Page 29
collapse. In the case of a stubborn seat, it is permissable after milling to start
the seat on its way to removal by inserting a suitable drift through the
appropriate port and gently tapping the seat from its recess. Ensure that the
"-- -
recess i n the cylinder head is ~ I UI IK C L T r n c c v r I v t \ ~ t v t ~ ,L,,,
the new insert w i l l N O T seat fully i n the recess.
To Replace
l . Check the combustion chamber adjacent to the respective seat for a '1 ', '2',
or '5' stamping, (or alternatively 'C', 'D', or 'E') this indicating that an
oversize valve seat was fitted i n production (0.001 in, 0.002 i n and 0.005 i n
Fig.18 - Location of valve seat oversize stamping

If this stamping i s visible then that size (or larger) seat MUST be used as
replacements. The letters 'C', 'D', or 'E' refer to the prefix letters of ttie
respective part numbers.

2. Heat the whole cylinder head to a temperature N O T EXCEEDING 2 0 0 ~ and
~.
0
freeze the insert with dry ice to a temperature N O T LESS THAN minus 80 C.
Page 30 SECTION EA
3. With the aid of Special Tool (05A or MA), press the insert into place, ensuring
that the seat FACES TOWARDS the combustion chamber. Allow the c y linder
head to cool naturally i n f.he air.
4. Re-build and refit the cylinder head.
EA.14. - VALVE GUIDES

Check the valve spring seat adjacent to each guide bore for a '1 ', '2' or
'5' stamping. This refers t o the amount of oversize of the guide (.001 in, .002 in,
and .U05 in. respectively).
If this stamping i s visible, then that size or larger guide MUST be used as replacements.
To Remove
1 . Remove the cylinder head arid dismantle as for decarbonising. (Section EA,12 .)
7 H-t -. - -..l:..A--
+hEI,.,h-IP --.
-,.... ..---
1.-A I- - .
.-r--~ . ~ y r o u-#-u"n
--L .
8 Cr urlvysclt
3
,.
I W/ I JV
o - ,-.- ,--._n- .
C . I L I L l JUJ i- . l
and, with Special Tool (MA), knock the guides out of the head from the combustion
chamber side.
-
To Replace
l . . 2/303O~.).
Heat the cylinder head to a temperature of between 1 0 0 / 1 5 0 ~ ~(21
2. iocaie a new circiip on the new guide and press the guide into its bore from the top,
until the circlip seats completely i n its recess. Care must be taken that the guides are
N O T driven i n further than this point. See TECHNICAL DATA for fitted hei g ht.
3. Ream the guide AFTER fitting, to the dimerlsion giver) i n TECHNICAL DATA. Recut
the valve seat t o ensure that i t i s concentric with the valve stem bore.
4. Re-build and refit the cylinder head to the engine.
EA.15. - CRANKSHAFT 'V' PULLEY

To Remove
1 . Remove a l l the ' V ' be1ts.
2. Remove the set screw, and special washer From the centre of the pulley.
Pull off pulley, using o proprietary puller i f necessary.
SECTION EA Page 31
To Replace
-
1. Reverse the removal procedure. Torque retaining screw to 7.6 - 9.3 kg.m.
- .
(55 60 lbs .ft .) Check 011 'V' belt tensions after replacing.
EA.16. - CRANKSHAFT SPROCKET
To Remove
1. Remove the belt guard(Section EA.7.)and set the engine i n the timing
position (Section EA .8.)
2. Remove the camshafts driving be1t (toothed belt) (Section EA .8 .)
3. With the aid of Special Tool TOOOT0170A, pull off the cmnkshaft toothed pulley
followed by the belt guide flange. Tighten the tool bolts finger-tight only.
NOTE: O n dry sump Turbo models first remove the oil pump drive sprocket.
Fig. 19 - Using Tool TOOOT0170A to remove cmnkshaft sprocket

To Replace
-
1. Ensure that the engine has not been turned from the timing position.
2. Reverse the removal procedure.
EA.17. - FRONT COVER B OIL SEAL

To Remove
1. Remove the belt guard (Section EA.7.) and set the engine i n the timing position
(Section EA .8.)
Page 32 SECTION EA
2. Remove the camshafts driving belt (toothed belt) (Section EA.8.).
3. Remove the crankshaft sprocket (Section V.\ . l 6 .).
4. Remove the camshafts driving belt tensioner (Section FA.9.).
5. Release the set-screws with their plain washers from around the periphery of the
cover. Pull off cover and gasket.
6. Remove the oil seal from the cover by pushing from its location.
TO Replace
l. Using a new o i l seal, with 'Wellseal' sealing compound applied to its outer
diameter, insert into the front cover until flush with the rear face.
2. Apply jointing compound to both faces of a new gasket and replace front cover,
with the aid of Special Tool TOOOT0009A. O n early engines, ensure that the
stud which retains the camshafts drivin g belt teruioner i s centralised i n the hole
et tnn irnnt cnver. Secure cover
..S
wlrrl
..
18s s r i - s ~ r ~ wutrG
> r:ulis vv~il-~;l;,
tightening the screws to the specified torque loading (see TECHNICAL DATA).
Fig. 20 - Using Tool T0007'0009A to locate front cover

3. Replace the remainder of the removed parts by reversing the rernovol procedure.
SECTION EA Page 33
EA. 18. - WATER PUMP
T n.. .-
1 . Drain the cooling system .

2. Remove the complete belt guard (Section EA .7.) and the water pump 'V' belt.
3. Release the clips and remove a l l hoses from the water pump housing.
4. Where power steering i s fitted, remove the power steering pump mounting
bracket and secure (with hoses attached) clear of water pump.
5. Release the water pump fixing bolts, and remove bolts and washers togetkr with
the water pump housing and p s k e t . Discard the gasket.
.-. ... ... .
Fig. 21 lmpellor/Housing Clearance

SECTION EA
NOTE: O n some engines i t may be necessary to first remove the auxiliary shaft
pulley, i n order to gain access to the water pump retaining bolts. I n such cases,
toke the necessory precautions to ensure that valve and ignition timing are not
lost by referring to Section EA "8.
Before discarding the water pump, measure the dimension from pulley mounting
face on hub, to pump body mounting face, i n order that the new pump may be
assembled correctly.
-
To Replace
1. If fitting a new water pump to a 907 engine, press a new pulley hub onto the
shaft to achieve the dimension measured irlEA.18. Press only on the hub ond
opposite end of the shaft (NOT impellor). Check impellor/housing clearance

i s to dimension shown i n Fig.21
3 n new l ; I ~ ~ k ~tnt ,which

I lcinC - -
n c t s i t n h l n inintion
a --
4 r-mr\-ao+
I hCr t)~?.. yCe+ ZT:h$
;:!
sides, refit the housing assembly to the engine, tightening a l l bolts to their
specified torque loadins (see TECHNICAL DATA).
3. Replace a l l ancillaries.
4. Refill the cooling system, ond check for water l w k s with the engine running.
IXGEL NDDELS - 1985 MODEL YEAR ONWARD

On these c a r s , no gasket i s f i t t e d , but Permabond A136 i s used i n the following
manner.
1. Clean the joint faces on both water pump and cylinder block.
2. Spray both joint faces with Permbond A905 Surface Conditioner

(A91 2E6759)
3. Apply a 3-4 mm wide bead of Permbond A1 36 (A912E6421) to

the water pump joint face as shown i n the diagram.
SECTION EA Page 34 A
4. Take core when f i t t i n g the water pump not to break the bead of
Perrnabond .
F i t the water pump f i x i n g bolts and washers and torque tighten to
n Q - 1 1 (.-c - I* o I L L 5'1
5. The system may be r e f i l l e d w i t h coolant immediately after

reconnecting hoses.
Parts Required
Perrnabond A1 36 Adhesive
Surfoce Conditioner A905
Bead o f Perrnabond -
Page 34 B SECTION EA
EA.19. - OIL FILTER
TO Remove
-
1. To remove the filter, use a suitable filter removal tool and turn in a n
anti- clockwise (towards the cylinder block) direction. Discard t h e filter.
Ensure the oil cooler adaptor is not disturbed during this opemtion.
To Replace
1. Clean the mating f a c e on the oil pump body. Add a small amount of c l e a n
engine oil into the filter then, apply a film of engine oil t o t h e new seal
(supplied with t h e new filter) which is in contact with t h e oil pump body,
locate filter on ifs adaptor and screw o n by HAND in o clockwise direction.
When the filter 'seats' continue turriirlg the filter for a further two-thirds
t o three-quarters of a turn t o ensure a n ail tight joint.
Fig. 22 - View showing oil pump, filter B ignition distributor
Where o n oil cooler is fitted, emure thot the adaptor is not disturbed from
its seating o n t h e auxiliary housing during this opemtion.
2. Start t h e engine and check for oil leaks a t the filter t o oil pump joint,
if necessary tightening the filter further to give a n oil tight joint.
SECTION EA Page 35
All '86 Model Year and some late '85 Model Year cars are
fitted with engine oil filter B907E 6000 which differs from
filter A907E 6000 in the followino res~ects:
i) Provision of 'flats' on canister to aid removal with
oil filter spanner.
i i) Slightly short.er canister to provide fitting
clearance for spanner.
i i i ) Revised end plate with less thread protrusion
In order to provide sufficient thread engagement as a result
of i i i above, the oil filter union ext,ension has been
increased in length by 3mm.
a) 1986USATurboH.C.I.modelsshouldonlybefit.ted
with B907E 6000 due to the restricted access.
b) All other 1986 Model Year cars may be fitted with
either 'A' or 'B' prefix filters.
c) ALL CARS PRIOR TO '86 M.Y. MUST BE FITTED WITH
FILTER A907E 6000.
Fitment of 'B' filter to these cars may result
in insufficient Lhread engagement with consequen
danger of the filter working loose.
In order to avoid any confusion in the U.K. it is recommended
that U.K. dealers stock only 'A' prefix filters which are
suitable for all cars.
EA.20. - IGNITION DISTRIBUTOR

To Remove
1. Turn engine until at the timing position. (Section €4 .8.)
2. Remove the distributor cap.
3. Disconnect the low tension cable (points) or trigger lead connector blocic
(electronic)
4. Disconnect the vacuum pipe to distributor (if fitted)
5. Mark the position of the distributor body against the oil pump housing,
release the nut securing the distributor clamp to the oil pump housing,
and withdraw distributor.
Note: Special socket spanner required on 1983 on Federal cars -

- T00070503.
6. Ensure the spring i s retained i n the dog drive slot.
To Replace
1. Before fitting the distributor, ensure that the contact breaker
t points (if fitted)
ore i n goad condition and correctly adit~sted(see Technical Data).

Page 36 SECTION EA
2. Note that the driving dcg on the distributor shaft i s offset, and that it must
be turned to match the offset slot i n the auxiliary shaft before fitting. Insert
the distributor, ensuring that the drive dogs are fully engaged, align the
reference marks made previously on the distributor body and auxiliary
housing, and secure theclamp. DO NUT OVERTIGHTEN.
3. Reconnect the vacuum pipe, (if fitted) the low tension lead or trigger lead,
and the distributor cap. Check the static ignition timing at the coil negative
terminal.
4. Run the engine and check/adjust the ignition timing as specified i n
TECHNICAL DATA.
EA.21 .- OIL PUMP &AUXILIARY HOUSING
To Remove
I . bet tne engine to the timing position and remove camshoft driving belt (Section
EA.8.)
2. Remove the carburetters airbm backplate or plenum cliamber (Turbo).
3. Remove distributor (SectionE A .20.)
4. Remove the o i l filter, and alternator.
5. Where applicable, remove the cmpressor rear mounting bracket.
I
V. Fiil:ji i-deiise all +he boiis securing ihe housing i o the cyiinder biock, noting
the position of the various bolk (some are longer than others) and remove
housing together with ifs gasket. Discard the gasket.
7. With the assembly on a clean bench, remove the auxiliary shaft sprocket by
releasing ik central reiuining bolt ond washer.
8. Remove the bolts and washers retaining the oil pump body to the auxiliary
housing and remove body with i t s gasket. Take care that the spring i n the
end of the auxiliary shaft, ond the annulus (not fitted i n Dry Sump Turbo
models) i s not misplaced during this operation. Discord the oil pump body
gasket.
9. Remove the spring from the oil pump end of the auxiliary shaft. Remove the
circlip securing the inner rotor of the oil pump to the shaft. Remove the
circlip from the forward end of the shaft. Push shoft out of housing from the
front end. Using a suitoble drift, remove the front oil seal. Dry Sump Turbo
models are also fitted with a rear oil seal.
SECTIOlil EA Page 37
Fig. 23 - Oil purnp/ouxiliory housing components

Page 38 SECTION EA
To Replace
1. Using a new oil seal, press i t into i t s location. The l i p of the seal should of
course be towards the housing.
2. Fit new key to the o i l pump erld of the shaft and using the new o i l pump rotors,
f i t the inner one to the shaft. F i t a new circlip to secure.
3. Push the shaft into the housing from the o i l pump end so that the shaft
protrudes through the o i l seal a t the front end. Fit circlip.
4. Insert the ignition distributor shaft loading spring into the oil pump end of
the auxiliary shaft. F i t a new oil pump annulus (outer rotor) into the pump
body (Except dry sump Turbo). Fit the o i l pump to the auxiliary housing
using a NEW gasket which i s fitted DRY. Tighten a l l bolts to the specified
torque loading (see Technical Data).
5. Using a new gasket to which a suitable compound has been added to both
.
-. m e ourailay hrvlrlnn to +h- r \ r l i o A - r h l ~ r l r n- ---:---
iocm. rertr - .U_. --
=:&&-A
with an 'adaptable' type auxiliary housing with seperate alterriator bracket

(i.e. with air conditioning) note that the mating faces between the alternator
mounting bracket and auxiliar y housing are not touching, arld MUST be
sealed with "Silastic:' Apply a bead of "Silastic" to either one mating face,
enough to form an approximate 0.5mm thick gasket when the parts are fitted.
Ensure that the retaining bolts are replaced i n their origirlol locations, and that
the spacer i s fitted between the alternator bracket and auxiliary housing on the
;:..
:;;.* ..
. * c *
lower front bolt. lighten bolts to torque loading given in TECHNICAL DATA.
6. Replace the auxiliary shaft sprocket on the shaft using a new key and with the
relevant timing mark facing forward (see fig. 13). Apply thread locking
compour~dto the special securing bolt, and f i t with special washer, torque
tightening to specified figure (see TECHNICAL DATA).
7. Replace the ignition distributor.
8. Ensure that the crankshaft and camshafts ore s t i l l at the timing position,
rotate the auxiliary shaft sprocketto align the reference mark, and replace
the camshaft drive belt (Section FA .8 .)
SECTION EA Page 39
Fig. 24 - TDC pasition of distributor rotor arm \,

\
9. Replace the low tension cable and the distributor cap. Replace oil filter and the
alternator. Replace the carburettrrs airbox assembly. Re-check ignition
timing.
EA.22. - INLET W N I F O L D B, CARBURETTORS

TO Remove (Natumlly Aspirated)
1. Drain the cooling system (see Section 'K').
2. Remove the airbox outer cover (see Section 'L 1).
3. Disconnect the water hnses from the manifold.
4. Disconnect the breather pipe from the flame tmp a t the rear end of the
airbox backplote. Disconnect the throttle and choke cables, and the
vacuum pipes.
5. Disconnect the fuel feed pipe to the carburettnrs, and f i t plug t o main fuel
pipe to prevent fuel draining frnm the tank.
6. Release the nuts and washers securing the manifold, and remove manifold.
7. Further dismantling of the manifnld, such as removing the carburetton,
may be carried out as desired nn the bench.
Page 40 SECTION EA
To Remove (Esprit Turbo)
l . Drain the coolin g system.
2. Disconnect throttle and choke cables
3. Disconnect fuel pipes from pressure regulator.
4. ~eleasewater hose(s) from inlet manifold or water roil.
5. Release vacuum connections froin inlet manifold or vacuum m i l .
6. Disconnect diffuser from turbocharger and seal turbo compressor outlet immediately.
7. Release fuel pressure regulator from plenum chamber. Release evapomtive loss
hose from front of plenum, and olso electrical connectiom and vacuum pipes as
necessary.
8. Release heater woter tmrsfer pipe from plenum chamber.
9. Remove manifold to head nuts and washers and remove complete assembly to bench.
To Replace
1 . Reverse the removal procedure, but use a new gasket. Tighten a l l nuts to the
specified torque loadings (see TECHNICAL DATA).
To Remove
O n front engined cars i t i s necessary to disconnect the downpipes from the manifold,
- -
release the engine mounting and raise the engine 2 3 inches (5 8 cm) to gain
sufficient sump to crossmember clearance.
1. Using a suitable receptacle, release the dmin plug and allow o i l to dmin from
the sump. Remove the dipstick.
2. From around the periphery of the sump, remove the setscrews and nuts with their
plain washek securing the sump to the main bearing housing. Release the clutch
housing to sump bolts, rating any shim washers fitted.
Remove the sump by tilting i t slightl y towards the exhaustside of the engine i n order
to clear the o i l strainer and pick up pipe assembly.
To Replace
1 . Thoroughly remove any sludge which may have collected i n the sump, BEFORE
replacing the sump.
2. O n 907 engines, use a new gasket with jointing compound opplied to both
faces. N o gasket is used on 91 2 engines but Perma Bond A 136 (A912E6421)
-
should be used i n the following manner. Apply a 1 .O 1 .5 mm bead of
Perma Bond to the joint face on both the sump and rnain bearing housing,
with the bead passing to the inside of the fixingholes. Also, on 912
engines, check that the '0' ring i s fitted over the dipstick tube inside the
main bearing housing.
SECTION EA Page 4 7
O n 91 2 and Wet Sump 91 0 engines, check underside of the sump by clutch
housing fixings for shim marking '000' -
no shim, '020' - one shim,
'040' -twoO.020" shims. These shims to be fitted between clutch housing
and sump.
Fit sumw and tiahten fixinns to their specified toraue loodinas (see TECHNICAL
DATA).
3. Refill the engine with the recommended o i l .

NOTE: If a new sump i s to be fitted on a 912 or Wet Sump 91 0 engine, corry out the
following Sump
---Alignment Pracedure
-,- .
i) With the clutch housiny fitted to the engine, f l t the sump to the main
bearing housing, but do not tighten fixings. Pull the sump reorwards,
towards the clutch housing, and measure the clearance between sump
bosses ond clutch housing.
ii) If less than 0.010" torque up sump bolts with sump i n recrmost position.
If clearance i s greater than 0.OlO1', f i t shims a i the two fixing points
as follows.
Clearance -
Shim
0,01 0"-0.030'' one 0.020"
0.030"-0.050" two 0.020" (0.040")
EA.24. - CONNECTING ROD (BIG-END) BEARINGS (Dry Sump Turbo see Secticn EA. - 28)
To Remove
1 . Remove the sump, (Section EA .23.)
2. Commencing with No.1 (from front end) connecting rod, turn the crankshaft to
facil itote removal of cap. Mark cap ond rod.
3. Release the bolts by two or three turns and top them to release the cop. Ful!).
release the bolts and remove the cap.
4. Remove the upper and lower big-end bearing shells from both the connecting
rod and the connecting rod cop.
To Replace
1. Replace the upper and lower big-end beoring shells by new parts in their
appropriate locations.
2. Fit the cap to the connecting rod and tighten the bolts to the torque loading
given i n TECHNICAL DATA.
3. Replace the remaining big-end bearings by repeating the above process.
4. Replace the o i l sump assembly.
EA.25. - ENGINE ASSEMBLY

The engine and gearbox should be removed as a complete assembly
To Remove - Front engined c a n
1. Remove the bonnet (see Section 'B').
2. Dmin the cooling system (see Section 'K').

Page 42 SECTION EA
3. Drain the oil from the gearbox (see Section 'F').
4. Disconnect the battery (see Section 'M').
5. I n the engine compartment, disconnect the following.
A l l water hoses, throttle and choke cables; fuel feed pipe to the
carburettors; vacuum connections to manifold; cables from alternator,
tatter motor, ignition distributor and tempertaure sender unit;
oil pressure pipe, o i l cooler pipes.
O n cars fitted with air conditioning equipment DO NUT disconnect the pipes
from the compressor, but remove the compressor complete with pipes from ifs
mounting bracket and secure away from the engine.
On con fitted with p m e r steering, disconnect the hoses from the pump, and
collect the oil i n a clean container.
6. Remove the airFlow duct from i n front of engine.
7. Disconnect air trunking and remove airbox.
-.
0
.C. ..-. h
- -.. - . h - .,
. . . A i -.- -.n-
- , a r .t +he r-IIIC-h
-
n t i t c rnr-ttntinn nn t h m
~ r r h l n
bell housing, together with its bracket on the main bearing housing or remove
clutch slave cylinder from gearbox. Remove the speedometer cable from the
gearbox. Disconnect the downpipe from the exhaust manifold (see Section 'S').
Disconnect the engine earth strap. Release the reverse lomp switch cables a t
the gearbox. Release the propshaft from the final drive.
9. For a l l cars except Elite/Eclat Series Two with Getrag gearbox : Remove
gear lever assembly (See section 'F ').
With Getmg gearbox : Remove gear lever knob and gaiters only.
10. Fit slings and support the weight of the e r ~ ~ i n e / ~ e a r bassembly.

ox
11. Remove the gearbox mounting crossmember. Remove the engine mountings
and right hand engine mounting leg, and withdraw the engine/gearbox unit
from the car.
To Remove - mid engined cars

O n Series Une and Two Esprit models, the engine/tmnsmission unit i s removed from the
car from underneath, whilst on Series Three and Turbo models, the unit i s removed
from above.
1. Disconnect the battery.
2. Remove the tailgate.

SECTION EA Page 43
Remove the engine comportment floor and sidewolls.

Dmin the cooling system.
1 . It.. ...t . . . . .-l. .. A . . . . L l
-
l
- - .-
"
A l l water hoses, throttle and choke cables, fuel feed pipe to
carburetton (natumlly aspirated) or feed and return pipes to
fuel pressure regulator (Turbo), vacuum pipes from manifold or
vacuum mil, cables from alternator, starter motor, ignition

distributor and temperature sender unit. Disconnect air trunking
and remove airbax. Disconnect engine earth strap. Remove cooling
system header tank. Disconnect crankcase breather to oil tank

(Dry Sump Turbo).
On Federal Turb6 disconnect divertor valve hoses, plenum chamber emissions hose,
air pump inlet pipe,emissions system vactrum pipes.
Remove the clutch slave cylinder from the clutch housing. Disconnect the
crossgate cable from the gearbox and clutch houisng.
Disconnect the gearshift linkage from the selector lever on the transmission,
and both links from the gearchange relay lever. Disconnect the speedo cable
from the transmission.
Remove the rear valance, silencer and downpipes.
Disconnect the driveshafts, and handbrake cables and remove the rear
calipen and broke discs.

Disconnect oil cooler hcses. O n Dry Sump Turbo disconnect the scavenge
pump outlet pipe (to cooler) and the oil supply pipe from tank to pump.
Remove A/C compressor (where fitted) from engine without disturbing pipes,
and secure away from engine.
O n Series Three and Tvrbo models, remove the chassis rear crossmember.
F i t slings and support the weight of the engine/tmmmission unit on

suitable tackle.
O n Series One and Two models ; release the transmission unit mountings
from the bmckets on the chassis. Note the number of shims between
transmission and chassis mounting bmckets for replacement.

Remove the bolts/nuts securing the engine mountings t o the chassis, and
remove the right hand engine mounting leg from the engine. Lower the
gearbox end of the assembly and remnve whole assembly frnm under the
rear end of the vehicle.
Page 44 SECTION EA
14. O n Series Three and Turbo models : Remove the bolts securing the four
mcuntings to the engine/transmission unit, remove the two erigine mounting
front legs from the cylinder block, and l i f t out the assembly from the car.
To Replace (all models)
~ e ~ l a c e m e is
n ta reversol of the removal procedure, but the following points should be
observed:
(a). O n 912 and Wet Sump 910 engines, check underside of sump by clutch housing
fixirigs for shim marking. '000' -
no shim, '020' one0.020" shim, 'WO'- -
two 0.020" shims. These shims to be fitted between clutch housirig and sump.
(b). O n Series One and Two Esprit models ; Insert the same number of shims
between the transmission and chassis mounting brackets as noted on removal.
G n n e c t the front engine mountings fint, and shim the rear mountings i f
necessary to ovoid preloading the mountings.
(c). (Not Turbo models) Adjust clutch release mechanism to clearance given i n
'Technical Data'.
(d). Close the radiator dmin tap, and refill the coolingsystern.
, >
{a).
-. .
L1IaC;K SCLUI
.. -
I I YU I YWIUUA
. . .
U I U I Ip
I ug.
-Inat
".S. .*
yeu#uun 1 8 i t r ; c a a u l y
..,
W*#*#
recommended o i l and replace filler/level plug.
(f). Check security of sump dmin plug. Refill erigine with one of the
recommended oils if necessary. Replace filler cap securely (double notch),
otherwise an o i l loss could occur.
(g). Esprit models : Check the gear linka g e and cross-gate cable adjustments
for correct selection of a l l gears, and ad just i f necessary.
(h). Check security of a l l fuel pipe connections.
(i). Check and adjust ignition timing, slow running speed arid idle mixture.
(i). Check ternion of o l l 'V' belts.
(k). Check erigine/gmrbox ass embly for oil, water and exhaust leaks,
rectifying where necessary.
(I). Road test car and check operation of a l l engine/georbox ancillaries and
irntruments, including operation of the headlamp.
NOTE:
Elite/Eclats manufactured from the beginning of September l 9 7 8 with chassis number 7809
onwards have a revised left hand engine mounting heat shield fitted, which should be
fitted to a l l vehicles when the opportunity arises.
This improved heatshield is fitted to the chassis as shown, instead of to the erigine
mountlng bracket oi formeriy.
SECTION EA Page 45
Parts Required:
Heatshield A907E1247F 1 nff
Nyloc nut M8 A075W301OZ 2 off
Screw 8m X 20 A075W1038Z 2 nff
Washer 8m X 25 o/d A075W4021 Z 2 off
Fig. 25 Heat Shield pesition on Chassis
To Fit Heatshield
i). Remove the existing heatshield.
ii). Use the illustration as a guide and place the heatshield over the left hand
side engine mounting on to the chassis. Once i n the correct position use
the shield as a template and d r i l l two 8mm cleamnce holes into the chassis.
...
$11). Secure the heatshield with two bolts, large plain washers and nyloc nuts i n
the following order : Bolt head on outside - large o/d plain washer -
heatshield - chassis - nyloc nut.
EA.26. - FLYWHEEL & RING GEAR (Manual Transmission)
Since shnrtly after its introduction, 912 engines hove been fitted with a o flex plate'^
flywheel' which incorporates a flat steel disc bolted to the crankshaft, the flywheel
itself bolting to the outside of the disc. The disc/flywheel assembly i s balanced
as a unit, and the bolts securing the two parts should never be disturbed.
Page 46 SECTION EA
To Remove
l. Remove the clutch assembly from the fl y wheel (see Section 'Q').
2. Release the bolts from the centre of the flywheel and pull flywheel from its
locating dowels on the crankshaft.

3. Cut between two adjacent teeth on the ring gepr with a hacksaw and split the
gear with a chisel.

NOTE: Under NO CIRCUMSTANCES must pressure be applied i n attempting
to remove the gear for re-positioning the gear on the flywheel.
-
To Replace
1 . Check the face nf the fl y wheel for sigm of damage from the clutch driven plate.
If evident, f i t a new flywheel .

2. Heat the new ring gear evenly, to a temperature N O T EXCEEDING 315'~.
(600°F). Do NOT heat beyond this point, otherwise the wear resistance
properties of the gear w i l l be destroyed. Fit the gear to the flywheel with the
chamfers on the leadin g face of the teeth relative to the normal direction of
rotation . Allow the ring gear to cool natumlly i n the air. D O NUT QUENCH.
3. Locate the flywheel squarely on the crankshaft flange and upon the locating
aoweis.
4. Apply the Loctite 'AV' to threads i n crankshaft, then insert the securing bolts and
ti g hten to the specified torque loading (see TECHNICAL DATA).
5. Check the flywheel run-out using a proprietary dial gauge. The total run-out
should NOT EXCEED the figure given i n TECHNICAL DATA.
6. Replace the clutch assembly.
EA.27. - CRANKSHAFT REAR OIL SEAL

le Remove
-
1. One front engined cars, remove the engir~e/gearbox assembly from the car
(Section EA.25., part gearbox from engine, and mount engine on a
suitable stand. O n mid engined cars, remove the transmission from the car.
2. Remove the flywheel (Section EA .26.)
3. Remove the rear o i l seal housing by releasing its eight securing setscrews.
4. Remove seal from the housing. Discard the gasket.

SECTION EA Page 47
To Replace
1 . With t h e l i p of the seal towards t h e inner machined f a c e of t h e hoosing, insert t h e

new seal with the a i d of a press, until its inner f a c e is 2.5 mm. 1.10 in.) from t h e
machined face, ensuring during this operation that t h e seal is entered squarely.
Page 48
Li g htly lubricate the l i p of the seal, apply 'Wellseal" to both sides of a new gasket,
and with the aid of Special Tool (MA), f i t the oil seal housing over the flywheel
flange of the cmnkshaf~, securing with i t s setscrews. Tighten the setscrews to the
!arque loading given i n TECHt\llCAL DATA.
NOTE: The lower four screws und washers (into main bearing panel) are special,
having o 'thinnct'head.
3. Replace the flywheel.
4. Re-assemble the gear box to the engine, and replace engine/gearbox assembly
i n the car.
EA.28. - CRANKSHAFT
To Remove
1. Remove the engir~e/gearbox assembly from the car(Section EA .25.)part

gearbox from engine, and mount engine on a suitable stand.
2. Remove the sump(Section EA .23.)(NOT ~ r Sump

y Turbo).
3. Remove the front cover (Section EA "17.)

4. Remove the rear oil seal housing (Section EA .27.)
5. Dry Sump Turbo Only. Remove the 8mm nuts and washers from around the
outside of the main bearing panel, followed by the ten large nuts and
SECTION EA Page 49
wo:hers adiacent to the main iournols ; a l l nuts should be released i n
sequence, working diagonally inwards from the outside. Lift off the muin
bearing housing. If the housing i s tight, i t i s permissable to tap lightl y
ro euse removal.
U ~ V V U C Iirlulie~ nemove tne sprayshield trom the
rear of the cylinder block.
6. Identify each connecting rnd bearing cap with its rod, and then unscrew
the connecting rod bearing cap bolts by two or three turns, and tap them
to release the caps. Push the pistons up into the cylinder l i n e n .

7. Remove the auxiliary housing (Section EA .21 .)With the a i d of Special
Toal (83A) remove the union screw securing the o i l pick-up pipe i n the
cylinder block.
Fig. 29 - O i l pick-up pipe and union spanner
-I ! APR 9987
Page 50
8. (NOT Dry Sump Turbo)
Remove the ten nuts and washers to the outside of the sump mounting face,
followed by the ten large nuts and washers adjacent to the main journals;
a l l nuts should be released i n sequence working diagonally inwards from the
outside. Remove the oil pick-up pipe and breather pipe from their locations
i n the main bearing housing and c y linder block. Lift off the main bearing
housing. If the housing i s tight, it i s permissable to tap lightly with a
rubber mallet to ease removal. Remove the spray shield from the rear of
the cylinder block.

9. Lift out the crankshaft. Remove the main shell bearings from both the
bearing housing and the c y linder block. Remove the thrust washen from
the rear main bearing locations i n the cylinder block.
To Replace
I . :;i Y 4IGW
t .
~ \ c y,U
.I C . r .I
1 1 1 5 1 1 u 1 1 1 UI
I ,
IIIS LSUIINIIUII
C . . . .
1 0 ICIUIII
.a . .
ilsc ~ I O L K O I .
2. F i t a new spigot bearing and new flywheel dowels i n the rear (flywheel)
end of the crankshaft.
Cross-drilled crankshafts
The 'standard' or non cross drilled crankshaft as fitted to all front engiried cars prior
to engine no. 23749 (March 1987) has d r i l l i n g from main bearing 1,2,4 & 5 through
io i;tariipira :,2,3 & 4 io provide big end iubricaiion. Bom upper and iower sheiis
for these rnain bearing; are provided with a hole to admit o i l from a drilling i n the
block, and a groove to provide an oil channel around which o i l may flow to the big
end feed drilling i n the journal .
The 'cross-drilled' crankshaft i s similar i n the above respect, but diffen as follows:
I n order to permit the use of plain lower main beoring shells with their increased
load bearing area, crank journals 1,2,4 & 5 are also 'cross-drilled' diatnetrically
across from the point where the big end feed drilling emerges. One end of this cross
drilling i s therefore always i n comrnunication with the oil supply channel i n the
grooved upper main bearing shell, maintaining big end lubrication throughout 360'
crankshaft rotation.
This 'cross-drilled' crankshaft i s fitted to a l l Esprit variank from engine no. 13277
(1976), and to Excel models from engine no. 23749 (1987). It i s MOST IMPORTANT
to refer to the table i n section TDA (N/A) or TDR (Turbo) for the correct main
bearing shell configuration.
Oversize oukide diameter main bearina shells
Whenever main bearing shells are to be replaced on any 907/912/910 engines,

it is most important to check whether the block assembly has been bored to accept
+0.015 oversize outside diameter mainbearing shells on production.
SECTION EA Page 50 A
the
I;~.IIIo\,: iilaj17 bearing s h e l l s , r e f i t the main bearing panel, and measure the
,
",,S," ''C.... . --- .
5t~nti;irci~ O L L diameter
. 2.6655 - 2.6660 i n .
(67.704 - 67.716~)
+O.OLj'' (?/D bore diameter 2.6805 - 2.6810 i n .

(68.085 - 68.097~)
\r; n cross cnecl;, look f o r the number stamped on the o u t s i d e of any main bearing
slieil 1;il.h a GROOVE and HOLE
' 56!ti)' = Standard Outside Diameter

' 5946' = f0.015" Outside Diameter
Block assemblies b r e d +0.015" oversize on production a r e normally i d e n t i f i e d

a s follows:
907 Engines
'+015' stamped e x t e r n a l l y on flank a t r e a r of main bearing housing, together
w i t h red p a i n t .
912 and 910 Wet Sump Engines

'15' stamped on 4th o r 5 t h main bearing 'cap' (along with another 4 o r 5 d i g i t
nunber). Block may a l s o be stamped i n the region of engine number (above
s t a r t e r motor).
910 Dry Sump Engine
Stamped e x t e r n a l l y on s i d e of N.B.P. above r e a r of scavenge manifold

Undersize i n s i d e diameter s h e l l s t o s u i t reground crankshafts a r e a v a i l a b l e
f o r both standard and f0.015" overbored blocks. See P a r t s L i s t .
MJDIFICATION OF 910/912 W BJXRING PANEL, PRIOR TD ENG. ND 20875
A l l 91 2 (naturally aspimted 2.2 litre) and 91 0 (turbocharged

2.2 litre) engines from engine number 20875, incorpomte a
revised main bearing panel casting to enable the r w r face o f
No. 5 main bearing to be fully machined i n order to reduce
o i l drain off from the t h m t washer face. This panel does not
have the chamfer on No .5 main bearing as detailed below.
A l l engines prior to 20875 should have the following modification

carried out ONLY if stripped for any other reason, and show
evidence of crankshaft thrust collar wear.
i) Engines with numbers 20793 to 20874 inclusive have been

modified i n accordance with these irstrvctiom at the factory,
together with appoximately thirty engines prior to 20793.
These engines require no further action but care should be
APR 1987 tclken to order the oorrect main bearing shells (see paragraph 3).
Page 56)B SECTION EA
i i ) On a l l unmodified engines up to No. 20793, remove the main

bearing shells from the main bearing panel (M.B.P.) and modify
the panel at No .5 (rear) bearing as shown in the diagram.
Using a very fine needle file, carefully form a small chamfer

on the right hand corner of the bearing 'cap' from the centre
-
i o the rear edge, until $e width of the chamfer is 1 1 .5mm
and is approximately 45 to the joint foce. iuke care not to
mark any other M.B.P. face with the file.
Thoroughly clean a l l swarf from the panel.
No. 5 &in Bearing
I /
~ o t c hi n Shell
iii) On reassembly, emure that the correct notched shell i s fitted

to No.5 (rear) main bearing i n the panel.
Part Numbers for the notched bearing shell (ONLY fitted to

No .5 bearing LOWER half) are as follows:
(Std I/D A91 2E1987S

Std O/D ( - 0.010'' I/D A912E1988S
( - 0.020" 1/D A912 E l 989s

+0.015" O/D ( - 0.010" 1/D A91 2El991S
( - 0.020" I/D A912E1992S
APR 1987
SECTION EA Page 5 l
Plain (912 Esprit 53, 910 Esprit Turbo)
(Std I/D
Std Q/D ( - 0.0iat1 I/D

+ 0.015" C/D ( - 0 .010" !/D A912 E l 9975
( - 0.020" l/D A91 2E1998S
NOTE: Engines from Number 20875, with the revised main bearing panel (without chamfer)
do not use the notched bearing shell.
NOTE: 907 (2 litre) engines use a main bearing panel similar to the revised 912 panel and
are therefore unaffected by this bulletin.
3. Ensure the correct bearing shell configuration i s fitted by referring to the
tahle i n Technical Data.
Ensl~rethat both the cylinder block and the main bearing housings are clean,
then f i t nevr bearing shells. Apply a s m a l l amount of graphogen grease to the
bearing shells.
4. Ensure that the crankshaft. main journals are clean, then fit. the crankshaft, Spin
the crankshaft t o ensure even distribution of ths graphogen grease. F i t new
selective thrustwashers to the rear main bearing so that the oil groova
(the 'copper' side) ore towards the crankshaft. Check the eml-float
between the crankshaft and the thrustwashers (see TECHNICAL DATA). If
the end-float i s outside this tolerance, replace the selective thrust washers.
5. Dry Sump Turbo Only : Ensure the crankshaft connecting rod journals and the
connecting rods and caps are clean then fit new bearing shells. Refit the
connecting rods and their caps to their respective journals after appl y ing
graphogen grease to the bearings. Tighten the bolts to their specified
torque loading (see TECHNICAL DATA).
Ensure the scavenge manifold and sump ducts are fitted and the stud locknuts
retained with thread lockin g compound and their locktabs. Insert the oil
feed pipe into the block with a 'new '0' ring fitted on its lower end. Oil
the 'U' ring.
6. Ensure a l l the main bearing panel to block locating dowels ore i n place, and
clean the ioint face on both parts before applying & 'WELLSEAL' (zero
APR 1987
Page 52 SECTION EA
clearance) compound around t h e periphery of t h e ioint. Fit t h e main
bearing housing, using a pair of nuts to pull up t h e ioirit over t h e dowels if
necessary. Do not t a p t h e housing, as t h e bearing shells may b e disturbed.
7. Fit t h e nuts a n d washers tightening t h e 8mm nuts first, followed by t h e 12mm
nuts in p a i n in a sequence outwards from t h e centre. For torque figures
s e e Technical Data.
8. (Not Dry Sump Turbo)
Ensure that t h e cmrdtshoft connecting rod journals and t h e connecting rods and
caps a r e clean, then f i t new bearing shells. Refit t h e connecting rods a n d
their caps to their respective iourrals, after applying Graphogen grease to t h e
bearings. Ti g hten t h e bolts to their specified torque loadings (see TECHNICAL
DATA).
9. (Not Dry Sump Turbo)
To enable the oil pick up p i p , a d t h e crankcase breather pipe (all 9 0 7
a n d early 912) to b e fitted, i t is necessary t o remove both 12mm nuts from
. a
I ~ ~ VY
. ~NI I : I I ~;;V. 4. ;ii i;$r"rwriner pipe by pusn~ngInto 1% drilling
at t h e rear of t h e MBH, and refit t h e 12mm nut end washer t o retain. Push
t h e oil pick u p pipe into its drilling at t h e front of the MBH and retain with
7 t h e main bearing nut and washer. Torque tighten the two main bearing nuts.
SECTION EA Page 53
10. Coat a new plastic compression olive with engine oil, and from the auxiliary
housina chamber. oush over the o i l nick uo oioe/feed oioe and fit the
union screw. With the aid of special tool TOOOT0083A, tighten the union
screw to its specified torque loading (see Technical Data).
11. Ensure spray shield i s i n its correct location on cylinder block and main
bearing housing, with its flange positioned between the two webs on the main
bearing housing. Replace the crankshaft rear o i l seal (Section EA .27.)
12. Replace the front cover, crankshaft sprocket, sump and flywheel.
13. When a new cylinder block i s being used, it w i l l be necessary to f i t the
breather spm~ta t the top of the right hand side below the inlet manifold.
Fit the bush, with its flange uppermost, into its location. Tap the breather
tube into the bush until approximately 25mm. (1 .O in.) is l e f t protruding.
Emure oil gallery cnd water jacket plugs are also fitted.
14. Re-assemble the gearbox to the engine, and replace engine/gearbox assembly
i n the car.
TO Remove
1. Remove engine/gearbox assembly (Section EA .25.)
2. Remove c y linder head (Section EA.10.)
3. Remove the o i l sump (Section EA -23 .)
4. Remove the connecting rod bearing caps. Remove the ring of carbon from the top
of liner wall. Pt~shthe piston up and out of the cylinder liner, by its
connecting rod. Remove the assembly to a bench.
5. Remove the piston rings. Extract the gudgeon pin circlips and push the pin
out of the piston, thus releasing the connecting rod. Mark a l l components i n
relation t o each other, and to the cylinder from which they were removed.
6. Using Special Tool TOOOT0012ZA, withdraw the l i n e n from the cylinder block.
APR 1987
Page 54
SECTION EA
Fig. 32 -1
To Replace
1: The liners are fitted into the cylinder block with their 'flats' i n a front-to-rear
line. When replacin g liners i n the c y linder block, they MUST FIRST be fitted
clean and dry, and pushed fully into their locations. A t this pcint, the liner
'nip' should be checked; the
'nip' i s ttie height of the
liners ABOVE the cylinder
block face and the height
of the liners i n relation t o
each other (see TECHNICAL
DATA).
-
Fig. 33 Using Tool TOOOT0003A
to check cylinder liner height
1987
SECTION EA Page 55
2. When l i n e r n i p i s c o r r e c t , withdraw t h e l i n e r s , a p p l y
'Hylomar' on t h e l i n e r f l a n g e t o c y l i n d e r b l o c k m a t i n g f a c e ~ n d
replace liners.
3. I f r e p l a c e m e n t p a r t s a r e t o be f i t t e d , e n s u r e t h a t t h e p i s t o n s
and t h e c o n n e c t i n g r o d s a r e both b a l a n c e d s e t s .
Note t h a t a l l 907 and s t a n d a r d 9 1 2 / 9 1 0 e n g i n e s u s e c a s t i r o n

c y l i n d e r l i n e r s w i t h c a s t aluminium a l l o y p i s t o n s . 912/910
' h i g h c o m p r e s s i o n ' e n g i n e s u s e f o r g e d aluminium a l l o y c y l i n d e r
l i n e r s with a ' N i k o s i l ' coated bore, toyet!ler with
f o r g e d aluminium a l l o y p i s t o n s . The a l l o y l i n e r s have a
l a r g e r s p i g o t d i a m e t e r and c a n n o t be f i t t e d t o s t a n d a r d
engines.
P i s t o n s and l i n e r s a r e c n l y s u p p l i e d t o g e t h e r a s matched p a i r s .
Two g r a d e d i a m e t e r s a r e u s e d , ' A ' and ' B ' w i t h ' A ' p i s t o n
(marked a s crown) f i t t e d i n t o ' A ' l i n e r s (marked on l i n e r
t o p r i m o r on s i d e f l a t ) and ' B ' i n t o ' B ' . Pistons a r e also
w e i g h t g r a d e d i n 3.5 gram ( c a s t p i s t o n s ) o r 3.0 gram ( f o r g e d
p i s t o n s ) i n c r e m e n t s , and a r e marked i n t h e f o l l o w i n g manner:
C a s t . p i s t o n s ; c o l o u r e d p a i n t s p o t on crown, w i t h c o r r e s p o n d i n g
i n i t i a l l e t t e r ( s ) e n g r a v e d on gudgeon p i n b o s s u n d e r s i d e .
Forged p i s t o n s : stamped on crown w i t h 2 + , l + , 0 , 1 - o r 2 - .

Each e n g i n e u s e s 4 p i s t o n s of t h e same w e i g h t g r a d e b u t may mix
' A ' and ' B ' p i s t o n / l i n e r a s s e m b l i e s . Similarly, connecting
r o d s a r e w e i g h t g r a d e d i n t o 2 gram matched s e t s , and i d e n t i f i e d
by a l e t t e r code e t c h e d o r p a i n t e d below t h e f o r g e d 'FRONT'
mark on t h e r o d .
I f o r d e r i n g an i n d i v i d u a l c o n n e c t i n g rod o r p i s t o n / l i n + r , t h e
w e i g h t g r a d e symbols must be q u o t e d .
F i t e a c h c o n n e c t i n g rod t o i t s p i s t o n w i t h b o t h ' f r o n t ' marks

f a c i n g t h e same way ( f o r g e d p i s t o n s have a r r o w stamped on crown
p o i n t i n g f o r w a r d s ) and i n s t a l l t h e gudgeon p i n and c i r c l i p s .
i) F i t the o i l control rings:

907/910/912 S t d : The o i l c o n t r o l r i n g s c o n s i s t o f a n e x p a n d e r
r i n g and two s t e e l r a i l s which a r e f i t t e d above and below
t h e expander r i n g . They lnUST a l w a y s be f i t t e d BEFORE t h e
c o m p r e s s i o n r i n g s , working downwards from t h e p i s t o n
crown. F i t t h e e x p a n d e r r i n g on t h e p i s t o n and e n s u r e t h a t
t h e coloured ends a r e b u t t i n g . F i t one end o f a s t e e l r a i l
i n t o t h e groove below t h e e x p a n d e r r i n g , h o l d i n g t h e r a i l
end w i t h a thumb w h i l s t e a s i n g t h e r a i l o v e r t h e p i s t o n
and i n t o i t s l o c a t i o n , and r e p e a t t o f i t t h e o t h e r s t e e l r a i l
above t h e e x p a n d e r . P o s i t i o n t h e g a p s i n t h e two r a i l s ,
25mm e a c h s i d e o f t h e e x p a n d e r g a p .
912/910 ' H C ' : F i t . t h e e x p a n d e r s p r i n g f i r s t , f o l l o w e d by

t h e one p i e c e o i l c o n t r o l r i n g , and p o s i t i o n t h e e n d s of
e a c h t o be d i a m e t r i c a l l y o p p o s i t e
Page 56
ii) F i t t h e l o w e r c o m p r e s s i o n r i n g :
907: The s t e p o n t h e o u t e r e d g e i s lowermost
912/910 S t d : The c h a m f e r o n t h e i n n e r e d g e i s u p p e r m o s t .
9 1 2 / 9 1 0 'HC': T h e f a c e i s t a p e r e d t o w a r d s t h e s i d e o f t h e
r i n g marked 'TOP'.
iii) F i t t h e c h r o m e p l a t e d t o p c o m p r e s s i o n r i n g
907: May be f i t t e d e i t h e r way u p
912/910 S t d : The chamfer o n t h e i n n e r e d g e i s uppermost
9 1 2 / 9 1 0 ' H C ' : May be f i t t e d e i t h e r way u p
i v ) P o s i t i o n t h e o i l c o n t r o l r i n g gap t o t h e rear, and t h e

two c o m p r e s s i o n r i n g g a p s 1 2 0 ' t o e i t h e r s i d e .
Running In:
When new rings, or pistoqlliner sets have been fitted, the running-in
period must be 800 kilometres (500 miles), (see Section '0').
~ t . ij,ir,y U I-'isr-r~ring compressor, inserr m e prsron rnro me ilner wlrn rte
'FRONT' mark towards the front of the cylinder block. Fit cylinder liner
clamps after replacing the pistons i n the liners.
5. F i t new bearing shells to both connecting rod caps securing with their bolts.
Tighten a l l bolts to the specified torque loading (see TECHNICAL DATA).
6 Rep!nce the cl! s ~ m p -
7. Replace the cylinder head, after removing the cylinder liner clamps.
8. Replace engine/gearbox assembly (Section EA .25 .)
SECTION EA Page 57
EA .30. - CONNECTION OF OIL COOLER THERMOSTAT
O i l cooler thermostats a r e f i t t e d to l a t e dry sump Turbos and a l l wet sump Turbos

p r i o r t o 1986.
Early wet sump c a r s a r e f i t t e d with thermos~atA910E6550F having 4 5/8" BSP
connections, whilst a l l other c a r s have thermostat A082E6016F, with 3 X 5/8"
BSP connections and 1 X P" BSP connection.
The l a r g e %''BSP connection is always the i n l e t connection from the engine,

i e from e i t h e r the scavenge pump (dry sunp) o r upper connection on o i l f i l t e r
sandwich p l a t e (wet sump)
Thermostats with 4 X 5/8" BSP connections must be viewed doljn each p o r t and
the diagram used below t o i d e n t i f y the connections.
llnions clamping the mounting bracket t o be coated w i thT0mni-Fit' thread lock

and torque tightened t o 11 kgf.m. (80 1 b f . f t ) (Dry sunp bracket shown)
Inlet fram Cooler
.- @
-@
Outlet to Cooler
64.31 . - LUBRICATION SYSTEM PRECAUTIONS

I n the event of engine f a i l u r e involving the p o s s i b i l i t y of d e b r i s entering the
lubrication systen, i t i s e s s e n t i a l t h a t the following precautions a r e taken
before re-assembly:
i Clean and inspect a l l engine oilways inblock, crankshaft, cylinder head
etc.
ii) Clean and inspect o i l pump, pick up pipe and s t r a i n e r and a u x i l i a r y housing.
i i i ) On 'dry sump' Turbo models, clean and inspect the o i l , tank and s t r a i n e r .
iv) Thoroughly f l u s h o u t o i l cooler hoses and clean and inspect o i l cooler

thermostat.
v) In view of the d i f f i c u l t y of ensuring no d e b r i s i s r e t a i n e d i n the o i l

cooler, t h i s i t e m must always be replaced i n such circumstances.
Page 58 SECTION EA
EA .J2. - SPECIAL TOOLS

TOO3 T 0002A Cylinder Liner Clamp
to retoin cylinder liners
TOO0 G 0003A Cylinder Liner N i p Gouge

To check liner height
TOO0 1 0004A Valve Guide Drift

To ossemble/remove guides
TOO0 10093A Inlet Valve Seat Drift
TOO0 T 0094A Exhaust Valve Seat Drift

For inserting valve seat
TOO0 T 0009A Front Cover Pilot

To locate front cover
TOO0 T 001 0A Can~haftOil Seal Inserts

For inserting o i l seol
TOO0 T 0011 A Canatloft Oil Seal Extroctor

For extmcting o i l seal
TOO0 T 0012A Cylinder Liner Extractor

For extmcting liners
TOO0 T 007% Camshaft Oil Seal Sleeve

For locating o i l seal
TOO0 T 0083A Oil Pick-up Pipe Union Spanner

For tightening union nut
TOO0 T 0084A Rear oil Seal Housing Pilot

To locate housing on
re-assembl y
TOO0 T 0170A Crankshaft Sprocket Remover

For removal of sprocket
TOO0 T 0242A Spigot Bearing lnserter

For insefiing spigot bearing/
aligning clutch ossembly
Magnet Assembly To retain cam followers during
(4 off X 2 i n long) dismantling
TOO0 T 0290A Borroughs Gauge For checking timing belt

tension
TOO0 T 0443 'Torx' socket Turbo cam housing bolts

Page 59
EA .33. - SEAWNTS, ADHESIVES
Part Number rroaucr np,,BBb~,8v,e
Silostic R l V 732 (315.5 ml) 907 Cam Covers

Loctite 504 Gasket Eliminator Cam Housings
Cylesso Crank Journals
Molypaul GP2000 Cam Followers & Shims
Wellseal Crank Rear Seal Housing Gasket
Sump Joint, Cylinder Head Gaslte!
Main Bearing Housing
tlylomor PL32 Medium (1 009) Cylinder Linen to Block
Permabond A115 (50 m!) Thread locking
Permabond A138 Push fits
Permobond A1 36 (200 ml) 91 2 Sump Joint
Permabond A121 Pipeswl (50mI) Dipstick Tube
Note
Do --
NOT apply thread locking compound to the following studs:
a. Cylinder Head to Block (12 mm)

b. Main Bearing Housing (1 2 mm)
C. Main Bearing Housing ( 8 mm)
d. Cam Housing to Cylinder Head ( 8 mm)
APR 1987
Page I
ENGINE MANA-
SECTION EMA - U.S.A. ESPRIT TURBO (Prior t o '86 M.Y.)
operation Page
Engine Control Components

Engiiie Managenent System Check/
Set L
' lp Procedure
Engine Diagnostic Procedure
APR 1987
Page 2
E M . 1. - ENGINE CONTROL COMPONENTS

Ignition Solenoid
Located beneath front o f plenum chamber. Function i s to odvance ignition on operation

of choke. A micro-switch operated by the dashboord end of the choke cable (which also
operates the choke tell tale lamp) energises the ignition solenoid. The s i g r a l to the
distributor vacuum odvance capsule (normally connected to No. 1 cylinder throttle
edge drilling) i s then switched to the vacuum pump, and thus full ignition odvance i s
achieved, together with an increase i n engine idle speed.
Fuel Pressure Solenoid
Located beneath rear of plenum chamber. Function i s to reduce fuel pressure on 'overun'
ond idle. A micro-switch, mounted on the front of the front carburettor, and operated by
the t.hrottle lever i n its fully closed position, energises the fuel pressure solenoid. The
signal to the fuel pressure regulator (mrmally connected to boost pressure i n the plenum
chamber) is then switched to No. 1 cylinder inlet manifold depression, thus reducing
fuel pressure to the carburetton and mixture strength under closed throttle 'overun'
conditions.
Throttle Jack Solenoid
Located on the front of the front carburettor. Function i s to increase engine idle speed
when engine i s cold or air conditioning switched on, and also to open throttle on hot
start cranking mode. A thermostatic switch fitted into ttie rear o f the inlet rrianifold
0
water rail, makes contact at water temperature below 70 C, and energises the throttle
jack solenoid. To aid cold starting the solenoid i s de-energised whilst i n the cranking
mode. A t water temperature above 7 0 " ~ ,the solenoid i s energised O N L Y whilst
cranking to aid hot starting. The solenoid i s alsoenergised when ttie ACU i s switched on.
A i r Pump & Divertor Valve
The air pump i s mounted on the rear of the engine and driven by 'V' belt from the exhaust
camshaft. The divertor valve is fitted on the outside of the engine bay left hand wall.
Their function i s to provide odditional air into eitherthe exhaust ports, or the exhaust
catalyst, and reduce engine emissions.
The air pump draws air from a filter located on the right hand rear wheel arch and supplies
it to ttie divertor valve. The divertor valve i s spring loaded so as to supply air to the
exhaust ports via a non-return valve, and air injection manifold.
0
When engine coolant temperature reaches 70 C, a solenoid on the divertor valve i s
energised, and connects a diaphragm chamber on the valve with vacuum supplied by
the engine driven pump. This vacuum is used to overcome spring pressure ond divert
air flow vio o non return valve to the exhaust catal y st.
SECTION EMA Page 3
Evawrative G n t r o l Svstem
rnro 11qu1uI U G ~uzsu ts>auuul vV,nru,.

-"
, -"
' 8 . ."
".l-
.
Fuel vapour from the fuel tunks i s piped into the catch tank, i n which the vapour condenses
.,......,,. . - ---
.I -..S. .-.l. ?-
controlled by the catch tank inlet tube. An y increase i n level above this tube and the
fuel is induced back into the main tanks. The vapour outlet pipe from the catch tank i s
routed via a rollover valve to connection 'T' on the vapour (charcoal) canister.
With the ignition switched off, the carburettors are vented via the plenum chamber and
curb. vent valve to connection 'C' on the vapour canister. When the ignition i s switched
on, t.he curb vent valve solenoid i s energised and the pipe i s sealed.
The purge connection on the vapour canister (port 'P') i s piped to a venturi 'T' piece fitted
between the air pump and filter. I n this way, when the engine i s running air i s drawn i n
through the bottom of the canister, to replace gasoline vapours consumed by the air pump
and fed into the exhaust system for oxidation.
E M . 2.
P - ENGINE MANAGEMENT SYSTEM CHECK/SET UP PROCEDURE
Special Tools Required
Lotus Part No:

1. Carburettor Balance Tubes TOOOT0496
2. Carburettor Idle Mixture Adjuster TOOOT0497
3. Carburettor Float Setting &IF TOOOT0498
4. Carburettor Manometer TOOOT0499
5. Pressure Test Gauge Kit TOOOT0500
6. Exhaust Sample Probe TOOOT0501
7. Throttle Damper Setting Bar. TOOOT0502
8. Special Socket for anti-tamper TOOOT0503

Distributor Clamp
APR 1987
Page 4 SECTION EMA
1 . Remove vacuum tapping screws, f i t carburettor balancin g tubes and connect

to manometer.
corlnect pressure test gauge k i t as shown i n diagram.
TO VACUUM PUMP
FUEL PRESSURE
AIR FILTtR BOX
% CONNECT TEST KIT AT THESE POINTS
@ 0-30hg and 0-15 P S I CENTRE POINT 0

@ FUEL PRESSURE 0-20 P S I
PRESSURE TEST GAUGE KIT
LOTUS PART NO. TOOT0500 @ 0-30hg
Fit exhaust probe to exhaust outlet

pipe of turbo charger and connect to
CO/HC analyser (e.g. Sun EPA 75
or equivalent). Connect stroboscopic
timing lamp to number one spark plug
lead.
Exhoust probe connection lI
i
!
APR 1987
21.
SECTION E M A Page 5
COLD Engine
2. Switch on ignition and check thai fuel pressure a t fuel regulator gauge is
to specification 4.0 - 4.5 p.s .i. - i f outside specification contact the
Service Deprtrtment of Lotus Performance Cars, L.P.; 530 Walnut Street,
t u u ~ w i ~ o ut,v r w Jersey u/o.to, quo~trtyv ttu uitu rrtytrle tturitucts.
3. Fully operate choke, open throttlefully and release. Start engine and
check the followin g .
i). Vacuum at pump gauge. Minimum = 20" Hg.
ii). Vacuum at ignition solenoid gauge. Minimum 20" Hg.
...
111). Position of diffuser flap valve. Should be fully open.
iv). Engine speed rises to approximately 2,500 rpm
4. -
Return choke fully after 20 l 0 0 seconds (dependant on temperature) and
adiust idle speed at the throttle lever on the front of the carburettors, bearing
on the throttle iack solenoid, to l 0 0 0 rpm (boric setting).
,---y ACU throttle iack solenoid
W
speed adjusting screw
VIEW FROM FROEIT
Disconnect the hose to the air roil pulse valve and check thot air i s supplied
from the hose and reconnect hose.
When a water temperati~reof 7 0 O ~ i s attained, check that the throttle jack

solenoid is deactivated and switches ovt and check thot the air supply to the
injection rail hose ceasesby temporarily disconnecting hose to the oir rail
pulse valve. (i.e. air supply i s diverted to catalyst).
APR 1987
Page 6 SECTION EMA
Allow engine to reach normal running temperature i.e. o i l and coolant should
be stabilised.
-!-
5. i) . Adjust idle speed to 950 - 50 rpm.
ii). Adjust ignition timing to 1 BTDC

0
- l
+ 0
Q
iii). Check carburettor balance a t manometer. Check that a l l 4 columns

are balanced within 3mm, i f not re-balance the corburettors. (see
Carburettor Balancing Procedure).
iv). -
Check fuel pressure at the regulator this should be lower than 3.5 psi
at idle. If the pressure i s higher the micro switch position on the front
carb bmcket w i l l require adjusttnent. Rotate the switcti down towards the
lever until switch contact i s made. Monifold pressure w i l l now be
connected to the fuel regulator via the regulatot solenoid.
6. -
Mixture setting with the carbs balanced and rpm and fuel pressure set, the idle
mixture can be sampled and adjustment made if required.
i). Switch analyser to sample mode and check readings.
- -.
-- ..-.
I .-.-. . n . L
.-v-..
A A .
. I . - ..II.,.""*"l
L -
.,-,*..a
- ..-I
U,,,,'
P-
+V
I.
,TUUI,,Y
1 .
'l",
stabilised. The corburettors have been flow tested and only minor
adjustment w i l l be required, if any.
ii). C O reading should be within 0.2 to 1 .2%. If higher or lower levels are
found, remove anti-tamper plugs and move each mixture screw a o f a
turn i n or out as the reading dictates, check the C O reading and repeat
until the tune specification i s reached. A balance between C O and HC
i s required and the hexane level should be below 550 wpm for a 'new
engine' and below 350 ppm for a run-in engine. When adjustment is
complete f i t anti-tamper plugs.
:!?OS5 SECTION THROUGH ANTI TAMPER IULE CO ADJUSTER
FROtiT
OF
VEHICLE
h
FRONT
CARBURETTC'
SECTION EMA Page 7
7. -
Fuel regulator micro switch with the switch set at idle and h ~ epressure
l recorded
as i n operation 5,open throttle to2500 rpm and thenreturn throttle to idle position.
Check that when the engine speed i s above 1800 rpm, the micro switch i s deactivated
-
allowing fuel pressure to increase to 4.0 5.0 psi. Repeat this test and check that
pressure differences are maintained.
NOTE (1). Failure to change pressure i s a serious malfunction. Check

~ i ~ e w oand
r k electrical circuit for defects. Rework the
defective items before further testing.
(2). The throttle w i l l be delayed i n returning to the idle position

due to the action of tle damper valve (see number 8).
8. -
Damper valve with adjustmenis 1-7 carried out the throttle damper can now be
adjusted. With the engine at i d k rpm rotate the damper until a distance between
damper body and lever i s 0.55 - .05 in. Lock up the retaining nut, open throttle
to 2500 rpm and relwse. Idle rpm should be attained within0.8 to 2.0 seconds.
Damper valve adjustment
VIEW FROM REAR
9. ACU throttle tack solenoid - with adjustmenk 1 - 8 carried out, switch on

air conditionin g and then disconnect red wire from compressor where i t ioins
the p i n v b l u e at the right hand front of the engine bay. Note engine rpn.
Initial adjustment yas completed i n pamgmph 4. The engine speed should

rise to l l00 rpm ( - 25 rpm). If further adjustment is required, adjust o n the
front carburettor lever. After completion, reconnect compressor lead.
Page 8 SECTION EMA
10. Flap valve actuator - with a l l adjustments completed switch o f f engine and
check that the diffuser flap valve closes fully within 15 secs.
11. Hot restart- crank over engine and check that the throttle jack solenoid is
operating i n the cranking mode.
12. To check maximum vocuum frorn vacuum pump, clamp off the vocuum hose at
a i r box to '1'-connection and note increase i n pump vacuum. This should rise
by approximately 3" Hg.
13. O n completion disconnect pressure test gauge k i t from components and re-connect
fuel and vacuum pipes securely. When connecting vocuum pipes spray c o n n e c t i o r ~
with a "silicone" aerosol and push on connections firmly. Disconnect manorneter,
remove balancing tubes and replace vacuum tapping screws securely. F i t new anti-
tamper plugs to both throttle coupling screws, 4 balancing screws and 4 mixture
screws.
SECTION EMA Page 9
EMA.3. - ENGINE DIAGNOSTIC PROCEDURE
-
--a.,.
- U-.. , . .
" ". ,
.
.. .,
..
. "
-.,,*-.- -,,v.,,1 *.".-,,. ., "...".
.
. ..".....,
,,..
specification.
COLD START PROBLEMS HOT START PROBLEMS

Possible couses: Possible causes:
Weok battery (recharge Fuel pump electrical

or replace) circuit
Fuel pump electricol Leak i n intake

circuit manifold
Leak i n intake manifold A I Spark plugs I B I

Distributor cap
!
I Cold start moladjustrnent / I
C
High tension leads
Rotor
B I Cam timing incorrect
l .-l
Control pressure
Spark plugs
incorrect
Cold start maladiustment Fuel system,
external leakage
Cam timing incorrect
Fuel system
internal leakage
Control pressure, too
low
Fuel pump capacity
I C O maladiustment I G /
unsatisfactory I Thermal switch incorrect I H /
Fuel lines (filter)
clogged
C O misodjustment
Thermal switch incorrect

Page 7 0 ENGINE DIAGNOS--
TIC PR- --
OC -
EDURE SECTION EMA
Before carr y ing out detailed diagnostic check, ensure engine marlagement system i s within
specification.
UNEVEN RUNNING
Possible causes: l POOR PERFORMANCE,
LOW
. TOP
p -- -.SPEED
-.
Leak i n intake system L Possible causes:

--
Leak i r i intake system
Distributor cap
A i r f i l t e r clogged
High tension leads
Distributor cop
C y linder compression
I Spark plugs 1 I High tension leads
Cyl inder cornpression

Cold start maladjustment
Spark p!ugs
Cam timing incorrect Ignition timing incorrect
I i ncorrect control pressure l
l
Cold start rnoladiustment C
I Fuel lines (filters) clogged
i E I Cam timing incorrect
I ,C ".'8 - ! rv,,,r
----r
UYrU',.~
l I
--
u t i s a t o
Control pressure
malad justment
Throttle or throttle
linkage misad justment Fuel lines (filters) clogged
t- Incorrect balance
C O rnalad justment
l
j
Fuel pump capaciiy
unsatisfactory
lncnrrect uncutum cnntrc!

o f the control pressure
Throttle or linkage
ENGiNE STALLS
moladjustfiient
Possible causes:
( Fuel pump electrical

circuit ,
Leak i n intake system 1 11

C O maladjustment
EXCESSIVE
--p -
-- FUEL
-
CONSUMPTION
Distributor cap 1 B
Possible causes:
vr C3
High tension leads
I C y linder compression
l
Fuel lines (filters) clogged
E Cold start maladjustment
Fuel pump capacity unsatisfactory
I Control pressure incorrect
C O maladjustment G
I lgnition timing incorrect I B I
I C O maladjustment 1 G I
SECTION E M A Page 7 7
SUB GROUP ' A -' ---

- Intake
.----... h4oniFold Leaks
. - . .-- -. -. -
S,-A
--- -i r-
Filter
-----Inspection
---- -
1. Check for a i r leaks at the carburettor to manifold joint.
The spacer plates and 'G' rings used at this joint act as insulaton to
absorb vibration and prevent frothing o f fuel i n the float chambers.
I t i s essential that the carburettor moi~ntingsare not overtightened,
as the '0' rings rnily be displaced with a resultant a i r leak.
A uniform gap between spocer plate and carburettor, and between

spacer plate and inlet manifold must be maintained OS shown below.
2. Check for air leaks at carburettor balance pipe connections, and a t

cold start air intake pipe connections to carbs anddiffuser.
Check torque of banjo bolts : 2.2 kgf .m (1 6 lbf .ft)
AQR 1987
Page 12 SECTION E M 4
3. Check for air leaks at the inlet manifold to cylinder head joint.
4. Check for air leak from inlet manifold pressure take off adaptor
(no. 1 cylinder) and for leak or disconnection of pipe from adaptor
to fuel pressure regulator solenoid.
5. Inspect the air filter element.
Release the filter cover frornthe engine bay wall, leave the hoses
attached and pull open. Remove the cleaner element and inspect
condition.
If necessary, remove the rubber seal, and discard the element. Emure
the seal i s i n good condition (replace if necessary) and f i t i n position
on the new element.
Note: She s e a l joint must be at the centre top. Clean the inside o f the
air cleaner body and cover, keeping dust out of the intake trunking.
Fit new element with its metal face towards the carburetton and replace
L"" .
c1
SECTION EMA Page 73
SUB GROUP B - lgnition System & C y linder Compression:
----I_----------------_ ____--I-
A). Check for o spark at each plug lead. If all are sparking. remove ~ l u a sand
cneck conditton. It serviceable, clean and gap to 0.9 mm (0.035").
Before replacing plugs,check cylinder compressions as (B). If nospork at
leads, procede as TEST 1 .
All correct
Ignition switch andior wiring
Voltage does not increars

while cranking -
APR 198
L3
Page I4 SECTION EMA
EXAMINE Shouid be:
l
I
-
L
9irrribu:or Covnr
- .. -'"p
La"
i.
I
1 Ciean dry no lracking mxks
P/. - - 1 .
- -
... , .......,... .,
i
I
I I
3 H T . Cable inruIo+ion 3 Wurtnol beciacked chaied l
I
or perished
H T . Cobie C;otiniity 4 Must nor be open circuit
5 Soark ?lug 5 Clean dry and re! l o correct gap

l
B). Check cylinder compressions: Remove spark plugs. Connect a remote ront!.~!
switch to battery and starter motor solenoid.
Use a compression tester to measure cylinder compressions with throttle fully

open.
Check that cylinder compressions are fairly even.
Cold engine (dry bores) - 120 p.s.i. minimum (at sea level)
Hot engine - 130 p.s .i. minimum (at sea level)
C). Check ignition timing:
Nominal static and idle: l0BTDC ( - l a )

+
@ 4,003 rpm with vacuum pipes disconnected from capsule: 17O BTDC ( +
- 0
2 )
APR 1987
-
SECTION E M A Page 15
SUB GROUP C
-- - Cold -Start
- System
.- -Ihlodjustment
m- pp
1. Check that operation o f the choke control results i n f u l l travel of the

carburettor cold start levers.
With the choke control i n the 'off' position both carb levers should contact
their closed 'stops' on the carburettor tops. With the choke control operated
fully, check that both leven are against their fully open stops. Adjust the
choke cable at the carburettor, and linkage if necessary.
d l0
.... .---
CHOKE FULLY OPEN CHOKE FULLY CLOSED

STOP STOP
Page 9 6 SECTION EMA
SUB GROUP D - Check cam Timing
--------W---
1. Turn the engine to N o . 1 cylinder TDC w i t h the camst~afttoothed pulley tinling

marks facing EACH OTHER innermost.
Note: The engine may beset a t TDC by reference to the timing marks o n the
flywheel, and pointer located a t the top of the clutch housing, as shown.
2. Check that the pulley dots (red o n inlet, green o n exhaust) ore aligned w i t h a
l i n e through the camshaft pulley centres. These dots may be viewed from either
the front side (using a mirror) o r the rear side.
If the engine i s running, the rear side o f the pulleys may be viewed w i t h a
stroboscope set a t TDC or N o . 1 cylinder.
Note: It i s most important that each camshaft toothed pulley i s f i t t e d the correct
way round, i.e. 'IN' facing forward on i n l e t camshaft and 'EX' facing forward
o n exhaust camshaft. Marks o n the reverse side o f the pulley w i l l be reversed.
SECTION EMA Page 77
SUB GROUP E
------------------
- Fuel
---U--
Cbntrol Pressure
1 . Connect fuel pressure test gouge as shown below.
-
Switch on i g nition and check fuel pressure ~ 4 . 0 4.5 p.s.i. I f outside specification,
remove onti-tamper plug from fuel pressure regulator adjustment screw, and adjust as
necessary.
If the pressure reading i s too high, and cannot readily be adjusted to specification, a
restriction i n the return line i s indicated. Rectify OS necessary.
I f the pressure reading i s too low, and cannot readily be adjusted to specification, a
restriction i n the supply line, or Faulty fuel pump i s indicated.
Check for an unrestricted supply to the fuel pump, ondfor fuel filter restriction.
Test fuel pimp
2. Start engine and allow to reach normal running temperature.
Check fuel pressure at the regulator. This should be lower than 3.5 p.si. at idle
+
(950 - 50 rpm). If above specification, check that the micro-switch on the front
of the front carburettor i s activated. If not, rotate theswitch down towcrds the
lever until switch contact is made.
APR 1987
Page 78 SECTION EMA
If switch adjustment i s carried out, open throttle to 2500 ipm and then return
+hr-++I,, I, ;AI, ? .. - .. -
,-&--I,
.- - . .&L..-.&.. . ... .L.--
. - . . ---:-- ---- _ i. o_-n-n
-..= _. __ _, ____J ._:- -L -..- '#-'''l
.L-
micro-switch i s deactivated allowing fuel pressure to increase to 4.0 - 5.0 p.s.i.

Repeat this test and check that pressure differences aremaintained. Adjust switch
position i f necessary but always ensure that idle pressure requirements are met.
If switch contact i s made at idle, but fuel pressure remains above 3.5 p.s.i, check
fuel pressure regulator solenoid pipework and wiring for leakage or discorlnection.
If no fault i s found, replace fuel pressure regulator solenoid valve.
3. If pressures are found to be cor.rect, r e m v e carburettor tops and check fuel irile:
filters, cleaning if necessary. Remove float needle valves and inspect seating.
Replace i f necessary. Check float height setting = 14.5 15.0 mm. -
Float height with

APR 1987 gasket i n position
SECTION EMA Page 79
SUB-GROUP
-. - F ---Carburettor Balonce
l . Remove vacuum tapping screws, f i t corburettor balancing tubes and connect

to manometer.
2.
+
Adjust throttle stop screw to give specified idle speed of 950 - 50 r.p.m.
with engine ot normal operating temperature. Check that a l l 4 columns
are balanced within 3mm. I f not continue balancing procedure.
VACIJUM TAPPING SCREW
FRONT
OF
VEHICLE
b
FRONT
- CARBURETTOR
IDLE STOP BRACKET THROT~LE

COUPLING
SCREWS
3. Remove anti-tamper plugs to gain access to the throttle coupling and
balancing screws.
Ensure that a l l balancing screws are closed. (do not gmunch).
4. Whilst maintaining idle speed, adjust throttle coupling screws to balance

lower of columns l , 2 with lower of column 3 , 4 .
NOTE:
-- Ensure that both clamping screws an the balance lever are i n
secure contact with thebalance arm.
5. Considering the carburettor barrels i n pairs (1, 2 and 3,4) note which o f
the two mercury colt~mnsfor each pair i s higher and gradually move only
the corresponding balancing screw until the two mercury columns of each
pair are balancedwithin 3mm. Maintain correct idle speed and ensure that
a l l 4 mercury columns are within 3mm.
6. On completion disconnect manometer and remove balancing tubes and

replace vacuum tapping screws securely. F i t new anti-tamper plugs
to both throttle coupling screws, 4 balancing screws and 4 mixture screws.
Ensure that fuel pipe connections are secure.
APR 1987
Page 20
SUB GROUP
1 . Fit exhaust probe to exhoust outlet pipe of turbocharger and connect to CO/HC
analyser (e.g. Sun EPA 75 or equivalent).
Exhaust probe connection
Start engine ond allow to reach normal running tempemture i.e. o i l and coolant
rom-~m+gsroc emhil ; e a r <
2. Switch analyser to sample mode and check readings.
Note: Do not touch idle adjustment screws until C O reoding has stabilised
CO reading should be between 0.2 - 1.2%. If higher or lower levels are found
ensure carburettors are balanced (see Sub Group F) beforecontinuing.
3
Remove anti-tamper plugs and move each mixture screw o f a turn i n or out os
the r w d i n g dictates. Check the C O reading and repeat procedureuntil correct
specification i s achieved. A balance between C O and HC i s required, and the
Hexarle level should be below 550 ppm for a 'new' engine and below 350 ppm for
a 'run-in' engine.
3. When adiustment i s complete, f i t anti-tamper plugs.
FFiQNT
of:
VEHICLE
h
L
W IDLE STOP BRACKET
APR 1987
SECTION E M A Page 2 1
-- -GROUP
SUB -
H- - Thermol
. ..
Switch
1. I n order to test correct operotion o f the thermal switch, sufficient coolortt must
first be droined from the coolins system to permit :he removol of the switch from
the reor of the i n l e t manifold.
2. Ploce the switch bulb i n o pan of woter, w i t h a battery ond bulb connected across
the switch terminals ond a thermometer measuring water temperature. Heat the
woter ond check make ond breok temperotures meet specificotion.
Maximum breok on rise = 70°c

Minimum make o n f a l l = 60°c
APR 1987
Page 22 SECTION EMA
SUB
-. -- -. . -J---Battery
GROUP - -. Re-charging
.- -- --Procedure
--p- ... -.
Instructions for Tungstone Powermaster Maintenance Free Batteries
To determine the state of charge o f the battery, apply a brief discharge of no more
than ten seconds duration (e.g. turn o n headlights) w i t h the engine off, and thpn
a l l o w to stand on open c i r c u i t for iwo to three minutes.
Measure the terminal voltage of the battery.
If steady voltage i s below 12.4 Volts, recharge battery as follows.
Note:
-- The battery must not-. be boost charged.
-- ---
If necessary, f i t a replacement battery to the vehicle, whilst original
battery i s charged as follows.
Remove battery from vehicle.
Constant Current: The batterv must be charaed at o maximum of 5 amos u n t i l

a).
8 ,
cite u u 1 8 e ~ y
~
. . .
c ~ ~ c iv
~utt u
\
l uty e [ U # $cliusyr,
9 . ... ,
> t u u a ~ i > cuvcc
#nu> u u uftc i,uu$
. ,
IJ=UIUU,
a t which time the voltage w i l l be i n the range 16.0 - 16.5 V . A t t h i s stage
the battery must be taken o f f charge IMMEDIATELY, to prevent excess gassino
w i t h r e j u l t i n g water loss which w i l l ultimatel y reduce the guaranteed service
life.
l). Constant Voltage: The battery may be charged a t avoltage up to a maximum

of 15.8V providing the current is carefull y monitored and the charge terminated
when the current h a tapered o t t and changes b y iess than U.i amp over a period
o f one hour. If i t is not possible to nionitor the current during charging, then
the voltage must be restricted to 14.4 V rnaxirnum.
Botterv access
APR 1987
SECTION EMA Page 23
- Fuel
SUB SECTION I ---- Pump Electrical - - --
- -------Circuit
--.-
1 . Check safety inertia switch has not been activated.
The switch i s located i n the ignition box at the rear of the engine bay. To re-set
the switch, press down the plunger appearing through the hole i n the top of the
ignition box.
Inertia switch
Check for electrical feed at fuel pumpterminals with ignition switched on.
-
~ h i t e / ~ u r p l e feed
from inertia switch
APR 5987
SECTION EMC Page 1
ENGINE MANAGEMENT
SECTION EMC - ESPRIT TURBO 1987 MODEL YEAR (Domestic & Export)
Operation Page
Vacuum Connection Diagram EMC . l 2/3

Thermal Ignition Advance EMC . 2 4 to 6
Crankcase Breather Valve EMC . 3 6
Cold. Enrichment Thermal Valve EMC .4 7
Plenum Purge EMC . 5 7
Throttle Jack Solenoid EMC . 6 7/8
Overboost Switch EMC " 7 8
Idle Speed & Ignition Timing
Setting Procedure EMC . 8 8 to 10
Page 2 2
n
1. Vacuum Pump: Mounted L . H . s i d e o f 8. Non R e t u r n Valve: F l t t e d r n l i le,
c r a n k c a s e . Driven by ' V ' b e l t from between t h e r m a l v a l v e and c a r b s .
C/,
crankshaft . S u p p l i e s vacuum f o r P r e v e n t s b o o s t p r e s s u r e blowinc
h
e n g i n e management, b r a k e s e r v o and o f f through thermal valve. See EMC.3. c,
heater/a.c. 2
A
9. Cold Enrichment Thermal Valve: Fltted into

2. Thermal Swrtch: F i t t e d i n thermostat r e a r o f r n l e t m a n ~ f o l dwater r a . 1 . At
o u t l e t water plpe. M.O.R. 70°C. w a t e r temps below 53OC,valve s h l t s o f f
B.O.F. 60°C. S w i t c h e s I.S.V. and c r a n k c a s e b r e a t h e r b l e e d , t o e n r ~ c hfuelling.
purge pump. See EMC.2. S e e EMC. 4 .
3. I g n i t i o n S o l e n o i d Valve I . S . V . :
c,
10. C r a n k c a s e B r e a t h e r Valve: Fltt!d a t top rear
F i t t e d on t o p o f R.H. f u e l t a n k of c r a n k c a s e . Vents c r a n k c a s e !mrssrons t o
board. ~ o n t k o l l e dby t h e r m a l s w ~ t c h airbox with bleed t o carbs. S e . EMC.3.
(item 2 1 . Removes vacuum s i g n a l t o
d i s t r i b u t o r d u r i n g c o l d cranking,
( a i d s s t a r t up1 and a t w a t e r temps. 11. Thermal I g n i t l o n Valve: F l t t e d :o c e n t r e of
above 70°C, ( s a f e g u a r d r n c a s e o f i n l e t manrfold water r a r l . Bel)w 60°C
T.I.V. f a i l u r e ) S e e EMC.2. d l r e c t s vacuum pump s ~ g n a lt o d - s t r r b u t o r
f o r f u l l advance t o a r d c o l d 1 d . e and
4. Overboost Swrtch: F i t t e d on t o p o f d r i v e a b r l r t y . S e e EMC.2.
R.H. f u e l tank board. Cuts o u t
l g n r t i o n r f overboost i s d e t e c t e d 12. T h r o t t l e Jack Solenoid: Fittec t o front
( w a s t e g a t e f a l l u r e l . S e e EMC.7. of f r o n t carburettor. Control1.d by
speed s e n s i n g r e l a y ( i t e m 7 ) , c loke
5. Purge Pump: Fltted t o tailgate s w i t c h and a . c . s w i t c h . Energised
aperture R.H. s t i f f e n e r bracket. above 1400 rpm t o r e d u c e e m i s s i 3ns
C o n t r o l l e d by t h e r m a l s w i t c h ( i t e m 21 on o v e r u n and when ch0ke:a.c.
O p e r a t e s a t w a t e r temps. above 70°C. operated t o raise/maintain i d l c
wrth l g n l t l o n o f f , t o a i d h o t r e - s t a r t . speed. See EMC.6.
See EMC.5.
13. F u e l P r e s s u r e R e g x l a t i o n Valve: Mounted t o
6. S h u t Off S o l e n o i d Valve: F i t t e d a d j a c e n t r e a r o f c a r b . ulenum. Adds b o o ; t p r e s s u r e
t o p u r g e pump. S h u t s o f f p u r g e pump t o f u e l d e l i v e E y p r e s s u r e from mmp t o
l i n e w i t h i g n i t i o n on t o p r e v e n t l o s s maintain f u e l delivery t o c a r b s . a t
o f b o o s t p r e s s u r e t h r o u g h p u r g e pump. 0.27 t 0.02 b a r ( 4 . 0 t 0.25 1 b / m 2 j above
S e e EMC . 5 . boost pressure. S e e LB.1.
7. Engine Speed S e n s i n g Relay: Fitted inside
R . H . w h e e l a r c h i n r e a r l u g g a g e compartment
E n e r g i s e s t h r o t t l e jac.6 above 1400 rpm on
f a l l (1600 rpm on rise') t o r e d u c e e m i s s i o n s
on e v e r u n . S e e EMC.6.
Page 4
--
EMC.2. - THERMAL IGNITION ADVANCE
T h e thermal i g n i t i o n advance s y s t e m i s d e s i g n e d t o p r o v i d e
m s s i m u m i g n i t i o n advance a t low e n g i n e t e m p e r a t u r e t o a i d c o l d
d r i v e a b i l i t y and i n c r e a s e i d l e s p e e d .
The d i s t r i b u t o r i s f i t t e d w i t h a d o u b l e s i d e d vacuum advance

c a p s u l e , one s i d e o f which i s permanently 1.onnected t o t h e plenum
chamber ( b o o s t p r e s s u r e ) . The o p p o s i t e s i d e o f t h e c a p s u l e
i s c o n n e c t e d , v i a t h e Thermal I g n i t i o n Valve T . I . V . and I g n i t i o n
S o l e n o i d Valve (1.S.V.) t o e i t h e r t h e vacuum pump o r t h r o t t l e edge
drilling.
The T . I . V . i s f i t t e d i n t o t h e c e n t r e o f t h e i n l e t m a n i f o l d
w a t e r r a i l , and a t c o o l a n t t e m p e r a t u r e s below 60°C, c o n n e c t s
p o r t s ' D ' and ' 1 ' . Above 60°C, p o r t s ' D ' and ' 2 ' a r e c o n n e c t e d .
The I.S.V. i s mounted on t o p o f t h e r i g h t hand f u e l t a n k board

and i s c o n t r o l l e d by a t h e r m a l s w i t c h f i t t e d i n t o t h e t h e r m o s t a t
h o u s i n g o u t l e t p i p e a t t h e f r o n t o f t h e e n g i n e bay. A t coolant
t e m p e r a t u r e s below 70°C (on r i s e ) t h e I.S.V. i s e n e r g i s e d and
c o n n e c t s p o r t s ' 2 ' and ' 3 ' . Above 70°C t h e s o l e n o i d i s d e - e n e r g i s e d
- -. o- n -.
--=-a n.
n o c + a mr+s ' 1 '
.. 2nd '-4'.
The I.S.V. i s d e - e n e r g i s e d d u r i n g e n g i n e c r a n k i n g r e g a r d l e s s
of c o o l a n t t e m p e r a t u r e .
Vacuum C i r c u i t s
Water Temp: inlet manifold below 60°c
A t coolant temperatures
( i n l e t m a n i f o l d ) below 6 0 ° C ,
t h e T . I . V . and ( e n e r g i s e d )
I.S.V. d i r e c t a vacuum
pump s i g n a l t o t h e d i s t r i b u t o r
advance c a p s u l e t o p r o v i d e
o v e r 30°C i g n i t i o n advance
t o a i d c o l d ' d r i v e a b i l i t y and
increase i d l e speed.
IGNITION
SOLENOID
VALVE
SECTION EMC Page 5
Water Temp: inlet manifold below 60°c T"ERMAL
Engine Cranking IGNITION
the 1.S.V. is de-energised

during cranking in order to
provide a plenum chamber
pressure signal to the
distributor for no vacuum
advance.
IGNITION
SOLENOID
VALVE
0
Warer Temp: inlet manifold above 60 C THERMAL
thermostat pipe below 7 0 ' ~
When the coolant temperature

(inlet manifold) reaches 60°C,
the T.I.V. changes over and
directs a throttle edge
drilling vacuum signal to the
distributor for normal
running ignition advance.
IGNITION
SOLENOID
VALVE
Water Temp: thermostot pipe above 70°c THERMAL
In order t o safeyuard t h e
e n g i n e from p o t e n t i a l l y
damaging & x c e s s i v e i g n i t i o n
a d v a n c e a t normal r u n n i n g
temperature, should a
malfunction of t h e T . I . V .
o c c u r : When c o o l a n t
temperature (thermostat
p i p e ) r e a c h e s 70°C ( o n r i s e )
t h e I.S.V. is de- energised,
a n d d i r e c t s a plenum chamber
p r e s s u r e ( i n s t e a d o f vacuum
pump) s i g n a l t o t h e T . I . V .
!-EN!
-.T!-.
I??! THERMAL -
r , r r r r , , .-LA.-.
>ULLI'IUIU
VALVE
EMC.3. - CRANKCASE BREATHER VALVE
A one w a y b r e a t h e r v a l v e i s c o n n e c t e d between t h e c r a n k c a s e
b r e a t h e r s p i g o t a t t h e rear o f t h e b l o c k , a n d t h e a i r b o x .
Crankcase e m i s s i o n s developed d u r i n g normal running a r e
a b l e t o v e n t t h r o u g h t h e o n e way v a l v e i n t o t h e a i r b o x .
I n o r d e r t o p r e v e n t t h e s e f u m e s , u n d e r low a i r f l o w e n g i n e i d l e
c o n d i t i o n s , escaping through t h e i n l e t trunking t o atmosphere
t h e valve is a l s o connected v i a a small bore hose t o t h e
carburettors. This enables t h e small quantity of crankcase
fumes a t i d l e t o p a s s d i r e c t l y i n t o t h e c a r b u r e t t o r s a n d i n t a k e
t r a c t and s u p r e s s e s opening o f t h e b r e a t h e r v a l v e .
The c a r b u r a t i o n i s c a l i b r a t e d t o c o m p e n s a t e f o r
t h i s degree of a i r f l o w by- passing t h e v e n t u r i s .
A o n e way ( n o n - r e t u r n ) v a l v e i s f i t t e d between t h e b r e a t h e r v a l v e
a n d c a r b s . t o p r e v e n t r e v e r s e f l o w when b o o s t p r e s s u r e e x c e e d s
c r a n k c a s e p r e s s u r e . The b l a c k s i d e o f t h e v a l v e must b e
f i t t e d towards t h e c a r b u r e t t o r s .
SECTION EMC Page 7
EMC.4. - COLD ENRICHMENT THERMAL VALVE
The c o l d e n r i c h m e n t t h ~ r m - l r r x l r 7 0 i ---;l - - -I
L - -1- r . .
-,
a t low e n g i n e t e m p e r a t u r e s t o improve d r i ; e a b i l i t y .
The v l l v e i s f i t t e d i n t o t h e r e a r o f t h e i n l e t m a n i f o l d w a t e r
rail. P o r t ' D ' i s connected with p o r t ' 1 ' a t c o o l a n t temperatures
below 53OC and w i t h p o r t ' 2 ' above 5 3 " .
The s m a l l b o r e c r a n k c a s e b r e a t h e r p i p e between b r e a t h e r v a l v e
and c a r b u r e t t o r s i s c o n n e c t e d t o t h e t h e r m a l v a l v e v i a p o r t s
' D ' and ' 2 ' , w i t h p o r t ' 1 ' b e i n g blanked o f f . Thus a t low e n g i n e
t e m p e r a t u r e , t h e b r e a t h e r c i r c u i t t o t h e c a r b s i s s h u t o f f , and
e n r i c h e d f u e l l i n g r e s u l t s from t h e d e c r e a s e i n c a l i b r a t e d a i r f l o w
past the throttle plates. A t higher temperatures t h e breather
l i n e i s r e s t o r e d and f u e l l i n g r e t u r n s t o normal.
EMC.5. - PLENUM PURGE
The p u r g e pump i s d e s i g n e d t o i n d u c e a m b i e n t a i r i n t o t h e
c a r b u r e t t o r plenum chamber o f a h o t e n g i n e when s w i t c h e d o f f .
T h i s improves h o t s t a r t i n g o f t h e e n g i n e .
The pump i s f i t t e d on t h e t a i l g a t e a p e r t u r e R . H . s u p p o r t b r a c k e t ,
behind t h e q u a r t e r window t r i m p a n e l i n t h e r e a r l u g g a g e
compartment, and i s o p e r a t i v e o n l y when t h e i g n i t i o n i s s w i t c h e d
off. A t h e r m a l s w i t c h i n t h e t h e r m o s t a t o u t l e t p i p e ( a l s o used
f o r t h e i g n i t i o n s o l e n o i d v a l v e ) e n e r g i s e s t h e p u r g e pump
a t w a t e r t e m p e r a t u r e s above 70°C (on r i s e ) u n t i l c o o l a n t
t e m p e r a t u r e f a l l s t o 60°C.
A s o l e n o i d v a l v e mounted j u s t below t h e purge pump, i s e n e r g i s e d

w i t h t h e i g n i t i o n o n , t o s h u t o f f t h e purge l i n e , and p r e v e n t
b o o s t p r e s s u r e blowing o f f t h r o u g h t h e pump.
EMC.6.
-- - THROTTLE J A C K SOLENOID
The t h r o t t l e j a c k s o l e n o i d i s d e s i g n e d t o
i) p r e v e n t c o m p l e t e t h r o t t l e c l o s u r e on o v e r u n t o r e d u c e
e m i s s i o n s and i n h i b i t s t a l l i n g .
i i ) i n c r e a s e i d l e s p e e d when t h e choke c o n t r o l i s o p e r a t e d
i i i ) m a i n t a i n i d l e s p e e d when t h e a i r c o n d i t i o n i n g ( i f f i t t e d )
is operating
The s o l e n o i d i s f i t t e d t o t h e f r o n t o f t h e f r o n t c a r b u r e t t o r
and o p e r a t e s a l e v e r a t t a c h e d t o t h e f r o n t end o f t h e t h r o t t l e
spindle.
SECTION EMC
The s o l e n o i d i s e n e r g i s e d under any of t h e f o l l o w i n g c o n d i t i o n s :
a) Above e n g i n e speed o f 1430 rpm on f a l l (1600 rpm on r i s e )

a s s e n s e d by t h e e n g i n c s p e e d s e n s i n g r e l a y , t o p r e v e n t
complete t h r o t t l e c l o s u r e on o v e r u n t o r e d u c e hydrocarbon.
e m i s s i o n s and i n h i b i t s t a l l i n g . The r e l a y i s mounted on
t h e wheelarch a l o n g s i d e t h e R . H . r e a r o f t h e e n g i n e bay.
b) When t h e choke c o n t r o l i s o p e r a t e d , t o i n c r e a s e i d l e s p e e d .
The choke micro- switch i s i n t e g r a l w i t h t h e choke c a b l e
assembly a t t h e f a s c i a e n d , and i s a l s o used t o o p e r a t e t h e
choke t e l l t a l e . T h i s s w i t c h o p e r a t e s a t h r o t t l e jack
r e l a y l o c a t e d a d j a c e n t t o t h e e n g i n e speed s e n s i n g r e l a y .
C) When t h e a i r o c n d i t i o n i n g ( i f f i t t e d ) compressor i s
operating, i n o r d e r t o maintain i d l e speed.
To s e t up: With t h e e n g i n e a t normal r u n n i n g t e m p e r a t u r e , w i t h o u t

t h e a i r c o n d i t i o n i n g s w i t c h e d o n , c h e c k / a d j u s t i d l e speed a t
t h e normal s t o p screw o n t h e f r o n t of t h e r e a r c a r b u r e t t o r .
C o r r e c t s e t t i n g 850-950 rpm.
E n e r g i s e t h e s o l e n o i d w i t h 1 2 v o l t s and a d j u s t t h e l e v e r screw
( a g a i n s t which t h e s o l e n o i d b u t t o n o p e r a t e s ) t o o b t a i n a n
e n g i n e speed o f 1200 rpm and t h e n d e - e n e r g i s e .
T e s t each o f t h e t h r e e a c t i v a t i n g s y s t e m s and o b s e r v e t h e a c t i o n
of the solenoid.
E M C-
- .7. - OVERBOOST SWITCH
The o v e r b o o s t s w i t c h i s f i t t e d t o s a f e g u a r d t h e e n g i n e a g a i n s t
e x c e s s i v e b o o s t p r e s s u r e i n t h e e v e n t of w a s t e g a t e f a i l u r e
by c u t t i n g o u t t h e i g n i t i o n .
The s w i t c h i s mounted on t h e r i g h t hand f u e l t a n k board and

i s connected t o t h e crankcase b r e a t h e r bleed/cold enrichment
s y s t e m i n o r d e r t o m o n i t o r t h e b o o s t p r e s s u r e s i g n a l downstream
of t h e t h r o t t l e b u t t e r f l i e s . I f a pressure g r e a t e r then 0.71 bar
(10.5 l b / i n 2 ) i s sensed, t h e switch c u t s out t h e feed t o t h e
ignition coil.
EMC.8.
P-
I D L E SPEED & I G N I T I O N T I M I N G SETTING PROCEDURE
i) I g n i t i o n Timing I n i t i a l S e t t i n g :
I f t h e e n g i n e h a s been r e b u i l t , o r t h e d i s t r i b u t o r
replaced, an i n i t i a l s e t t i n g of t h e i g n i t i o n timing
must be made t o e n a b l e t h e e n g i n e t o r u n . S e t t h e
c r a n k s h a f t t o 1 0 ' BTDC u s i n g t h e t i m i n g marks on t h e
f l y w h e e l and c l u t c h h o u s i n g w i t h t h e r o t o r arm p o i n t i n g
towards no.1 t e r m i n a l on t h e d i s t r i b u t o r c a p . Pull
o f f t h e r o t o r arm and p l a s t i c s h i e l d and t u r n t h e
d i s t r i b u t o r body t o a l i g n t h e p i c k up s e n s o r w i t h
t h e a d j a c e n t p r o j e c t i o n on t h e r e l u c t o r ( e q u i v a l e n t
t o t h e cam on a c o n t a c t b r e a k e r s y s t e m ) . The e n g i n e
may now be s t a r t e d and r u n up t o normal o p e r a t i n g
temperature.
SECTION EMC Page 9
Connected to
Initial Ignition Timing Setting port 'D' o f T.1 .V.
Connected
A l i g n reluctor
projection with
--
Position of rotor
arm cut-out i n
distributor shaft
ii) Check/Adjust Ignition Timing:
Start the engine and run up to normal operating

temperature to ensure the T.I.V. switches the distributor
capsule to the throttle edge port.
Using a stroboscope, check/adjust the ignition timing to
l o o BTDC at hot idle. Timing marks are provided on the
flywheel rim, with an aperture and pointer in the top of
the clutch housing, adjacent to the starter motor. Pull
out the protective grommet, and refit after adjustment.
CRANKCASE BREATHER VALVE @ EMD.1. - ENGINE M i- \IAGEMENT VACCJUM CONNECTION DIAGRAM
- 'p
4cg
THERMAL SWITCH OPERATION
THERM1 L b
IGNillOlI @
i
TO CRANKCASE
VALVE
ENRICHMENT
THERMAL
UALVE @
'OlRF PlPF ...
TO AIC
-- - -
- 4- COMFRESSOR
PURGEa THROTTLE
PUMP JACK
SOLENOID
6,
W
-C'
WARM AIR INTAKF m
THERMAL SWITCH
A
AIR TEMPERATUF E
CONTROL VALVE W\
* l
SPEED
ENGINE
l 0
I
SENSING
RELAY m,
COOL AIR'INTAKE
FROM LUGGAGE COMPARTMT
1. Thermal I g n i t l o n Valve: Fltted t o centre 6. A l r Temperature C o n t r o l ( A T C ) S e n s o l : d
of inlet. manlfold water r a r l . Below 6O0C, R e g u l a t e s vacuum s u p p l y t o ATC valve d e p e n d e n t 2
d l r e c t s i n l e t manlfold p r e s s u r e s l g n a l t o on a l r b o x t e m p e r a t u r e . See EMD.7.
distributor f o r f u l l advance t o a l d c o l d rn
I d l e and d r l v e a b l l l t y . a
See EMD. 2 . 7. Purge Pump: F l t t e d t o t a i l g a t e a p e r t l r e R.11.
stxffener bracket. C o n t r o l l e d by tk2rrnal
s w r t c h ( ~ t e m4 ) O p e r a t e s a t wate; t e nps
2. T h r o t t l e J a c k S o l e n o i d : F i t t e d t o f r o n t of above 70°C w r t h l g n l t r o n o f f , t o a l c h o t
front carburettor. C o n t r o l l e d by speed r e - s t a r t . See EMD.5.
s e n s i n g r e l a y ( i t e m 3 ) , choke s w i t c h and
a . c . switch. E n e r g i s e d above 1400 rpm t o
r e d u c e e m i s s i o n s on overun and when c h o k e / 8. Cold Enrichment Thermal Valve: F l t t e 3.
a.c. operated t o r a i s e / m a i n t a i n i d l e speed. I n t o r e a r of i n l e t m a n l f o l d w a t e r r a i l .
See EMD.6. A t w a t e r temps. below 3S°C. v a l v e s h l t s
c f f crankcase b r e a t h e r bleed t o enr'tlti
fuelling. See EMD.4.
3. Englne Speed S e n s l n g Relay: Fltted lnslde
R . H . w h e e l a r c h i n r e a r l u g g a g e compartment
Energises t h r o t t l e j a c k above 1600 rpm 9. Crankcase B r e a t h e r Valve: F i t t e d a t
(on r l s e ) and de-energises below 1400 rpm t o p r e a r of crankcase. Vents c r a n k c tse
(on f a l l ) t o r e d u c e e m l s s l o n s on overun fumes t o a l r b o x w l t h b l e e d t o c a r b s .
( s e e EMD.6. I See EMD. 3.
4. ~ h e r m a lS w i t c h : F l t t e d i n thermostat o u t l e t
water pipe. M.O.R. 70°C B.O.F. GO°C.
s w i t c h e s - a i r b o x p u r g e pump. S e e EMD. 5 .
5. A l r Temperature C o n t r o l ( A T C ) Valve:
S w l t c h e s a i r I n t a k e t o warm a l r s u p p l y from
e x h a u s t downplpe s h r o u d a t low a l r b o x temps.
f o r improved c o l d r u n n l n g . See EMD.7.
Page 4 SECTION E M D
BMD. 2 . - THERMAL I G N I T I O N ADVANCE
The t h e r m a l i g n i t i o n a d v a n c e s y s t e m i s d e s i g n e d t o a i d
d r i v e a b i l i t y a n d i d l e s p e e d when c o l d a n d l i g h t l o a d
economy when warm.
The d i s t r i b u t o r i s f i t t e d w i t h a vacGum a d v a n c e c a p s u l e
c o n n e c t e d v i a t h e Thermal I g n i t i o n Valve T I . . ) t c
e i t h e r o n e o f two p r e s s u r e s e n s i n g p o r t s o n t h e c a r b u r e t t o r s .
The T . I . V . i s f i t t e d i n t o t h e c e n t r e o f t h e i n l e t ~ ( ~ a n i f o l d
w a t e r r a i l and s e n s e s e n g i n e c o o l a n t t e m p e r a t u r e .
A t c o o l a n t t e m p e r a t u r e s below 6 0 ° C , t h e T . I . V . c o n n e c t s
p o r t ' D ' (connected t o d i s t r i b u t o r ) t o p o r t ' 1 ' (connected
t o c a r b u r e t t o r p o r t s downstream o f t h r o t t l e p l a t e s ) t o
d i r e c t an i n l e t m a n i f o l d d e p r e s s i o n s i g n a l t o t h e d i s t r i b u t o r
capsule. T h i s p r o v i d e s o v e r 30° i g n i t i o n advance a t c o l d
i d l e t o r a i s e i d l e speed and improve d r i v e a b i l i t y .
A t c o o l a n t t e m p e r a t u r e s a b o v e 60°C t h e T . I . V . c o n n e c t s p o r t
' D ' w i t h p o r t ' 2 ' ( c o n n e c t e d t o t h r o t t l e e d g e d r i l l i n g on
r.arh1irPttnr n a r r e l no. 1 1 ro u r u v i t i r i q l ~ i i i v i io ; v a ~ ~ ~ e ,
p a r t t h r o t t l e f o r improved l i g h t l o a d economy.
EMU.3. - -
CRANKCASE BREATHE3 VALVE
A o n e way b r e a t h e r v a l v e i s c o n n e c t e d b e t w e e n t h e c r a n k c a s e
b r e a t h e r s p i g o t a t t h e r e a r of t h e b l o c k , and t h e a i r b o x .
Crankcase emissions developed d u r i n g normal running a r e a b l e
t o v e n t t h r o u g h t h e o n e way v a l v e i n t o t h e a i r b o x .
I n o r d e r t o p r e v e n t t h e s e f u m e s , u n d e r low a i r f l o w e n g i n e i d l e
conditions, escaping through t h e i n l e t trunking t o atmosphere,
t h e v a l v e is a l s o connected v i a a s m a l l bore hose t o t h e
carburettors. This enables t h e small q u a n t i t y of crankcase
fumes a t i d l e t o p a s s d i r e c t l y i n t o t h e c a r b u r e t t o r s a n d i n t a k e
t r a c t and s u p r e s s e s opening of t h e b r e a t h e r v a l v e .
The c a r b u r a t i o n i s c a l i b r a t e d t o c o m p e n s a t e f o r t h i s d e g r e e
of a i r f l o w by- passing t h e v e n t u r i s .
EMD.4. - COLD ENRICHMENT THERMAL VALVE
The c o l d e n r i c h m e n t t h e r m a l v a l v e i s d e s i g n e d t o e n r i c h f u e l l i n g
a t low e n g i n e t e m p e r a t u r e s t o i m p r o v e d r i v e a b i l i t y .
The v a l v e ( b r o w n ) i s f i t t e d i n t o t h e r e a r o f t h e i n l e t m a n i f o l d
water r a i l . P o r t ' D ' is connected with p o r t ' 1 ' a t c o o l a n t
t e m p e r a t u r e s below 35'C a n d w i t h p o r t ' 2 ' a b o v e 35OC.
The s m a l l b o r e c r a n k c a s e b r e a t h e r p i p e b e t w e e n b r e a t h e r
v a l v e and c a r b u r e t t o r s i s connected t o t h e t h e r m a l v a l v e v i a
p o r t s ' D ' and ' 2 ' , w i t h p o r t ' 1 ' b e i n g blanked o f f . Thus a t
low e n g i n e t e m p e r a t u r e , t h e b r e a t h e r c i r c u i t t o t h e c a r b s i s
SECTION EMD Page 5
s h u t o f f , and e n r i c h e d F l ~ c l l i n yr e s u l t s from t h e d e c r e a s e i n
calibrated airflow past t h c throttle plates. A t higher
L & L _ L L L _ _ 8 : : . - ....
1 1 . . 7 r .
-
,
t o normal.
EMD.5. - PLENUM PURGE
The p u r g e pump i s d e s i g n e d t o i n d u c e a m b i e n t a i r i n t o t h e
c a r b u r e t t o r plenum chamber o f a h o t e n g i n e when s w i t c h e d o f f .
T h i s improves h o t s t a r t i n g o f t h e engine.
The pump i s f i t t e d on t h e t a i l g a t e a p e r t u r e R . H . s u p p o r t
b r a c k e t b e h i n d t h e q u a r t e r window trim p a n e l i n & e r e a r l u g g a g e
c o m p a r t m e n t , a n d i s o p e r a t i v e o n l y when t h e i g n i t i o n i s s w i t c h e d
o
- ff. A thermal switch i n t h e thermostat o u t l e t pipe energises
t h e p u r g e pump a t w a t e r t e m p e r a t u r e s a b o v e 70°C ( o n r i s e )
u n t i l c o o l a n t t e m p e r a t u r e f a l l s t o 60°C.
EMD.6.
-- - THROTTLE J A C K SOLENOID
The t h r o t t l e j a c k s o l e n o i d i s d e s i g n e d t o
i) p r e v e n t c o m p l e t e t h r o t t l e c l o s u r e on o v e r u n t o r e d u c e
e m i s s i o n s and i n h i b i t s t a l l i n g .
ii) i n c r e a s e i d l e s p e e d when t h e c h o k e c o n t r o l i s o p e r a t e d
iii) m a i n t a i n i d l e s p e e d when t h e a i r c o n d i t i o n i n g ( i f f i t t e d )
is o p e r a t i n g .
The s o l e n o i d i s f i t t e d t o t h e E r o n t o f t h e f r o n t c a r b u r e t t o r
and o p e r a t e s a l e v e r a t t a c h e d t o t h e f r o n t end of t h e t h r o t t l e
snindle.
Lever
SECTfON EMD
The s o l e n o i d i s e n e r q i s e d u n d e r ..~n!/ of l li~: f ( , l l ~ ) w i l r *cj o n d i t i o n s :
') A b o \ ~ e e n g j n e spi?ed o f 160U I L I o~ n I - i s c ( 1 4 0 0 rpm (?!-I f a l l )

a s s e n s e d by t h e e n g i n e s p e e d s e n s i n q r c l a y , t o p r c v i ? n t
c o m p l e t e t h ~ r o t t l ec l o s u r e i)n u v e r u n t o r e d u c e lrycii-~:~c,.irbon
emissions and i n h i b i t s t a l l i n q . The r c l a y i s mounted on
t h i ? w h e e l a r c h a l o n g s i . d t ? the R . i l . I o f t l ~ cr ~ i . [ i n cb a y .
bl When t h e c h o k e c o n t r o i i s o p e r a t e d , C o i n c r e a s e i d l e s p e e d .
'The c h o k e m i c r o - s w i t c h i s i n t e g r a l . w i t h t i l e choice c a b l e
a s s e m b l y EIL tile f a s c i a e n d , a n d i s a l s o u s e d h:. o p e r a t e t h e
choke t e l l t a l c . T h i s switch o p e r a t e s a t h r o t t l e jack r e l a y
l o c a t e d a d j a c e n t t o t h e e n g i n r spe+d sensinq r e l a y .
C 1 When a i r c o n d i i . i o n i n g ( i f f i t t * c l ) c o r r i p r r t s s o r is u k ~ e r a t i n g
i n order t o maintain i d l c speed.
To s e t u p : With t h e e n g i n e a t nornlal r u n n i n g t e n r p e r a t u r c , w i t h o u t
the a i r conditionifig switched on, checkiadjust i d l e speed a t
t h e n o r m a l s t o p screw o n t h e f r o n t o f t i l e r e a r c a r b u r e t t o r .
C o r r e c t s e t t i n g 9 5 0 2 5 0 rpm.
- -
LL'"L..I"-'L
c,..
C L . _ ----..---
-..7---42 ".<+L. 7'1
. - - -l +- ? 3-A >A+,,Ck.
>
+h= 10,,m,- <,-v-,*,
( a g a i n s t which t h e solenoirl h u t t o n o p e r a t e s ) t o o b t a i n a n z n g i n e
s p e e d o f 1 1 0 0 rpm a n d t h e n d e - e n e r g i s e .
T e s t e a c h o f t i l e t h r e e a c t i v a t i n q s y s t e i r ~ sa n d o b s e r v e t h e a c t l o n
o f Chc s o l e n u i d .
EMD.7.
-- - .INLET TEMPERATURE
AIR - ... . - CONTROL SYSTEM
T h e A i r I n l e t T e m p e r a t u r e C o n t r o l (ATC) s y s t e m c o m p r i s e s a n
ATC f l a p v a l v e u n i t o n t h e a i r b o x i n l e t a n d a n ATC s e n s o r f i t t e d
i n t o t h e bottom of t h e a i r b o x .
Vacuum
To Carburettor Ports
Vacuum
To Ambient
Shroud
SECTION EMD Page 7
ATC Flap valve/

Intake ~ o s e /
Sidewall Interface
$2, H
,ose Clip
Adoptor . , ,. . . . . n " "

. .. . ,
- , .
ATC Divertor
to Silencer
Grommet Securing Ring
'I'he ATC flap valve unit consists of a vacuum diaphragm operated

flap mounted on the inlet of the carburettor airbox, controlling
the air supply thereto. At moderate ambient temperatures the
~ i r b 0 xis supplied with cool air from the rear luggage compartment
via the intake silencer. In cold ambient conditions, when
air temperature inside the carburettor airbox is below 20°C,
the ATC flap valve is moved to admit a proportion of warm air
drawn from a shroud around the exhaust downpipe. The colder
the airbox temperature, the greater the proportion of warm air
directed to the airbox.
The ATC sensor mounted by a rubber grommet into the bottom of the
airbox is a thermostatically controlled vacuum proportion valve
connected between the carburettor ports downstream of the
throttle plates, and the ATC flap valve. At airbox temperatures
above 20°C the valve is shut, but at lower temperatures a
proportion of the inlet manifold depression is directed to the
ATC flap valve to open the warm air supply. The sensor connection
with the larger hole must be connected to the flap valve.
Connect to carb.
Connect to flap valve

Page 8 SECTION EMD
T o c h e c k t h a t thcr s y s t c m i s f u n c t i o n i n g cr:ri-c:ctl.y, disconnect

th,? c o l d a i r s u p p l y ill-#.inking f r o m t h i 2 f l a p val;ic+ ,and u s e a
mirror t o establish t h i . f l a p positj.r:n a t . warm .riicl c o l d a m b i e n t
conditions. Tile f l a p v a l v e i t 5 : e l f may iLe t c s t o t l l ~ ya p p l y i n g
vacuum d i r e c t l y t o i t s vacuum c a p s u l e :
rirore t h a n 1 0 0 mrn Plr; - warm a i r s u p p l y f u l l : c~;:c~r~

l e s s t h a n 30 n:m I I c j - warirl a i r s u p p l y f u l l , . r c l ! ) s c d
EMrl.3. -
.-__. IDLE SPZED & IGNITION TIMlNG SICTTING PROCEDURE _
l I g n -i t j o n Tirinir~g
- -- I n i-
tial Setting:
I f tlhe c n g i n e h a s b e e n r e b u i l t , or t.1.1~d i s t r i b u t o r
r e p l a c e c l , a n i n i t i a l . s e t t i n c j o f t h e i g n i t i : i n tirrllng
m u s t b e made t o e n a b l e t h e e n g i n e t o r u n . Set the
c r a n k s h a f t t o 1 0 ' ETDC u s i n g t h e t i m i n g m z r k s a n d p o i n t e r
o n t h e f l y w h e e l a n d c l u t c h h o u s i n g w i t h t h e r o t o r arm
p o i n t i n g t o w a r d s n o . 1 t e r m i n a l o n tlie d i - s t r i b u t o r c a p .
P u l l o f f t h e r o t o r arm a n d p l a s t i c s h i e l d a n d t u r n t h e
d i s t r i b u t o r body t o a l i g n t h e p i c k up s e n s o r w i t h t h e
U " J U " \ . L ' C
. ,--- -.. 1
A-..
l - -+- -- _ - I, P ,
_ ~ l l i l l 3 1 1 P n t to
A l i g n reluctor
projection w i t h
nirk-II~
Position of rotor
arm cut- out in
distributor shaft
t h c cam o n a c o n t a c t b r e a k e r s y s t e m ) . I e n ! nta!.
now h e s t a r t e d a n d r u n u p t o n o r m a l c ; [ ~ ? r a it n < ! t < : m p e r a t i i r c .
b e f o r e a d j u s t i n q i g n i t i o n t i n r i n g a s 1.r) i i )
ii.) check/Ad j u s t I g n i t i o n Timing:
S t a r t t h e e n g i n e a n d r u n up t o normal o p p r a t i n g
temperature t o e n s u r e t h e T.I.V. switches t h e d i s t r i b u t o ~
capsule to t h e t h r o t t l e edge p o r t .
SECTION EMD Page 9
Using a stroboscope, check/adjust the iqnition timing

-
C.. , n o nmnn L- L 2 - 7 - - 2 - :. . ,
.L
. L - - - --
the flywheel rim, with an apert;re and pointer in the
top of the clutch housing, adjuacent to the starter motor.
Pull out the protective grommet, and refit after adjustment.
Housing
To check the centrifugal advance operation, first disconnect

and plug, or clamp off the vacuum hose between distributor
capsule and T.I.V.
Check centrifugal advance characteristics are as follows:
crank rpm crank O (iZO)
Below 1,000 nil

2,000 8"
3,000 16" (max)
iii) Check/Adjust Idle Speed

Start engine and run up to normal operating temperatures.
Check that the air conditioning (if fitted) is switched
off.
Adjust idle speed, at the stop screw, on the front of the
rear carburettor, to 950 t 50 rpm. Stop engine.
Page 70 SECTION EMD
Idle speed adjustment screw
",'
.&.,
Use the cable adjuster at the anchor bracket on the can
cover to remove throttle cable slack, and then with the
aid of an assistant check that full throttle can be
....L: 2 ,"L- LL--LL,- --.,-l A-,"".-L-- -L?.,.,*, L- -a<,....k-A
a L i l L C V C U . i l r C L l i L V i i l C YFUUL U V W I I o L V p aII<IULU UI: UU J U a L l i U
such that the carburettor throttle levers may be held again

their full throttle stops without allowing the cable
to be overstrained.
To adjust throttle jack solenoid, see EMD.G.

Page 70 SECVON EMD
Idle speed adjustment screw
-. --- .-
W- -
- .. . ... .. -.-
. .-
Use t h e c a b l e a d j u s t e r a t t h e a n c h o r b r a c k e t on t h e c a n
c o v e r t o remove t h r o t t l e c a b l e s l a c k , a n d t h e n w i t h t h e
a i d o f a n a s s i s t a n t c h e c k t h a t f u l l t h r o t t l e c a n be
-nh'-..r. A
--'..LL" LU.
Th= tlJr0ttleped'l db.,""nstop ChC?llld he a(?j?lstild
s u c h t h a t t h e c a r b u r e t t o r t h r o t t l e l e v e r s may b e h e l d a g a i n s t
t h e i r f u l l t h r o t t l e s t c p s without allowing t h e cable
t o be o v e r s t r a i n e d .
To a d j u s t t h r o t t l e j a c k s o l e n o i d , s e e EMD.G.
SECTION FB Page I
GEARBOX/TRANSMISSION
SECT1ON FB - ESPRIT
--
Operation Page
General Description
Gearshift Lever & Gearchange Linkage
Transmission Assembly
Clutch Bellhousing
Clutch Shaft
Gearbox Rear Housing
Gear Selector Removal
Gear Selector Replacement
Primary Shaft
Bevel Pinion Shaft
Differential Shaft (Drive Shafts)
Differential Crownwheel & Pinion
Differentia1 Bearings Adjustment
Backlash Adjustment
Page 2 SECTION FB
Gearbox & Clutch Houslng Assembly Level Plug
Pornter, m g l n e Tmmg Washer, Level Plug
Swltch, Reverse L ~ g h t Stop, Speedo Plnion
Speedo DrlVen G e a r Bracket, Geartnx/Caliper Mountmg RH
Nylon Bush. Speedo Drlven Gear B o l t , Bracket t o Cearbox
Iught Angle Drlve, Speedo Bol t . Bracket t o Gearbx
Aur Vent, Breather Washer, F l a t , Bracket to Gearbox
End Houslng Washer. Sprrng! Bracket t o Gearbox
End Cover Mountlng, Engine/Gearbox r e a r
Stud, S l l e n e r / G e a r b x Mountmg Bracket Washer, Snubber
B o l t , S ~ l e n c e Mountmg
r Bracket Washer, F l a t
Dram Plug Nut, Nyloc 7/16"
Washer, Dram Plug

Page 3 A
GENERAL DESCRIPTION
'The t r a n s m i s s i o n i s a s i n g l e u n i t c o m p r i s i n g a manual 5 - s p e e d , a l l i n d i t e c t
gearbox w i t h i n t e g 1 , a l f i n a l d r i v e u n i t , and t h e c l u t c h b e l l h o u s i n g c o n t a i n i n g
t h e c l u t c h r e l e a s e mechanism,.
The g e a r b o x h a s f i v e f o r w a r d g e a r s , a l l e q u i p p e d w i t h s y n c t o m e s h , and a
reverse gear of t h e s p u r gear type,.
A c l u t c h s h a f t t r a n s m i t s t h e d r i v e from t h e c l u t c h t o t h e gearbox primary

s h a f t , w h i c h i s s u p p o r t e d by a b a l l b e a r i n g a t i t s f r o n t a n d a d o u b l e b a l l
bearing a t the rear The primary s h a f t c a r r i e s t h e 3r.d/4th s y n c r o n i s e r a s s e m b l y ,
and o n i t s o v e r h u n g r e a r e n d , t h e 5 t h g e a r s y n c r o n i s e r a s s e m b l y . The l o w e t . ,
secondary, s h a f t i n c o r p o r a t e s t h e f i n a l d r i v e p i n i o n g e a r on its f r o n t end, is
s u p p o r t e d by a r o l l e r b e a r i n g a t t h e f r o n t , a n d a d o u b l e b a l l b e a r i n g a t t h e
r e a r , a n d c a r r i e s t h e i s t / 2 n d s y n c r o n i s e r a s s e m b l y . A r e v e r s e i d l e r g e a r on
a s e p e r a t e s p i n d l e may b e e n g a g e d w i t h s p u r g e a r s i n t e g r a l w i t h t h e p r i m a r y
s h a f t and w i t h t h e l s t j 2 n d s y n c r o n i s e r assembly.
The f i n a l d r i v e a s s e m b l y i s c o n t a i n e d b e t w e e n t h e c l u t c h h o u s i n e and g e a r b o x .
Two s h o r t o u t p u t s h a f t s s u p p o r t e d by t h e i r own h o u s i n g s , b o l t e d t o e a c h s i d e o f
t h e t r a n s m i s s i o n , u s e a d o u b l e b a l l b e a r i n g o n t h e i r o u t b o a r d e n d s , and a t a p e r
-- Lraliltg a t r n e l n o o a r o e n d s . w n ~ trh a~ v r . n r r : r t h n r.r.n!t!n-.h-..l - - . . S
d i f f e r e n t i a l assembly.
Pour s e l e c t o r s h a f t s a c r o s s t h e t o p o f t h e g e a r b o x , c o n t r o l l s t / Z n d , 3rd/4tl1
:vth a n d r e v e r s e g e a r s a n d a r e o p e r a t e d by a c r o s s s h a f t w h i c h may b e r o t a t e d a n d
moved a x i a l l y by t h e r e m o t e g e a r l e v e r , .
'C35' I n t r o d u c t i o n
*
: $ I n e a r l y 1 9 8 4 , t h e ' C 3 5 ' t y p e peavhnx a ' s s e E h l y *!!-F i n t r . c 6 s c c d . T h i s di:;i-i-5 vrriy

::P' .i n d e t a i l f r o m t h e e a r l i e r t y p e , w i t h most i n t e r n a l c o m p o n e n t s b e i n g u n c h a n e e d
01. i m p r o v e d a n d d i r e c t l y i n t e r c h a n g e a b l e w i t h t h e e a r l i e r p a r t See p a r t s l i s t
for details.
A l l E s p r i t g e a r b o x e s are stamped w i t h a L o t u s s e r i a l number, r e p e a t e d on i t s

matched c l u t c h h o u s i n g . A l l gearboxes stamped w i t h a ' C ' p r e f i x t o t h e
s e r i a l number a r e t y p e C35.
Gearboxes w i t h t h e f o l l o w i n g s e r i a l numbers ( w i t h o u t ' C ' p r e f i x ) a r e a l s o type

C35.
2914 to 2920
2954 to 2974
3023 and 3024
3028 to 3029
3044 to 3152
A l l numbers a r e i n c l u s i v e and are t o b e found o n t h e t o p f r o n t o f t h e g e a r b o x

and a d j a c e n t s u r f a c e o f t h e c l u t c h h o u s i n g
SECTION FB Page 3 5
.D r a i n . a n d
- Level P l u g
C 3 5 t y p e g e a r b o x e s have o n l y o n e o i l d r a i n p l u g which i s s i t u a r e d b e n e a t h t h e
main c a s e . They a r e n o t f i t t e d w i t h t h e a d d i t i o n a l r e a r c a s e d r a i n p l u g a s
used on previous type gearboxes.,
The o i l l e v e l p l u g ( p a i n t e d y e l % o w ) is f i t t e d i n t h e l e f t hand s i d e of t h e c a s e ,
a s b e f o r e , and s h o u l d n o t b e c o n f u s e d w i t h a s i m i l a r p l u g ( b l a n k i n g ) p o s i t i o n e d
h i g h e r u p o n t h e same s i d e o f t h e g e a r b o x -
The d j f f e r e n t r e a r c o v e r s h a p e n e c e s s i t a t e s a r e v i s e d s i l e n c e r m o u n t i n g b r a c k e t
a n d t h e c l u t c h r e l e a s e b e a r i n g a s s e m b l y On S e r i e s 3 c a r s i s c h a n g e d See
Parts List for details
TYPE
PREVIOUS .- ' C35 ' TYPE
-
NE'd - -
. .:
7 . . Gearbox Number Locaticn
..
O i l Level Plug
Revised Rear Cover Shape
FB.1. -. GEARSHIFT LEVER AND GEAR CHANGE LINKAGE
The geanhift lever opemtion controls two fvnctions on the gearbox cross-shaft;
movement. of the lever forward and backward moves the cross-shaft radially and
movement from side-to-side moves the cross-shaft across the gearbox.
When the cross-shaft. i s i n an out of g w r position the gearshift lever w i l l take up

a neutml centre position i n the gate, held there by springs on the gearbox cross-shaft.
Page 4 SECTION F 6
The tubular linkage transmits fbre-aft movement of the gear lever into radial movement
o f the georbox cross shaft. Crossgate movement of thegearlever i s translated into
axial cross shaft motion by a bowden cable connected between a bellcrank on the
gearshift assembly and a bellcrank on the gearbox casing.
To Remove
1. Remove the centre tunnel top assembly.
2. Unscrew the sixscrews securing the cover plate covering the recess i n the
chassis, which contains the gearshift assembly.
3. Remove the spirol pin connecting the bowden cable to the cross-gate lever
clevis on the gear shift lever assembly.
4. Unscrew the four bolts holding down thegeorshift lever assembly to the
chassis .
5, L i f t the assembly sufficientl y to enable the front linkage tube to be disconnected
Frnm the IPVPT
ncr-rnhl:,
6. Release the front tube from therelay lever, and withdraw tube from chassis.
Release rear tube from relay lever and cross shaft lever.
7. Remove the spring c l i p and clevis pin, securing the crossgate cable extension
to the crossgate bellcrank lever. Remove the nut and washer securing the
crossgate cable to the bellhousing .

8. To the gear lever endof thecable, attach a wireCpullthroughVtoaidreassembly.
Remove the nut and washer securing the cable i n the gearshift lever recess, and
withdraw cable.
To Replace
Reverse the removal procedure, noting the followirig poinfs:
1 . When fitting the crossgate cable at its front end into the chassis abutment, ensure
that the two cable nuts with shakeproof washers, are locked i n a position such
that the minimum amount ofouter cable protrudes forwards of the front lock nut.
Otherwise, contact with the gearlever bellcrank lever may baulk selection of
fifth and reverse gears.
2. O n cars with a 0.86:1 ratio relay lever, emure that the longest arm o f the lever
i s positioned uppermost. Later cars have a 1 :l relay lever.

SECTION F 6 Page 5
Page 6 SECTION FB
-
0,
a,
~m
. =
U
a, .-02
C
$ 2 6
e. $f
a , .
a o m
Y
L 7 ti
F - -a 9 a,
W m
c
Y " . ~ 2 L
. a,
L I!
m
0
p + -
. a,xg
-
$ 2 a ,6a mG -
wm
->
a o m , P G ~ ~
i ( j. ' .S,* " 5t i iC.l gm m -v E Q

.
0
- ~ T
c
mZ t =i g + 8 V
> + .
2
9
Y ~
.n c
&
.k e u = -
G & u
-U .~ a
U
~ P s
SECTION FB Page 7
Adjustment
Tube Linkage Bosic Setting:
With the linkage connected, and the trammission i n neutral, check the position of the
relay lever on the RH engine mounting leg. The lever should be vertical, or leaning
very slightly backwards a t the top. I f necessary, disconnect the rear tube from the
relay lever, and odjitst length to suit. Tighten the locknut after adjustment, but before
reconnecting to relay lever, check that full travel of the gear lever both fore and afi
provides movement at the relay lever exceeding that required by the rear tube for
complete selection of g w n .
Crossgate Cable Basic Setting:

The crossgote cable, outer casing should be fitted at ik rear end into the clutch hoi~sing
abutment.with the adiustment at its mid position. Tighten the locknuts.
With the transmission i n neutral and the coble connected, check the position of the gear
lever. The lever should be vertical orleaning very slightly to the right, I f necessary,
disconnect the cable extension rod from the cross shaft bellcrank lever and after slackening
the locknut, screw the extension rod on or off the cable to achieve th. correct setting.
Tighten locknut.
Before finall y connecting extension rod to the bellcrank lever, check that full travel of
the gear lever side to side provides movement of the extension rod exceeding that required
by the bellcrank for full axial cross shaft movement.
NOTE: O n cars up to 1983 fitted with o 240mm crossgatecable extension rod, a special
stiffening locknut (A082F4066F) may be fitted inplace of the plain nut to
increase stiffness o f the crossgote cable.
Later cars, and Federal c a n have a shorter crossgate cable ond 442 mm
extension rod.
Page 8 SECTION FB
FB.2. - TRANSMISSION ASSEMBLY-

-
To Remove
Remove engine comportment reor floor and chassis crossmember.
Dmin gearbox o i l .
Remove silencer.
Disconnect drive shafts and remove adaptors and brake discs.
Release brake calipermounting bolts and support calipers clear.
Support rear of gearbox and remove gearbox mounting brackets complete with
rubber mountings.
Disconnect the gearbox linkage from the gearbox and clutch housing.
Remove the turbacharaeroil druin oioe arid boost sensinaoioe. (Turbo anlv).
Release the reverse light switch wires.
Disconnect the speedo drive cable.
Release the lower clutch housiiig to engine bolts.
Remove the air pump (Federal can).
Release the Turbo a i r inlet hose and adaptor (Turbo only).
Release the clutch slave cylinder.
Remove the starter motor.
Support the engine and releasethe remaining clutch housing to engine bolts.
Carefully withdraw the gearbox assembly rearwards to disengage the clutch
shaft arid l i f t out.
To Replace
Reverse the removal procedure, noting the following:
a). (NOT Dry Sump Turbo) - Check underside of engine sump by clutch housing
f i x i n g for shim marking. '000' - no shim, '020' - one 0.020" shim,
'040' - two 0.020" shims. These shims to be fitted between clutch

housing and sump.
b). Adjust gearchange linkage as i n FB.1.
c). Check/refill with gearbox o i l as necessary.
d). Pump broke pedal to restore rear brake pod position.

Page 9
SECTION FB
FB.3. - CLUTCH BELLHOUSING

--
To Remove
1. Remove the transmission assembly and driveshaft bearing housing assemblies.
2. From inside the bellhousing remove the four nuts and washers on the studs
attached to the gearbox casting.
3. Remove the ten bolts securing the outer edge of the gearbox costing to the
bell housing.
4. Hold the differential i n position against the bellhousing and pull away from
the gearbox casting. Place the bellhousing onthe bench with the differential
uppermost and l i f t o t ~ the

t differential.
Dismantling
1. Slide off the fork arm the rubber dust excluder.
2. From inside the bellhousing remove the retaining spring and the thrust bearing
assembly.
3. Remove the pin securing the fork to the ball joint and withdraw the fork.
To Replace
1. Reverse the dismantling and removal proceduresfor the clutch bellhausing.

Seal the mating Faces with "Silastic". Tighten a l l bolts tospecified torque.
FB.4. - CLUTCH SHAFT
To Remave
1 . Remave the clutch be1lhousing as previously described.
2. Remave the tube enclosing the clutch shaft together with the two '0' rings.
The tube should ~ u lout

l from the o i l return flange, but may come away
attached to the flange.
3. Remove the o i l return flange.

Page 18 SECTION FB
4. Remove the c i r c l i p retaining the clutch shaft i n the primary shaft. Take care
not to lose the spring between the clutch shaft and primary shaft. If the
c i r c l i p i s very d i f f i c u l t to remove and further dismantling i s intended, ther~
remove clutch shaft complete w i t h primary shaft. It w i l l be easier to remove
the c i r c l i p o n the bench.
To Replace
1. Reverse the removal procedure for the clutch shaft and clutch bellhousing.
Note: When replacing the release bearing guide tube, that the chamfered end i s fitted
towards the clutch housing.
FB.5. - GEARBOX REAR HOUSING
1 . Remove the transmission unit as previously described.
2. Remove the rear and top cover o n the gearbox.
3. Remove the bolt securing the 5th gear synchro assembly together with the
deflector. To assist i n the removal o f the bolt, slacken the screws securing
the reverse gear fork and engage two gears, e.g. 1 s t gear and reverse gear.
4. Remove the locking wire through the screw securing the 5th gear fork and
remove the screw.
5. Remove the 5th gear synchro assembly and the 5th gearfork.
6. Remove the speedometer driven gear and connection socket.
7. Remove the eight screws securing the rear housing and withdraw the rear
housing.
To Replace
1. Reverse the removal procedure taking care to f i x a lockingwire to the 5th

gear fork fixing screw. Tighten retaining bolt for the synchro assembly to
14.5-16.5 kgf.m (105-120 lbf.ft). Seal a l l mating faces with "Silastic".
SECTION FB Page 7 7
FB.6. - GEAR
- -SELECTORS REMOVAL
l. Remove the trammission u n i t and gearbox rear housing as previousl y described.
Remove the gearbox top cover together w i t h the selector crosshaft.
Reverse Gear Selector
1. Slocken the screws securing the fork (A) and the operating dog (B), first.
removing the l o c k i n g wire, to the selector shaft.
2, Withdraw the selector shaft, removing the fork, the operating dog and shaft.
i o c k i n g b a l l and spring.
5th Gear Selector
1. Slocken the screw securing the 5th gear operating dog (C), after removing
the l o c k i n g wire.
Fig.5 Gear selectors

Page 12 SECTION FB
2. Remove the shaft, the operating dog and shaft lockin g ball and spring, and
the small interlock plunger irlside the front end of the shaft.
3rd and 4th Gear Selector
1. Slacken the screw securing the fork (D) after removing the locking wire.
2. Remove the shaft, the fork, the shaft locking bull and spring, and the small
interlock plunger i r ~ i d ethe front end of the shaft.
1st and 2nd Gear Selector
1. Slacken the screws securing the fork (E).
2. Remove the shaft and the shaft lockin g ball and spring; the fork cannot be
removed at this stage.
-:o Remove
1. Prise out the blankin g plugs at positions (F) & (G) and pushout the interlock
plungers, taking care to note the order and position of the plungers.
NOTE: One lorig plunger between 3rd/4thand 5th selector shafts and
shorter plungers between lst/2nd and 3rd/4th selector shafts and
5th and reverse selector shafts.
FB.7. - GEAR SELECTOR REPlACEMENT

1st and 2nd Gear Selector
1. 1.ocate the locking ball and spring i n position.
2. Compress the spring and bull assembly, using a 6mm diameter rod.
3. Irsert the gear selector shaft through the gearbox outer casting, the
operating fork and into the differential end of the georbox casting up to the
neutral position.
4. Usirig a set of 1st and2nd synchro gauges TOOOT0618 locate the fork i n the
neutral position. The sets of gauges are available i n different thicknesses,
select a set of gouges giving the least movement of the fork.
5. .
Tighten the two screws securing the fork to a torque of 4 kgf .m (29 lbf ft)
and remove the gauges.

SECTION FB Page 1.3
3rd and 4th Geor Selector

--P
1. Place the f i n t interlock plunger infrom the opening at (F) figure 5 and
locote i n the 1st and 2nd selector shaft notch.
2. Insert the gear selector shaft throcgh the gearbox ovter casting, f i t locking
b a l l and spring as previously described, the operating fork and into the
differential end of the georbox casting, taking core to correctly locate the
small plunger inside the front end of the selector. shaft.
3. Locate the operating fork o n t h e selector shaft so that the notch on the shaft
lines up w i t h the screw hole ond screw down the grubscrew, lock w i t h w i r e .
5 t h Gear Selector
1. Place the long interlock plunger i n from the opening a t (G) figure 5 and
ensure thot the f i t t e d selector shafts are located i n the 'neutral' position.
This w i l l allow the 5th gear selector shoft to be inserted into the differential
end of the gearbox.
2. Insert the gear selector shaft through the georbox outer costing, f i t the locking
b o l l and spring as previously described, the5th gear opemting block and i n t o
the differential end o f the gearbox casting, ensuring that the small interlock
plunger i s locoted inside the frontend of the selector shaft.
3. Locate the 5th geor opemting block on the selector shaft so that the notch
a n the shaft Iines up w i t h the screw hole i n t h e b l o c k . Screw down the grub
screw and lock w i t h w i r e .
Reverse Geor Selector
1. Place the lost interlock plun g er i n f r a m the opening a t (G) figure 5 and
ensure that the f i t t e d selector shafts are located i n the 'neutral' position.
2. Insert the gear selector shaft through the gearbox outer costing, f i t the locking
b a l l and spring os previously described, the operating dog, the reverse gear
fork and into the differential end o f the gearbox casting.
3. Locate the reverse operating dog on the selector shaft so that the notch a n
the shoft lines up w i t h the screw hole i n the operating dog. Screw dawn
the grub screw and l o c k w i t h wire.
4. Position the reverse selector shaft i n the neutral p s i t i o n w i t h the notch i n
the operating dog v e r t i c a l . Place the gouge TOOOTM19 (3mm) agairst the 1st
gear idler and move the reverse intermediate gear, together w i t h t h e reverse
Page 14 SECTION FB
Gear Selector Mechanism
Top Cover and Cross Shoft Bearing cap Relay Dog, Reverse Selector Shoft.
Dowel, Top Cover locating. Selector Fork, reverse.
Setscrew, Top Cover to Gearbox. Relay Dog, 5th Selector Shaft.
Setscrew, Bearing Cap to Cover. Selector Fork, 5th.
Shouldered Stud. Selector Fork, 3rd and 4th.
Washer. Selector Fork, 1st and 2nd.
Filler Plug. Locking Screw, Fork/Reloy to Shaft
Gasket Filler Plug Setscrew, Fork Clamping.
Cross Shaft Spindle Assembly. Interlock Plunger, short.
'0' Ring, Cross Shoft Spindle. Interlock Plunger, long.
Selector Shaft, reverse. Blanking Plug, Interlock Bore.
Selector Shaft, 5th. Deterit Ball, Selector Shoft.
Selector Shaft, 3rd and 4th. Spring Deterlt Ball.
Selector Shaft, 1st and 2nd.
SECTION FB Page 15
fork, up against the gauge. Ti g hten the two lockin g screws to a torque of
4 kgf .m (29 l b f .ft) .

4th Gear
-
Stop -Adjustmen!
--
1. Replace the 'Gearbox Rear Housing'os previously described.
2. Engage the 4th gear,
3. G e n t l y push the slider against the fork. Measure the clearance 'Y' between
the slider and the 4th geor pinion, using feeler gauges.
4. Place a shim of thickness 'Y' 4 . 5 mm between the p i n i o n and slider. Tighten
the screw of the stop (J i n fig.5) u n t i l i t bears against theshaft o f the 3rd
and 4th geor fork.
5. T,ighten the locknut on the stop and check the clearance.
Interlock Plungers
To Replace
1 . Smear the bores of the interlock plungers w i t h a sealin g compound and k n ~ c k
i n the blankin g plugs a t positions (F) and (G).
Final Assembly
-
1. F i t top cover on the gearbox and replace the transmission u n i t as p r e v i a i ~ s l ~
described.
FB.8. - PRIMARY SHAFT

--
'To Remove
1 . Remove the G e a r Selectors and the clutch shaft as previavsly described.
2. Remove the speedometer drive wheel using spanner TOOOT0617 and p u l l the 5th
gear driven p i n i o n o f f the splined pinion shaft.
3. Release the forward bearing (bellhousing end) o n the p r i m r y s h a f t by gently

tapping the rear end of the primary shaft.
Page 16 SECT'ON FB
4. Release the rear bearing on the primary shaft using a puller i f

necessary. Take care not to lose the balls from the race.
NOTE: The inner bearing rings are i n twohalves on the primatyshaft

rear end and careshould be taken to note where each i s fitted.
Fig.7 Primary shaft assembly
c
2. ivbvt: i:~eprirnury sitiifi iow"rds ?he beilhousing, seperaiirlg the 4ih gear drive
pinion to gain access to the synchro hub assembly retaining circlip. Remove the
circlip from the shaft usingcirclip pliers 3253-T, taking care to note the direction
i n which i t i s fitted.
6. Move the pinion shaft towards the bellhousing as described under tleading
'Bevel Pinion' and allow gears to rest i n the bottom of the casing to provide
additional space to withdraw the primary shaft.
7. The primary shaft can now be moved towards the bellhousing end until the
rear end of the shaft i s clear of the casing. Lift out the primary shaft
assembly.
8. Remove the 1st and 2nd gear selector fork, (E) figure 5 .
Dismantling
1. Slide off the 4th gear drive pinion with the synchro ring and the needle bearing
cage.
2. Remove the S ynhroniser.
SECTION FB Page 17
3. Slide off the 3rd gear drive pinion with the synchro ring andthe needle bearing
cage.
4. I f the clutch shaft i s fitted, remove the circlip securing the clutchshaft to the
primary shaft and remove the clutch shaft and spring.
To Replace
1 . If the clutch shaft is disconnected, f i t the spring (0), then the clutch shaft
(M) and secure with the circlip (J).
2. Fit the following onto the primary shaft inthe order shown.
(0). 3rd drive gear (P) together with i t s needle bearing cage coated
with transmission o i l .
(b). Synchro ring (F).
(c). Synchroniser (E) ensuring that the collar with a groove i s towards
the 3rd drive gear (P).
(d). Using the circlip pliers TOOOT0620 f i t the circlip (Q). Make sure circlip
is fitted i n the direction noted when removed.
IMPORTANT: The maximum movement of the synchraniser (E) on the shaft

must not exceed 0.1 0 mm. Adjustment of this movement i s
achieved by changing the circlip(Q) for one of a different
thickness.
(e). S~nchroring (D).
(f). 4t.h drive gear (R) together with its needle bearing cage coated with
transmission o i l . Slide the s~nchroniser(E) across to engage the 4th
drive gear.
3. Pass the input shaft end ofthe assembly through the top openingof the
gearbox, then forward through the bearing opening into the differential
compartment and locate circlip i n its groove. It moy be necessary to remove
the pinion shaft to provide additional space to move the primary shaft dawn
into the casing. See under heading 'Bevel Pinion Shaft'.
4. Fit the Q u b l e rear bearing (C) and the front bearing (H) using a tube 30 mm
internal diameter, 300 mm long.

5. Replace the bevel pinion, see 'Bevel pinion Shaft'.
6. Place the reverse gear wheel down into the gearbox with the fork groove
towards the differential. Insert theintermediate shaft and line up therecess i n
Key to Gearbox Shafts & Gears Drawing
Clutch Shaft. Circlip, 5th syncrontser,
Spring, Clutch Shaft endthrust. Screw, 5th Hub to Primary Shaft.
~Grciip,Clutch Shaft retention. Roller Bearing, Secondary Shaft front
Support. Tube, Clutch Release Bearing. 1st Speed Driven Pinion.
Sealing Ring, Support Tube. 2nd Speed Driven Pinion.
Scroll and Housing. Needle Roller Beoring.
Ball Bearing, Primary Shaft front Sleeve, lsr/2nd Pinion Beoring.
Primary Shaft. Syncroniser Assembly 1st '2nd.
3rd Speed Drive Pinion. Syncmniser Ring, 1st and 2nd.
Needle Roller Bearing, 3rd Pinion. Spocer Vl'asher, Seiective .

Syncroniser Assembly, 3rd and 4th. 3rd and 4th Speed Driven Pinion.
Syncroniser Ring, 3rd, 4th and 5th. Double kill Beoring, Semndory Shoft rear.
Stop Ring, 3rd and 4th, Syncro. 5th Speed Driven Pinion.
4th Speed Drive Pinion. Nut/Speedo Drive Geor.
5th Speed Drive Pinion. Reverse Idler Gear,
Needle Roller Bearing, 4th and 5th Pinion. Spindle, Reverse Idler Gear,
Double Ball Bearing, Rimory Shaft rear Screw, Reverse Sear Spindle.
Syncroniser Assembly, 5th. Nut, reverse spindle screw.

Page 20 SECTION FB
the shaft with the grub screw. Smear the threads of the grub screw with o
locking compound and tighten screw and lock with nut.
7. F i t the 5th drive gear (S) together with its needle roller cage coated with
transmission oil, synchroniser (B) and operating fork assembly on the primary
shaft. Secure with the deflector (1') and bolt (A) arid tighten to
14.5 - 16.5 kgf.m (105 - 119 lbf.ft).
FB.9. - BEVEL PINION SHAFT

To Remove
1. Remove the Primary Shaft as previously described.

2. Withdraw the bevel pinion through thegearbox casing into the differential
housing.
3. As the bevel pinion i s dmwn through the casing, remove the3rd & 4th driven
gear paw, aalustlng washer, 1st andLnd syncro hub assembly wlth gean and
needle roller bearings.
NOTE: The two rear ball races and the innerbearing rings must be replaced
i n the same order, f i x labels to indicate p i t i o m .
r 9 P O n m l k
Fig.8 Bevel pinion assembly
SECTION FB Page 21
To Replace
Check a l l parts are clean and there are no abrasive ormetal porticles
adhering to the parts.
Fit the front roller bearing (I) on the pinion (k) using a suitable length
(240 mm) of tubing (inside diameter 44 mm). Make sure the washer (i) is
fitted against the pinion before pressing on bearing.
Feed the pinion shaft through the opening i n the georbox casing from the
differential end.
Onto the shaft inside the georbox costing first place the 1st speed driven
pinion (h), together with its needle bearing cage (m) and inner bearing
sleeve (n). Coal the bearing before fitting with transmissionoil.

Next place onto the shaft the syncro ring (g), the synchroniser (f) with
the reverse gear teeth towards the back of the gearbox and the syncro ring
(4 0
Now slide on the 2nd speed driven pinion (d) togetherwith i t s needle bearing
cage (p) and inner bearing sleeve (0). Coat the bearing before fitting with
transmission o i l .
Finally place on the shaft the adjusting washer (q) and the double pinion (i)
and push the shaft to the rearof the gearbox.
Fit the rear double bearing (c), taking care to assemble the double bearing
races and bearing ring i n the original positions.
9. Fit the 5th gear pinion (b) with the small shoc~lderon the pinion against the
double bearing.
10. Using spanner TOOOT0617, Lock the shaft and tighten the thl-ea~ad
speedometer drive wheel (A) to a torqi~eof 20 to 22 kgf.m (145 to 160 IbF .ft)
I f both shafts arefitted, then the shafts can be locked by selecting the
reverse gear and any other gear. Do not lock nut at this stage.
11 . Before fitting the primary shaft and covers to the gearbox, check the pinion
cone setting as detailed i n "Adjustments".
Adjustments
O n the ground face of the bevel pinion i s engmved a figure i n millimetres. This
figure represents the distance, which must be maintained after adjustment, between
the differential centre line and the ground face of the bevel pinion.
Page 22 SECTION F 6
This distance i s different for each bevel pinion and is checked using the distance
gauge fixture TOOOT0616 fitted with dial gauge 100010615. The fixture i s designed so that
the distance between the centre line of the ground contact faces (drive shaft bearing
surfaces) and the faces of the probes i s 60 mm. This figure is engraved on the fixture
between the probes.
1. First calibmte the fixture.
(a). Clean the bearing surfaces and the ground contact faces of the
fixing.
(b). Place the fixture on a surface plate.
(c). Zero the dial gauge with the large needle on 0,
(d). Note the position of the totalising needle.
Totalising needle between 4and 5.
Large needle a t 0.
. C;;=, ;;niute vp 1 0 tile beuring surioces or rne arlve snorts wlth the dial
gauge stem not i n contact with the ground face of the bevel pinion, unlock
the gauge stem.
3. Rotate the fixture i n the bearing surfaces, so thegauge stem passes over the
ground face of the pinion, until the large needle of the dial gauge i s about
tn chanoe directlcrn; Leek the need!$ pcdlt~rc,=nd n ~ t : tttc ;.a~diiigs.
Example: Totalising needle between0 and 1 .
Large needle a t 86.
4. Remove the fixture and place once again on the surface plate. Allow the
dial gauge stern to return slowly, so the full revolutions can be counted.
Wt~enthe gauge stem comes torest on the surface plate the measurement of
the part revolution can be made.

If the measurements for the exaniplesare:
Conic distance 60 -t3.86 = 63.86 mm.
5. If the dimension engmved on the pinion for this example i s 63.95 mm then
the bevel pinion must be moved away from the differential centre line by:
63.95 - 63.86 = 0.09 mm.
6. To adjust the bevel pinion remove the rear housing, the speedometer drive
wheel and the 5th gear pinion.
7. Remove the bevel pinion as previously described.

SECTION FB Page 23
8. Measure the thickness of the adiusting washer (q) figure 8 which far this
example i s : 2.81 mm. Replace this washer by another with a thickness
culculated in the following manner:

2.81 - 0 . 0 9 ~ 2 . 7 2 mm
As washers are available in thickness from 1.65 mm to 3.13 mm in steps of
0.04 mm, the nearest to the calculated thickness i s 2.73 mm.
9. F i t the new odiusting washer (q) and replace the bevel pinion as previously
described.
10, Check the adjustment, repeat instructions 1 to 4.
11. I f adjustment i s within thetolerance -

+ 0.02 mmfit the 1st and 2nd gear
operating fork.
Final Replacement
l . Replace the primary shaft as previously described, tighten speedometer drive
wheel nut to specified torqt~eas described i n "bevel pinion shaft" and lock
ntit by peening i t to the pinion.
2. Check that the pinions rotate freely when out of gear.
3. Apply sealing compound to cover mating surfaces and tighten a l l securing

screws to the torque specified i n the TECHNICAL DATA.
FB.lO. - DIFFERENTIAL SHAFTS (Drive Shafts)

Dismantle
1. Remove and dismantle the 'Clutch Bellhousing' as previously described
2. Remove the grub screw securing thelarge nut which locks the bearing to the
shaft.
3. Using the box spanner TOOQT0612 unscrew and remove the large nut.
4. Drivetheshaftoutthroughthebearing.
5. Remove the grub screw i n the top of the shaft housing and using the special
spanner TOOOT0613, remove the locking ring securing the bearing to the shaft
housing.
6. Gently tap out the two ball races.
NOTE: The two ball mcesmust be replaced i n the same order, f i x labels
to indicate positions.
Page 24
7. Drive out the double b a l l bearing outer ring using a tube o f 65 mm external
diameter.
8. Using a suitable extractor, draw the inner bearing rings from the shaft.
N o t e positions.
9. Remove the sealing ring from the shaft housing.
10. Remove the o i l retaining washer and bearing distonce bush assembly from
the shaft.
Fig .9 Differential assembly
Satellite housing Adjusting washer

Planet wheel Crown wheel
Satellite gear Roller bearing
Satellite spindle, long Spacer
Satellite spindle, short Locking nut
Screw w i t h dowel Nut
Crown wheel screw Grub screw
Planet wheel washer Oil seal
Satellite gear washer Bearing
Crosshead bush Grub Screw
Distance piece Output shaft housing
Distance washer
SECTION FB Page 25
To Assemble
NOTE: The differential drive shafton the left- hand side o f gearbox i s the shorter.
1. F i t the bearing (21) i n the housing and ti g hten the nut (18) to 1 0 kgf.m
(72 lbf.ft) using the spanner T000T0612. Lock the nut using the grub screw (19).
2. F i t the o i l seal (20) using o suitable tool.
3. Position the o i l retoining washer on the shoft. Fit the spacer (16), and ensuring
that the wosher i s centrolised, press o n the spocer.
4. F i t the differentiol shaft into the housing ond positionusing a tube o f 30 mm
inside diometer under a press. Ti g hten the bearing lockin g nut (17) to
15 kgf.m (108 lbf.ft). Ti g hten the grub screw (22) i n the lockin g nut.
5. Assemble and replace the 'Clutch Bellhousing' OS previot:sly described.
FB.11. - DIFFERENTIAL CROWNWHEEL & PINION
To Remove
1 . Dismantle the 'Differential Shofis' as previously described
2. Using a suitable extroctor remove the tapered roller bearings from each end
of the crown wheel assembly.
3. Remove the eight screws (6) securing the crown wheel to the housing and
remove the following:
(a) Crown wheel (14)
(b) Satellite spindle (4)
(c) Planet wheel (2) and thrust wosher (8)
(d) Two satell itespindles (5)
(e) Satellite gears (3) and stop washers (9)

(f) Crosshead fl0)
(g) Other planet wheel ond thrust washer.
1. Place i n the satellite housing a thrust washer (E), one planet wheel (2), one
fixed thrust washer (9), one satellite gear (3) and the long spindle (4).
2. Rotate the planet wheel and check thot the point o f minimtrm clearance is
Page 26 SECTION F 6
0.1 mm. If this i s not so replace thrust washers u n t i l the minimum cleamnce
i s achieved. Remove the satellite and thrust washer making a note of the
position i n the housing.
3. Repeat 1 and 2 for each satellite gear, takin g careto f i t thecrosshead bush
(10) to support the shortsatellite spindles (5). F i t the dowzl p i n screws
temporarily t o locate the short satellite spindles.
4. F i t a l l the satellite gears and thrust washers.

5. Place the secondplanet wheel w i t h thrust wosher i n the crown wheel.
6. Locate the satellite housing i n recess i n the crown wheel and Fit the eight
screws. Take care the dowel screwsore f i t t e d i n the correct holes.
G m d u a l l y tighten the screws, checking the pinions rotate freely, to a
torque o f 11 .5 to 13 kgf.m (83 to 94 lbf.ft).

7. Check the minimum clearanceof thesecond planet wheel and this should be
0.1 mm. Change the thrust wosher to achievethis clearance.

.. .
6. 11sinn a n nii olln. 1njnr:t !enrhnu n i i into the c r ~ t e l l i t ehnoncinc-7 Iorhrirntinr,
a l l parts inside.
9. F i t the bearings on the satellite housing and crown wheel using a suitable
mandrel.
FB.12. - DIFFERENTIAL BEAR1NGS ADJUSTMENT

There are two methods b y which adjustments can b e made to the differential bearings.
The first rnethod uses a d i a l gauge to measure the thickness o f the adjusting washers,
which i s d i r e c t l y related to the bearing stress. Thesecond method measures the torque
re q uired to rotate the differential usinga spring balance.
Method 1
1 . Position the differential and bearings.
(a) Place the differential together w i t h bearings i n the end o f the gearbox
casing.
(b) Place the adjusting washer (1 3) and the distance washer (1 2), w i t h a
total thickness o f 7 mm, against the left- hand differential bearing.
(c) Secure the differential i n lace using clamps as necessary.
(d) Place a new papergasket o n the left- hand differential shaft housing,
SECTION FB Page 27
locote the drive shoft i n tlie planet wheelond a l i g n the screw holes.
F i t screws, toking core to f i t the correct lengths ondtighten.
(e) Ploce tlie gearbox costing on its left-hand side, supporting i t i n this
position.
(f) Ploce ogoinst the riglit-hond differential bearing the adjusting washer
(1 3) followed by tlie distonce washer (1 2) ond the distonce piece (1 l ) .
The total thickness (12) ond (1J) should not be less than 9 mm.
(g) Locate the right-liond differentiol drive siiaft i n the planet wheel and
a l i g r ~the screw holes. Without o gasket f i t t e d o n housing, f i t the
assembly i n position ond top l i g h t l y on the differentiol shaft.
(h) Remove the right-hand drive shoft, odjusting washen and distance
piece.
2. Adjust the pre-lood on the differentiol beorings.
NOTE: The bearings must be f i t t e d w i t h a specified pre-lood.

(0 Place gauge support TOOOT0614, f i t t e d w i t h d i a l govge TOOOT0615, o n the
collar of the right- hond drive shaft housing. A l l o w the probe of the
gauge to touch the bearing f o c e o f the housing. Bring the zero of the
movable dial o f the gouge i n l i n e w i t h the large needle. N o t e the
position of the needle.
Example: Large needle reading =0

Small needle reading =0
(b) Ploce the d i a l gauge and support o n the gearbox costingwith the probe
bearing on the distance piece. Take two measurements.
Example: Measurement A = 7.76 mm
Measurement B = 7.80mm
Average A and B = 7.76+7.80

-W-----
= 7.78 mm
2
(c) Add to the overage measurements t h e f o l l o w i n g items:
Thickness o f the seal = 0.1 0 mm
Stress on the bearing = 0.30 mm
Totol = 0.40 mm
Example: 7.78 + 0.40 = 8.18 mm

Select a n odjusting washer ond a distance washer w i t h a total thickness
nearest to the calculatedthickness. This would b e for the example

Page 28 SECTION FB
used 8.20 mm (the adiusting washer has a smaller inside diameter).
(d) Place the selected washers on the right-hand bearing, with the
adjusting washer next to the bearing. Fitthe distance piece and f i t
the right-hand drive shaft housing with a papergasket between the
mating surfaces.
IMPORTANT: The thicltness of the washers fitted against the left-hand
arid right-hand bearings corresponds to the setting o f

the bearing stress only.
To adjust the backlasti these washers rnust be redistributed to the left

and to the right, -
without
-- - the overoll thickness.
changing --
Example: Left-hand bearing washers = 7.00 mm

Right-hand bearing washers = 8,20 mm
OvemII thickness = 15.20mm
Method 2
1 . Fitt.irig the differential assembly.
(a) Place the differential, fitted with bearings, iri the end of the gearbox
casting.
(b) Secure the differential i n place using clamps as necessary.
.l\
(c) Place new paper gaskets on the left-hand and right-hand drive shafts
assemblies, together with any shims removed during dismantling.
Locate the drive shafts i n the planet wheel andalign the screw holes.
F i t screws, taking care to f i t the correct lengths and tighten.
2. Adjust the pre-load on the bearings.
NOTE: The bearings must be fitted with a specific pre-load. This can be
checked by measuring the torque required to turn the differential.
(a) To measure the torque f i x and wind a length of cord around the
differential satellite housing. Attach to the free end of the cord to

a spring balance so the satellite housing canbe rotuted when the
spring balance i s pulled.
(b) Take a reading from the balance when the satellite housing i s just
about to rotate. This reading should be withinthe followin g limits
SECTION FB Page 29
given for bearings which have previously been used and new bearings.
(i) Bearings previously used should be within 4 to 6 kg. If the
reading i s less than 4 kg, increase the thickness of the odiusting
washers. For readings inexcess of 6 kg reduce thethickness of
the adjusting washers.
(ii) New bearings should be within 6 t o 9 kg. If the reading i s less
than 6 kg, increase the thickness of the odiusting washers. For
readings in excess of 9 kg reduce the thickness of the adjusting

washers.
NOTE: An adjusting washer 0.10 mm thick corresponds approximately to a

bearing stress of: 0.250 kg for new bearings
0.500kg for used bearings
IMPORTANT: The thickness of the washers fitted against the left-hand and
right- hand bearings corresponds to the setting of the bearing
stress only.
To adjust the backlash these washers must be redistributed to the left and
right, without changing the overall thickness.
FB.13. - BACKLASH ADJUSTMENT

To check the backlash adjustment both drive shaft housings must be fitted.
1. Meast~rethe clearance between the crown vheel and pinion teeth i.e.
backlash.
(a) Fit a dial gauge T000T0615 to a support, fixed to the gearbox casting.
(b) Adjust the position of the dial gauge so that the measuring probe
touches the flank of a tooth at heel (outer edge of crown wheel) see
figure 10. This should be achieved somewhere near maximum diameter
of the crown wheel.
(c) Move the crown wheel to the extent of the backlash several times
and measure the difference on the dial gauge.

Page 30 SECTION TB
Fig . l 0 Measuring crown wheel backlash
0
(d) Reoeat the procedure on teeih a t about 90 , 180' arld 270' around
the crown wtieel troln tt\e t i r j t rneusurenlent. The difference between
any two nleasurements shouldrlat exceed 0.10 mm. If a readin g

exceeds this figure i t w i l l indicate the crown wheel i s running out ~f
true or i s badly fitted.
(e) Make a rmte o f the minimum clearance.

c 1. -1 -- -
L I I U I I I ~ I ~L B ~ U I U I I C ~ = m
U./J
-7-
mm
2. Adjust the backlash.

IMPORTANT: The clearance between the teeth i s adjusted b y redistributirlg
the adjusting washers against the left-hand and ri g ht-hand
bearings. Under no circumstances must the overall thickness
o f the washers b e altered, see DIFFERENTIAL BEAR1NGS
ADJUSTMENT .
(a) The clearance must be adjusted t o w i t h i n thelimits 0.16 mm arid
0.24 mm. A i m for a n average clearance o f 0.20 mm.
(b) Subtract this average clearance from the rninimum reading noted; for
the example given, this w i l l be:
0.73 - 0.20 = 0.53 mm

therefore, for this example the cleararlce must be reduced by 0.53 mm.
NOTE: Moving a 0.15 mm adjusting washer from orieside to the

other, w i l l change the clearance b y 0.1 0 mm.
SECTION F 6 Page 3 1
For the example thereforc, the thickness of the washers to be moved
(c) I n the example chosen, i t i s necessary tomove the crown wheel
towards the p i n i o n b y o distance o f 0 . 7 9 mm.
To achieve this, the thickness of the woshers against the right-hand
bearing should b e reduced to:
8.20 = 0.79 = 7.41 mm,

and the thickness o f the washers against the left- hand bearingshould
be increased b y the same amount.
7.00 + 0.79 = 7.79 mm
(d) Recheck the backlash measurement to v e r i f y thai the difference
between any two measurements, around the crown vrheel, does not
exceed 0.1 0 mm.
3. If backlash i s w i t h i n t h e tolerance, ossemble the differential assembly,

re p lace the Clutch Bellhousing and r e f i t Trarrimission IJnit.
SECTION J B Page 7
BRAKES
SECTION JB - ESPRIT S3 & TURBO: PRIOR TO '85 MODEL YEAR
This section i s a pp licable to cars up to and includin g 19% Model

Year which use solid broke discs and G i r l i n g calipers front and
rear.
Section --
Page
General Description
Front Brake Pad Replacement
Rear Bmke Pad Replacement
Hondbmke
Front Brake Caliper Overhaul
Rear Caliper Overhaul
Brake Discs
Master Cylinder
Servo Unit
Page 2 SECTION JB
GENERAL DESCRIPTION
The broking system coraists of a G i r l i n g Type 28 Supervac servo unit attached to

a tundem moster cylinder with a bore of 19.05mm (0.75 in.) operating type GA2,
calipers with 250mm (9.7 in.) diameter discs at the front, and type 9CH sliding
caliper with 275mm (10.82 in.) diameter discs a t the rear. The rear bmkes are
mounted inboard.
The separate fronijrear hydmulic circuits share a brake fluid reservoir fitted with
a low fluid level warning switch. This circuit, which operates a fascia t e l l tale
lamp, may be checked by depressing the test button on the reservoir cap.
The handbrake lever conneck via individual cables to each rear brake caliper,
and mechanicall y operates their hydmulic pistons. Each piston incorporates a
self adjusting mechanism whichopemtes on footbrake application to compensate
for brake pad wear.
JB. 1 - FRONT BRAKE PAD REPLACEMENT
Minimum pod thickness = 3rnm

Always change brake pads i n axle s e k .
WARNING: When both front wheels are mised, do NOT rnove the rood wheels
quickly from lock to lock, as this w i l l cause hydraulic pressure to
build up within the steering gear, which may cause the rubber
bellows to bunt or blow off.
2. Remove any accumulated road f i l t h from the area of the bmke p d .
3. Pull out the pad retaining pin clips (A), withdraw the retaining pim
(B) and remove the bmke pods with the shims (C). Note the position
of the dust shield (D) fitted over the bmke pods.
SECTION J B Page 3
4. To ermble the new pads to be fitted, push the pistons i n the caliperj
back i n t o the bores. This action w i l l cause hydmulic f l u i d to be
returned to the master c y linder, which i f i t has recentl y been topped-
t~p,may overflow. To avoid this, examine the f l u i d level and i f
necessary, remove a quantity of f l u i d BEFORE pushing the pistons back
i n t o the bares. D O NOT LJSE REMOVED FLUID FOR TOPPING-UP
PURPOSES.
5. F i t the new brake pods w i t h the shims taking care that both are f i t t e d
correctl y . The shims are marked w i t h on arrow which MUST point i n
the direction of forward rotation of the wheel. Replace the dust shield,
r e f i t the retoining pins and the locking clips.
6. Operate the brake pedal several times to bring the pads into correct
operating position. Check that the pads are free to move and that the
retoining pins are not fouling the pads.
7. Replace the road wheels, lower the vehicle to the ground, check the
brake f l u i d and top up i f necessary. Tighten the wheel nuts to the
specified torque lcadi ng .
CAUTION: The brakes w i l l not work o t f u l l efficiency u n t i l the new brake pads
have bedded-in. if, i n i t i a l l y , the brakes are used too heavily, the surface of
the pads w i l l burn and irregular braking result. lJse the brokes gently for the first
few miles and gradually b u i l d up brake effort.
JB. 2 - REAR BRAKE FAD REPLACEMENT
Minimum pad thickness = 3mrn
1. Remove the two self l o c k i n g screws securing the coliper body to the two
guide pins, whilst holdin g the guide pins stationory w i t h a spanner to
prevent damage to their dust covers.
2. Remove the caliper body and support to avoid straining the f l e x i b l e hose.
Remove the pads and clean the pad abutment areas taking care not to
damage the guide p i n or piston dusf c o v e n .
3. Before f i t t i n g new pads, the piston must be pushed back i n t o the

caliper and the handbrake auto-adjust mechanism reset. F i t a
0
screwdriver against the piston and turn the piston 45 to disengage
the adjuster ratchet. Press back the piston (take care that the f l u i d
reservoir does not overflow), and then turn the piston back 450 to
re-engage the ratchet.
page 4 SECTION J B
4. Fit new pads and domper spring i n t o the caliper brocket, and r e f i t
ttie caliper body, a l i g n i n g the slot i n the piston w i t h the l u g or1 the
brake pad buckplate.
5. F i t new self locking bolts to secure the coliper body to the guide
pins. F i t the top b o l t first, then compress the pad domper spring
ond fit the lower bolt. Torque tighten both bolts to 3.2 3.6 -
kgf .m. (23-26 l b f .ft .) .
6. Operate the footbrake several times to bring the pads to their correct
working position and to take up the hondbrake adjustment.
CAUTION: The brakes w i l l not work a t f u l l efficiency uritil ttie new broke
pads have bedded-in. If, i n i t i a l l y , the brakes ore used too heavily, the
surface of the pads w i l l burn and irregular braking result. Use the brakes
gently for the first few miles and gradually b u i l d up brake effort.
JB. 3 - HANDBRAKE
The handbrake lever connects to a n actuating l i n k which uses o compensator
..
lnvnr te hlllnncn the tnrrn nnnlinri tn onch hnorihmbo rnhin I nto rnrr mnxr
be f i t t e d w i t h a multiplier lever p i v o t i n g o n the hondbroke lever mouriting

plate, i n order to increase the leverage and reduce operator effort.
v,:, i.
Access to the hondbrake cable adjusters is mode v i o a n aperture i n the rear
end o f the s i l l trim panel, covered by carpet.
The cables should b e adjusted to obtain a vertical position of the compensator

*-he:: the hcndb:nke 1: cpp!led.
The c y linder end c o v e n o n the brake caliper assemblies, contain o handbrake

automatic adjustment mechanism to accommodate brake pad wear. Movement
of the coliper lever causes a cam to rotate ond exert o force v i a a pushrod and
adjuster mechanism, o n the caliper piston ond
The 'relaxed' position o f the piston i s

controlled by the piston seal i n the cylinder
wall, which pulls the piston back a specified
amount after each brake application. As the
brake pad wears, and the piston moves out-
wards accordingly, the ratchet teeth 'B' ore
pulled past the pawl 'A', so keeping the
handbrake mechanism i n constant adjustment.
SECTION JB Page 5
A small amount of lost motion i s permitted which prevenk over-adjustment,

and permik proper relaxation of the pads after each brake application.
I n order to press the piston back into its bore (necessary when Fitting new brake
pods) or to eject the piston from the cylinder (during caliper overhaul), the ratchet
.
mechanism must be disengaged To do this, rotote the pis ton 45O i n either direction.
Turn back to re-engage the mtchet, and align piston slot with the lug on the brake
pod backplate.
JB. 4 - FRONT BRAKE CALIPER OVERHAUL

Note: No attempt should be made to remove the bolk and s e p m t e the two halves
of the caliper body.
1. Disconnect the flexible hose from the caliper and remove coliper from
the vertical link. Dmin bmke fluid from the caliper,
2. Remove the bmke pods as i n JB.1 and pull off the piston dust covers.
\
3. Using rag to protect from bmke fluid spmy, and keeping fingers well
clear, use compressed air to eject the pistons from their cylinders.
i 4. Remove the sealing rings from the c ~ l i n d e nioking care not to damage
the bores or grooves.
5. Clean a l l p r i s thoroughly with G i r l i n g Cleaning Fluid or unused bmke

Fluid. Examine c y linder bores and piston for any sigw,of scoring, scuffing
,$ or corrosion. Replace the pistons or complete cali$?if there i s any doubt.
. ,.
6. Lubricate the cylinders and new sealing rings with clean brake fluid and
f i t the seals into their grooves.
7. Fit the pistons and dust covers.
8. Refit the calipers (see TDD for torque loading) and bmke pods (see .]B. 1).
9. Reconnect the flexible hose and bleed the hydrat~licsystem.
JB. 5 - R E A R CALIPER OVERHAUL

1. Disconnect the flexible hose and handbrake cable and remove the
.
brakepds (JB 2).
2. Pull the guide pin dust coven from the caliper bracket, and withdraw
the guide pim. lmpect guide p i m for any sigm of corrosion or seizing,
and replace with new pork i f i n any doubt. Note that the guide pin
with the bushing, i s ritted to the bottom (tmiling) end of the caliper and
the plain steel pin to the top (leading) end. Grease the guide pins and
check that they slide easily i n the caliper bracket. Locate the guide p i n
dust coven.
Page 6 SECnON JB
3. Turn the piston 45O to disengage the handbrake adjustment ratchet

mechanism, before using compressed a i r to eject the piston from the
c y linder. Use rag t o protect from brake f l u i d spray and keep fingers
w e l l clear.
4 The handbmke mechanism can be separated from the cylinder body

after releasing the three bolts on its cover plate.
IMPORTANT N o attenpt should be made to dismo~ltlethe auto-adjust
mechanism. If i t i s faulty, a com p lete new u n i t must be fitted.
5. Remove the sealing r i n g from the cylinder, and clear a l l ports w i t h

fresh bmke f l u i d . Examine cylinder bores and pistons for any sigm of
scoring, scuffing or corrosion and replace pistons or caliper i f i n any
doubt.
6. Lubricate a new piston seal w i t h clean broke f l u i d and f i t i n t o its

groove i n the cylinder w a l l .
7. Lubricate t h e piston, o r ~ df i t the durt cover onto the piston as shown.
.. U
. . . a . .
Offer the piston and dust cover assemblv to the cylinder w i t h the
U i ; t ~;IUII;"IU~~: UUIO uUjusrmenr (see j ~ ij.
.
Locate the l i p of the dust cover i n t o the cylinder groove and carefully
push the piston f u l l y home through the dust cover. Ersure the dust
cover i s not trapped between the piston and the bore and that the inner
l i p of the dust cover i s located i n the piston groove.
PISTON PISTON
PISTON SEAL n,, C T ,-.n,,rn
""L), U V V L I I
DUST COVER
8. Turn the piston 45' to engage the handbrake adjustment ratchet and
r e f i t the bmke pads and caliper to the car.
9. &connect h a d b m k e cable and f l e x i b l e hose and bleed bmke system.

OPERATE THE BRAKE PEDAL SEVERAL TIMES TO BRING THE PADS
TO THEIR CORRECT OPERATING POSITION.
SECTION JB Page 7
JB. 6 - BRAKE DISCS
Check the bmking surface on both sides of the bmke discs for scoring or corrosion.
Replace i f i n doubt.
Measure the disc thickness and run-out.
-
Front Rear
Thickness, nominal 12.7 mm (0.50 in.) 10.00 mm (0.39 in.)

Thickness, minimum 11 .4 mm (0.45 in.) 9.00 mm (0.35 in.)
Run-out maximum 0.09 mm(0.0035in.) 0.09 mm (0.0035in.)
If the run-out i s excessive, replace the disc.

NOTE: Ensure the front wheel bearings are correctly adjusted before measuring
front disc run-out .
JB. 7 - MASTER CYLINDER
-- -
To Overhaul
l. Dmin bmke fluid from the reservoir, disconnect the bmke pipes and
remove master c y linder assembly to a clean work area.
2. Remove the reservoir retaining pim, and carefull y pull the reservoir
from the master c y linder. Lever out the two seals.
3. Push the plunger down the c y linder and withdraw the secondary plunger
.
stop pin (9)
4. Remove the retaining circlip and withdmw the primary plunger assembly.
llse low pressure compressed air to eject the secondary plunger assembly.
5. Remove the secondary plunger spring, (22) seal retainer (17) recupemting
seal (1 8) and washer (1 9). Taking care not to damage the plunger, remove
the seal (20). Keep the plunger and its spring together at a l l times.
Page 8 SECTION JB
6. Remove the primary plunger spring (16), seal retainer (17) recuperating
seal (1 8) and washer (1 9). Slide off the vacuum seals (34) and spacers
(24) and (25). Keep ttie plunger and its spring together at 011 times.
7. Check that the breather hole at the rear underside of the cylinder i s
clear and wash with Girling Cleansing Fluid i f necessary.
8. The new parts supplied i n the overhaul k i t indicate which old parbare to
be discarded. Clean a l l remaining parts with Girling Cleaning Fluid,
or new brake fluid and examine the cylinder hnre m ~ t i r ~ t l o t t r l yIlnl~r;r;
.
. .
unmmeu, u compiere new unlr snouio oe rc rreo .
TO HELP PREVENT DAMAGE, IT IS ESSENTIAL THAT GENEROUS
AMOUNTS OF UNUSED GIRLING BRAKE FLUID ARE USED AT ALL
STAGES OF SEAL ASSEMBLY.
Fit secondary plunger seal (20) by squeezing between finger and thumb
to stretch over plunger l i p . Fit washer (19) recupemting seal (1 8) seal
retainer (1 7) and spring (22). Ensure seals are correctly fitted as shown.
10. Fit the primary piston washer, recupemting seal, seal retainer and spring
i n a similar manner.
11. Use the special BMS grease provided to lubricate the irside diomater of the
vacuum seals and spacers, and the corresponding outer surface of the primary
plunger.
IT I S VITAL THAT THE FOLLOWING INSTRUCTIONS ARE CARRIED OUT
PRECISELY OTHERWISE DAMAGE WILL ENSUE TO THE NEW SEALS WHEN
INSERTING THE PLUNGERS INTO THE CYLINDER BORE.
12. Clamp c y l i nder i n vice, and copiously lubricate c y linder bore and
secorldory plunger assembly witl.1 unused Girling Bmke Fluid. Offer
the plunger assembly to the cylinder until the recuperation seal i s
resting centrally i n the mouth of the bore. Ersuring the seal i s not
trapped whilst so doing, GENTLY introduce the plunger with a c i r c u l a ~
rocking rnotion as illustmted to ease the seal, then SLOWLY push the
?lunger down the bore i n one continuous movement.
13. Repeat this lubricating and fitting procedure exactly for the primary
plunger assembly.
14. Press the plunger down the bore to enable the secondary plunger stop
pin to be fitted as shown.
15. Whilst holdin g the plunger pressed in, f i t the thin vaccum seal s p c e r
into the end of the c y linder, followed by one vacuum seal ( l i p side
first), a thick spacer, the other seal and thick spacer, and retoin with
the circlip.
16. Lubricate new reservoir seals with brake fluid, and f i t into the cylinder.
Press the reservoir into position and f i t the reservoir retoining pins.
17. Use a new master cylinder/servo 'Q' ring, and refit the master cylinder
assembly to the servo, torque tightening the two nuts to 2 . l -
2.6 kgf. m
-
(15 19 Ibf. ft.).
18. Reconnect the brake pipes, refill the reservoir, and bleed the entire
system.
Page 10 SECTION JB
JB. 8 - BRAKE SERVO UNIT
The 'Supervac' bmke servo is, with the exception of the air filter and non return
valve, a non-servicable sealed unit which m a t be replaced i f found to be faulty.
The a i r filter (surrounds input push rod) should be replaced whenever the brake
system i s overhauled, a d cleaned or replaced more frequently i f the vehicle is
operated i n dusty conditiors. The filter is supplied together with the input dust
cover and servo/master cylinder '0' ring i n the servo 'service k i t ' A075J6033F.
The vacuum non-return valve is incorporated into the vacuum hose elbow connector
i n the front case of the servo unit. The valve is a push f i t into a grommet, and i s
supplied complete with new grommet. Use the grease supplied to lubricate the ribs
of the NRV before assembly.
As a quick check of servo operation proceed as follows:
With engine stopped, press the broke pedal severol times to exhaus t the servo unit
t
of vacuum. Keeping the pedal pressed (which should be 'hard' and 'hi g h ) start
.+h
., . . ,--Am1
&h-
W . '
..
- S
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. . + .. . .....-m
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- .. *. .. ., . - .%L-
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Page 7
BRAKES
SECTION JC - ESPRIT S3 B TURBO: 1985 MODEL YEAR ONWARDS

-
This section i s applicable to l985 Model Year Esprit variants which

use ventilated front disc brake assemblies similar to those used on
Excel models and Bendix Series 3 ACG rear disc brake assemblies.
Section Page
General Description 2
Front Brake Pad Replacement 2/3
Rear Brake Pad Replacement 3 to 5
Handbrake Adjustment 5/6
Front Cnliper Overhaul 6/7
Rear Caliper Overhaul 7/8
Brake Discs 8
Servo Unit 8
Moster Cylinder 9/10
Page 2 SECTION JC
-
G ENERAL DESCRIPTION
The bmking system comprises a Bendix 'Master Vac' serJo unit and tandem moster
c y linder operating single piston sliding calipers on each wheel with ventilated
front and solid rear discs. The seperote front/rear hydraulic circuits share a brake
fluid reservoir which incorpomtes a 'Nivocode' low fluid level warning switch.
This circuit, which opemtes a fascia tell- tale lamp, may be checked by
depressing the test button on the reservoir cap.
The tmndbmke lever connects via individual cables to each rear brake caliper,
and mechanicall y opemtes their hydmulic pistons via a self adjusting mechanism.
JC. 1 - FRONT BRAKE PAD REPLACEMENT
Pad thickness may be checked using the inspection hole i n the caliper.
Standard pad thickness - 10.5mm (0.41 in.)

Minimum pad thickness - 2 mm (0.08 in.)
I . m
I\'C-IIIVY'C-
.I
111c
,
UVII
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IUWW UI
P .,
tcoe
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i w u L U I I W I ~ I I U I I I UI J ~ I D , u r ~ u
bwlriq
up the caliper to allow access to the pods. The caliper may be supported
i n the mised position by inserting a bolt into the torque plate hole.
2. Slide out both bmke pads. Referring to the illustration remove each anti-
m t t l e ~ ~ r i n ~ / ~ plate/support
uide plate ONE AT A TIME, and replace with
the new item supplied with the new pad set.
NOTE: Pay s,mcial attention tn the cnrr.ect a.;semhiy nf nrlti-ratt!e sprins

arid pod guide plates to the caliper. Most of these are handed.
Note that the inner pad guide plate f o r m a solid abutment arld i s fitted to
the top (or thrust) end of the caliper, whilst the inner p d anti- mttle spring
is fitted to the lower end.
3. Fit the anti-squeal shim to the outer pod and insert into the caliper, ernuring
that the anti- mttle spring tongues are tucked into the brake pad backplate
slots.
Insert the inner pad into the caliper.
4. Lower the caliper cylinder, and secure with the lower slidin g pin bolt,
torque ti g htenin g to 1 .6 - 2.4 kgf. m. (12 - 17 lbf. ft).
NOTE: If new pads are fitted i t w i l l be necessary to push the piston

back into the caliper bore. T h i s action w i l l return fluid to the master
cylinder, which m y , i f i t has beer) topped up, overflow. Remove fluid
frorn the muster c y linder reservoir beforehand i f necessory .
5. Press the brake pedal several times to bring the pads to their correct running
position.
SECTION JC Page 3
Outer pad anti-rattle spring
P9d guide plate
Cuter pad anti-rottle spring
\
Outer pad anti-rattle spring
CAUTION The brakes will not work a t full efficiency until the new bralte pads
have bedded- in. If initially, the brakes a r e used too heavily, the surface of the
pads will burn and irregular braking result. LJse the brakes gently for the f i n t few
miles and gradually build up brake effort.
JC. 2 - REAR BRAKE PAD REPLACEMENT
\ \\
Page 4 SECTION JC
1 . Pull out the lockin g c l i p from both caliper retaining plates.
2 . Using a pin drift, drive out one retaining plate, ond then remove the other.
3 . Lift away the caliper, and support clear without stressing flexible hose
4. Remove the bmke pads and anti-rattle springs.
Before fitting new pods, i t i s necessary to retmct the caliper piston i n i t s

bore. To do this, use a a" drive ratchet i n the slot of the piston to screw
the piston clockwise down its handbrake adjuster mechanism. Take care
that the fluid reservoir does not overflow during this opemtion. When fully
retracted, screw out again until the slot i s pamllel with the two support wings,
and thegroove i s toward the bleed nipple side of the c y linder as shown.
nipple
Slot pamllel with

support wings
6. F i t the bmke pads, with their anti-rattle springs into the caliper bracket
7. Refit the caliper over the pads ensuring that the caliper wire springs are
located correctly, and slide i n both retaining plates. F i t the locking c l i p .
Correct Anti-Rattle Spring

Caliper
Page I
FUEL SYSTEM
SECTION LA - EXCEL & ESPRIT S3
Operation Page
General Description LA. 1 2

Installation of Revised Fuel
Filteration System LA.1A
Carburettor Theory of Operation LA.2
Float Level Checking LA. 3
Carburettor Balancing Procedure LA. 4
Carburettor Mounting LA.5
Page 2
V\ .l . - GENERAL DESCRIPTION
-.
Esprit Series 3
Two fuel tanks are fitted, one ahead of each rear wheel arch. A sepemte filler
neck with lockable cap i s provided for each tank, ond the two tanks are
interconnected by o balance pipe. A single sender unit for the fuel gauge i s
fitted into the top of the right hand tank.
Fuel is fed from the left hand tank to an electric fuel pump fitted beneath the left
hand front corner of the engine bay. From here fuel is pumped through a line
filter a t the left hand front of the engine bay, to o 'Flowlock' valve a t the right
hand side of the engine bay. The 'Flowlock' valve is a solenoid operated fuel line
valve designed to shut off the fuel supply to the engine except when the solenoid
i s energised by switching on the ignition. A plastic fuel pipe then carries fuel to the
carburettoon.
EXCEL
--
A s i n g l e f u e l tank i s f i t t e d between t h e r e a r wheel a r c h e s a t t h e f r o n t of
t h e b o o t a n d i s p r o v i d e d w i t h a f i l l e r n e c k and l o c k a b l e c a p o n t h e l e f t
h a n d s i d e . The f u e l g a u g e s e n d e r u n i t i s f i t t e d i n t o t h e t o p o f t h e t a n k .
On c a r s p r i o r t o mid ' 8 5 , f u e l i s d r a w n t h r o u g h a g a u z e f i l t e r i n c o r p o r a t e d
i n t o t h e b a n j o b o l t f u e l t a k e o f f , and t h r o u g h a ' F l o w l o c k ' v a l v e b e f o r e
r e a c h i n g t h e e l e c t r i c pump. B o t h pump a n d ' F l o w l o c k ' v a l v e a r e c o n t a i n e d
w i t h i n t h e s p a r e wheel w e l l a t t h e f r o n t of t h e b o o t F u e l i s t h e n pumped
t h r o u g h a p l a s t i c p i p e r u n n i n g t h r o u g h t h e c h a s s i s backbone and i n t o t h e
carburettors
E a r l y c a r s were f i t t e d w i t h a f i l t e r i n t h e f u e l p i p e t o c a r b " r e t t o r
a d a p t o r . T h i s was l a t e r r e p l a c e d by a f l o a t n e e d l e v a l v e f i l t e r w i t h i n
the carburettor.
From mid '85 o n w a r d s , a r e v i s e d f u e l f i l t e r a t i o n s y s t e m was f i t t e d
i n c o r p o r a t i n g a r e p l a c e a b l e p a p e r e l e m e n t f u e l f i l t e r . With t h i s s y s t e m
a c o a r s e r mesh f i l t e r ( 4 5 0 m i c r o n s ) i s u s e d o n t h e t a n k b a n j o b o l t ,
f r o m w h i c h f u e l f l o w s t o t h e f u e l pump. F u e l i s t h e n pumped t h r o u g h
a f i l t e r a t i o n u n i t mounted t o t h e r i g h t of t h e f u e l t a n k , t h e n t h r o u g h t h e
f l o w l o c k v a l v e and t o t h e c a r b u r e t t o r s
On e a r l i e r E x c e l m o d e l s , w h e r e a h i s t o r y o f p e r s i s t e n t f u e l s t a r v a t i o n
problems have been e x p e r i e n c e d , t h e r e v i s e d f u e l f i l t e r a t i o n system can
be i n s t a l l e d .
LA.1A. - INSTALLATION OF REVISED FUEL FILTERATION SYSTEM

PARTS Banjo B o l t / F i l t e r Assy . C084L018lF 1 off
REQUIRED: Crush Washer (Banjo / F i l t e r Assy . ) A075L6022F 2 off
Fuel Pipe - Tank t o Pump A089L0211F 1 off
kbel Pipe - Pump t o F i l t e r A089L0212F l off
Fuel F i l t e r Assy. A089L6012F l off
b e 1 Pipe - F j l t e r t o Flowlock A089L0213F 1 off
Set Screw M6 X 20 A075W1030F 2 off
Washer 6 X 20 X 2.5 A075W4016F 2 off
Nyloc Nut M6 A075W3009F 2 off
SECTION LA Page 2 A
1) Disconnect the battery
2) Remove f u e l tank board, boot floor and spare wheel
3 Take necessary precautions t o avoid f u e l s p i l l a g e , remove

bm jo bolt If i l t e r assembly and drain tank COMPLETELY. Discard
removed banjo bolt If i l t e r assy .
Use the i l l u s t r a t i o n a s a guide and f i t the new f u e l f i l t e r

assy. (A089L6012F) t o the body panel on t h e r i g h t hand s i d e
of the f u e l tank.
Remove the RH r e a r wheel f o r e a s i e r access.
Fuel F i l t e r Mounting
Page 2 B
Remove e x i s t i n g f u e l p i p e from tank t o flow lock and flowlock

t o pump and d i s c a r d .
Disconnect f u e l pipe from pump o u t l e t .
F i t new banjo b o l t / f i l t e r a s s y . (C084L0181F) using new crush
washers and new f u e l p i p e (AO89L0211F) from tank t o pump i n l e t
Torque t i g h t e n banjo b o l t l f i l t e r a s s y . t o 2.8 kgf?.m (20 l b f . f t . ) .
New Fuel Filter

Tank Filter
\
Spare Wheel Well / ' I ,Clip Tie Wrap

f \
Tank S U Pump Fuel Filter Flowlock

Fuel System Schematic Layout
6) F i t new f u e l pipe (A089M212F) from pump o u t l e t t o f i l t e r i n l e t

(rearmost connection).
Reverse t h e flowlock on i t s e x i s t i n g mounting ( d i r e c t i o n of
flow arrow towards e n g i n e ) and f i t new f u e l pipe (A089M213F)
from f i l t e r t o flowlock. C l i p l t i e wrap pipe a s shown.
Connect t h e e x i s t i n g ( f r o n t to rear) f u e l pipe t o t h e flowlock.
Route pipe i n a l o o p i n s i d e boot - do n o t push pipe forward through
grommet i n body.
When r e f i l l i n g t h e t a n k , s t r a i n t h e drained p e t r o l through a

f i n e mesh f i l t e r (e.g. l a d i e s s t o c k i n g o r t i g h t s ) t o avoid any
contaminated f u e l e n t e r i n g t h e tank.
ENSURE THAT ALL FUEL PIPE CONNECTIONS ARE SECURE AND THAT THERE
ARE NO FUEL LEAKS
R e f i t tank board, s p a r e wheel, boot f l o o r , RH r e a r wheel and

reconnect b a t t e r y .
SECTION LA Page 3
LA.2. - CARBURETTOR THEORY OF OPERATION
Carburettor Type - Standard Engines - Dellorto DHLA 45E

- 'H.C.' Engines - Dellorto DHLA 45D
Fuel Supply
Fuel from the union (1) passes through the filter (2) and reaches the needle valve
seat (18), where the needle valve (17) attached to the float (15), controls the
'i:
,-- ----
L_-......_.
fuel flow into the float chamber, thereby maintaining a constant level.
The float chamber i s vented to atmosphere (via the airbox) through the hole (4)
i n the chamber (3).
Starting
With the choke valve (8) opened fuel

metered through jet (14) passes into the
emulsion tube (13), where it mixes with
air from the channel (16), communicating
with the float chamber top through hole
(6). The mixture formed flows, through
holes (7),into the valve chamber (9),
further mixing with oir from the two
channels (5).
Page 4 SECTION LA
With the choke valve (8) partially closed, when a leaner mixture i s required,
mixbre flows into the valve chamber (9) through one of the two outlet ports (7),
further mixing with air from the two channels (5), which, i n this condition,
are partially closed.

With the choke valve (8) closed, communication between the main barrels and the
starting circuit is cut off as i s also communication between the two barrels by
meam of the dividing bushing (19).
-
Idling
Fuel coming from the float chamber, metered by the idle jets (21), mixes with the
air from the well (23) through channels (22); the mixture thus formed, through
channels (24) arrives to the adjustment screw (27) and then, metered, flows into
the main barrels (11 ) downstream the throttle valve (12).
Replacing the plug (26) with an adaptor connected to a suitable manometer i t
is to check, through channel (28) the pressure existing i n the barrels
(11) with the throttle valve (12) i n idling posit.ion and equalize the air flow
adjusting the bypass screw (25) which controls the hole (29).
SECTION LA Page 5
Progression
O n first opening the throttle volves (12),

that is when passing from idle to full
throttle, mixture arrives to barrels (1 1)
also through progression holes (32).
Acceleration
O n opening of throttle valves (12), lever (39) attached to spindle (38), by
means of the rod (40) and the spring (41) pushes the pump lever (43) which
acts directly on the diaphragm (44) held out by the spring (45).
Moving pf the diaphmgm (44) causes delivery of fuel to the main barrels (11
.L L .
...."--..
L
...- .--
,---..p " .-..-
l . L
\-,
- .*
W,.
....
1""
1rrn
\U,, .
O n closing of throttle valves (12), diaphmgm (44) returns to the original
position pushed by the spring (45) and dmws fresh fuel from the fuel well
(33) through the valve (35).
The pump injection quantity can be adjusted by nut (42).
Page 6 SECTION LA
Full Throttle
With the throttle valves (12) opened, fuel from the float chamber (46) metered
by the jek (47), enters the well (48) and mixes with oir metered by the air
corrector (49).
The mi2tvre thus formed, passes through the inner venturi (50) where it furtbr
mixes with air drown through the main barrel of the carburettor, flows into the
venturis (51) and then, through the main barrels (11) reaches the engine.
SECTiON LA Page 7
Power Jet Operation (H .C. engines only)
At high engine speeds, an additional amount of mixture flows through the needle jet (52),
upstream the inner venturi (50); mixture is composed of fuel drawn from the float
chamber through channel (56) and metered by the jet (55), mixed with air metered by
the calibrated passage (54) and drawn from the float chamber top (53).
SECTION KB Page 5
Page 8 SECTION LA
LA.3. ----
FLOAT LEVEL CHECKING
Remove the carburettor top complete with float assembly. Ersure the correct
weight of 8.59 i s indicated on the float, and that the float assembly pivots
freely on its pin. Hold the cover vertical with the float hanging downwards
and i n light contact with the needle.
Measure the dimension 'A' between float and gasket as shown i n the diagram,
for each float of the assembly, and i f necessary carefully bend the float arm
at 'B' to correct.
LA .4. - CARBURETTOR BALANCING PROCEDURE

1 . Erisure ignition timing is correct and the air filter and a l l trunking etc .
fitted.
2. Remove anti-tamper caps from idle C O adjustment screws and balancing
screws.
3. Replace vacuum topping screws with manometer adaptors TOOOT0496 and
connect to manometer T000T0499.
4. Fully close all balancing screws (do not 'graunch').
5. Set idle C O adjustment screws 6 X 4 turns open, and start engine.
6. With engine at normal rt~nningtemperature with ACIJ off and coolin g
fans on, adjust throttle stop screw bo give specified idle speed o f
850 to 950 rpm.
SECTION LA Page 9
7. Adjust throttle coupling screw to balance lower of mercury columns 1 and 2

with lower of mercury columns 3 and 4 t o within 3 mm.
8. Considering the front carburettors, gradually unscrew t h e a i r bleed balancing
screw of ONLY the carb. barrel with t h e highest mercury column, until i t is
balanced with the lower columr~to within 3 mm.
9. Carry out t h e same procedure for t h e rear carburettor, and if necessary re-
adjust t h e throttle couplirtg screw to balance all columns t o within 3 mm.
Ensure corract idle speed is maintained.
10. Correct exhaust gas armlyser t o t h e exhaust tailpipe and check C O reading.
Move a l l idle C O adiustment screws t h e same amount i n o r out 4 of a turn a t
a time t o bring C O level within t h e range 0 . 7 - 1.5%.
11 . Disconnect marmmeter and adaptors, and replace blanking screws. Fit new
anti tamper caps where necessary. Ensure all fuel pipe connections are
secure.
LA -5. - CARBURETTOR MOUNTING

The spocer plates ond '0' rings used at this joint act as insulators to absorb vibration
and prevent frothing of fuel in t h e float chambers. It is essential that t h e carburettor
mountings a r e not overtightened, as the '0' rings may be displaced with a resultant
a i r leak.
A uniform 1 mm g a p must b e maintained between carburettor and spocer plate, and
between spacer plate and manifold as shown.
Page 1
FUEL SYSTEM
SECTION LB - ESPRIT TURBO, DOWROW
Operation Pose
General Description
Carburettor Theory of Operation
Float Level Checking
Carburettor Balancing Procedure
Carburettor Mounting
Page 2 SECTION L 6
Key to Fuel System -[)iagmm
LH Fuel Tank Breather Hose 3.2 11 Insulator Strip

RH Fuel Tank 'P' Clip Fuel Filter Clamp
LH Tank Top Board Hose, Tank Crosso~e- Clamping Bolt
RH Tank Top Board Hose Clip Plain Washer
Bracket, Board to Bulkhead Crossover Pipe Nyloc Nut
Studplate, Bracket to Bulkhead Grommet, c/o Pipe Studplate, Filter Clamp
Washer Plate Granrnet, c/o Pipe Fuel Pipe, Filter to Bundy
Bracket, Board to Wheelarch Ring, Grommet Fix r g Clip, Fuel Pipe
Washer Plate Fuel Feed Banjo Fuel Bundy Pipe
Washer Plate Fuel Return Banjo Fuel Pipe, Bundy to P.R.V .
Foom, Tank Clamping Copper Washer, Ba ~ j o Fuei Pipe, Return
Sender Unit, Fuel Gauge Crush Washer, Banjr, 'P' Clip
Gasket, Sender Unit Banjo Bolt Grommet, Return Pipe
LH Filler Neck Fuel Pipe, Tank to P ~ m p Fuel Pressure Reguiating Valve
RH Filler Neck Clip, Fuel Pipe Screw, P.R.V. Fixing
Filler Cap Grommet, Fuel Pip: Spring Washer
Clamp Ring, Filler Neck Fuel Pump Fuel Pipe, P.R .V. to Rear Carb
Gasket, Clamp Ring Insulator Strip Fuel Pipe, P.R .V. to Front Carb
Hose, Filler to Tank Fuel Pump Clamp Adoptor, Fuel Pipe to Carb
Hase Clip Clamping Bolt Filter, Carb Inlet
Vent Hase, Tank to Neck Plain Washer Sealing Washer
Hme Clip Nyloc Nut Pressure Hose, P.R.V. to Banjo
Breather Hose, 260 mm Bolt, Clamp to Chaisis Banjo, Rear Carb
Anti-Surge Valve Washer Washer, Large
Breather Hme 200 mm Fuel Pipe, Pump to Filter Washer, Small 'p
Clip, Fuel Pipe Bolt, Banjo
Breather Hose 2 m
'T' Piece Fuel Filter Hose, Banjo to Diffuser g
CD
L
l
-
Page 4 SECTION LB
LB.l. - GENERAL DESCRIPTION

- - ---
Two fuel tanlc; ore fitted, one ahead of each rear wheelarch. A seperote filler
neck with lockable cap is provided for each tank, and the two tanks are
interconnected by a large bore balance pipe. A single sender unit f o r the
fuel gauge i s fitted into the top of the right hand tank.
Fuel is fed from the left hand tank to a high pressure turbine type fuel pump
capable of delivering 100 litres/hour. Fuel i s then fed through a canister filter,
also fitted beneath the left hand front corner of the engine bay, and then to the
f u e l pressure regulating volve mounted on the rear of the carburettor plenum
chamber.
A spring and diaphragm system i n the regulating valve, i s adjusted to set fuel
2
pressure to 3.5 lb/in during idle and light load conditions, but as inlet
boost pressure i s developed, a sensing pipe from the diffuser (via the rear carb.
cold start banjo) adds a boost pressure signal to the spring pressure to ensure that
2
fuel pressure i s maintained a t 3.5 lb/in above boost pressure.
Excess fuel si~ppliedto the regulating valve is returned via a port i n the bottom
of the valve to the right hand tank, whilst two sepemte pipes from the valve carry
fuel to the front and rear carburettors.
LB.2. - CARBURETTOR THEORY

- .OF -OPERATION
--- ---
-. .-
Carburettor Type - Dellorto DHlA 40H (2 off)
seat (18), where the needle valve (17), attached to the float (15), controls the
fuel flow into the float chamber, thereby maintaining a constant level.
The float chamber i s vented to the plenum cha~iiberthrough the hole (4) i n the
chamber (3).
SECTION LB Page 5
Starting
With the choke valve (8) opened, fuel' metered through jet (14), passes into the
emulsion tube (13), where i t mixes with air from the channel (16), comrnunicatirlg
with the float chamber top through hole (6).
The mixfure formed flows, through holes (7),into the valve chamber (9), further
mixing with air from the two channels (5).
From the valve chamber (9),
Page 6 SECTION L 6
With the choke valve (a) p r t i a l l y clmed, when o leaner mixture i s required,
mixture flows into the valve chamber (9) through one of the two outlet ports (7),
further mixing with air from the two channels (5), which, in this condition,
With the choke valve (8) closed, communication between the mcin barrels and the
starting circuit is cut off as is also communication between the two barrels by
means of the dividing bushing (1 9). .

Idling
Fuel coming from the float chomber, metered by the idle jets (21), mixes with the
air from the well (23) through channels (22); the mixture thus formed, through
channels (24) arrives to the adic~stmentscrew (27) and then, metered, flows into
the main barrels (11) downstream the throttle valve (12).
Replacing the plug (26) with an adaptor connected to a suitable manometer, it
is possible to check, through channel (28) the pressure existing i n the barrels
(11) with throttle valve (12) i n idling pmition and equalize the air flow adjvsting
the bypass screw (25) which controls the hole (29).

SECTION LB Page 7
Progression
O n fint opening the throttle valves (12),
that i s when pussing from idle to f u l l
throttle, mixture arrives to barrels (1 1 )
Acceleration
O n opening of throttle volves (12), lever (39) attached to spindle (38), by
means of the rod (40) and the spring (41) pushes the pumplever (43) which
acts directly on the diaphragm (44) held out by the spring (45).
Moving of the diaphragm (44) causes delivery of fuel to the main barrels (11)
through the respective valves (36) ond jets (37).
O n closing of throttle volves (12), diaphragm (44) returns to the original
(33) through the valve (35).

The ball w l v e (34) ensures that the pump circuit i s cut off when the turbo-
charger starts opemting .
The pump injection quantity can be changed by adjusting nut (42).
Page 8 SECTION L B
Full Throttle
With the throttle valves (12 opened, fuel from t h e float chamber (46)
metered by the jets (47), enters t h e well (48) ond mixes with oir metered
by t h e air corrector (49).
The mixture thus formed, passes through the inner venturi (50) where it further
mixes with a i r dmwn throt~ght h e main barrel of the carburettor, flows into the
veniuris (51) and then, through t h e main barrels (11) reaches the engine.
Page 9
LB .3. - FLOAT LEVEL CHECK1NG

--a--
Remove the carburettor top complete with float assembly. Ensure the correct
weight of 8.5 g i s indicated on the float, and that the float assembly pivots
freely on its pin. Hold the cover vertical with the float hanging downwards
and i n light conioct with the needle.
Measure the dimension 'A' between float and gasket as shown i n the diagram,
for each float of the assembly, and if necessary carefully bend the float arm
a t 'B' to correct.
LB .4. - CARBURETTOR BALANCING PROCEDURE

1 . Ensure ignition timing i s correct and the air filter and a l l trunking etc.
fitted.
2. Remove anti-tamper c a p f rom idle C O ad justment screws and balancing
screws.
3. Replace vacuum tapping screws with manometer adapton TO0010496 and correct
to manometer T0007'0499.
4. Fully close a l l balancing screws (do not graunch).
5. Set idle C O adjustment screws 6 X 4turn; open, and start engine.

6. With engine a t normal running temperature with ACU off and cooling
fans on, ad just throttle stop screw to give specified idle speed of 850 rpm.
7. Adjust throttle coupling screw to balance lower of mercury columns 1 and 2
w i t h lower of mercury columns 3 & 4, to within 3 mm.
Page 10 SECTION LB
8. Considering the front corburettor, gradually unscrew the air bleed
balancing screw of ONLY the carburettor barrel with the highest
mercury column, until i t i s balanced with the lower column to
within 3 mm.
9. Carry out the same procedure for the rear carburettor, and if necessary
re-adjust the throttle coupling screw to balance a l l columns to within 3 mm.
Ensure correct idle s p e d i s maintained.
10. Connect exhaust gas analyser to the inboard (Turbine) exhaust tailpipe
and note 'CO' and 'HC' readings. Screw down each idle C O adjustment
screw in turn until 'HC' reading starts to increase, then return (unscrew)
again by a turn. 'HC', as hexane, should normally be not more than 400ppm.
C O maximum is 1.0%. Maintain idle speed and manometer balance throughout.
11 . Disconnect manometer and adaptors and replace blanking screws. F i t new anfi-
tamper caps where necessary . Ensure a l l fuel pipe connections are secure.
LB.5.
- - - CARBURETTOR. MOUNTING
- ---.-W
The spucer plates and '0' rings used at this joint act as insulators to absorb
vibration and prevent frothin g of fuel i n the float chambers. It is essential that
the carburettor mountings are not overtightened, as the '0' rings may be displaced
with a resultant air leak.

A uniform 1 .5 - 2 . 0 mm gap must be maintained between corburettor and
spacer plate, and between spacer late and manifold as shown.
carb/spocer plate
= 1.5 - 2.0 mm + i- spacer plate/manifold
= 1 .5 - 2 .Q mm
Page 7
FUEL SYSTEM
SECTION LC - U .S .A.
- ESPRIT TURBO - CARBURE'ITOR
Opemtion Page
Geneml Description
Carburettor Theory of Operation
Fuel Control Pressure
Float Level Checking
Carburet.tor Balancing Procedure
Carburettor Mounfir~g
Key to Fuel System i ixgiom
-P
LH Fuel Tank 28. breather Hose 3.2 m Irsulator Strip

RH Fuel Tank 29. 'P' Clip Fuel Filter Clamp
LH Tank Top Board 30. flose, Tank Crossove~ Clamping Bolt
RH Tank Top Board 31. liose Clip
...
Plain Washer
Crocket, Board to Bulkhead 32. (Irossover Pipe Nyloc Nut
Studplate, Bracltek to Bulkhead 33. Grommet, c/o Pipe Studplate, Filter Clamp
Washer Plate 34. (;runmet, c j o Pipe Fuel Pipe, Filter to Bundy
Brocket, Boorcl to Wheelorch 35. F!ing, GrommetFixinj Clip, Fuel Pipe
Washer Plate 36. Fuel Feed Banjo Fuel Rundy Pipe
Wosher Plate 37. Fuel Return Banjo Fuel Pipe, Bundy to P.R.V.
Foam, Tank Clomping 38. Copper Washer, Buni ) Fuel Pipe, Return
Sender Unit, Fuel Gouge 39. Crush Washer, Banjo 'P' Clip
Gasltet, Sender Unit 40. E:anjo Bolt Grommet, Return Pipe
LH Filler Neck 41. Fuel Pipe, Tank to Pt ntp Fuel Pressure Reguiatiny Valve
RH Fiiler Neclc 42. Clip, Fuel Pipe Screw, P.R.V. Fixing
Filler Cap 43. Grommet, Fuel Pipe Spring Washer
Clamp Ring, Filler Neclc 44. Fuel Pump Fuel Pipe, P.R.V. to Rear Corb
Gasket, Clamp Ring 45. Insulator Strip Fuel Pipe, P.R.V. to Front Carb
Hose, Filler to Tank 46. Fuel Pump CIamp
Hose Ciip 47. Clamping Bolt
Vent Hose, Tank to Neck 4e. F.lain Washer
Hose Clip 49. Nyloc Nut
Breather Hose, 260 mm 50. Bolt, Clamp 1.0 Chms's
Anti-Surge Valve 51. Washer
Breather Hose 200 mm 52. Fuel Pipe, Pump to F:I,-er
Breather Hose 2 m 53. Cllip, Fuel Pipe
'T'Piece 54. Fuel Filter
LC .l- GENERAL DESCRIPTION
Two fuel tanks are fitted, one ahead of w c h rear wheelarch. A seprate filler neck
with lockable cap is provided for each tank, and the t w tanks are interconnected
by a large bore balance pipe. A single sender unit for the fuel gauge is fitted into
the top of the right hand tank.
Fuel i s fed from the left hand tank to a high pressure turbine type fuel pump capable
of delivering 100 fitres/hoi~r. Fuel is then fed through a canister filter also fitted
beneath the left hand front corner of the engine bay, and then to the fuel pressure
regulating volve mounted on the rear of the carburettor plenum chamber.
A spring and diaphragm system i n the regulating valve i s adjusted to set fuel
2
pressure to 4.0 - 4.5 lb/in under light load conditions, but OS inlet boost
pressure i s developed, a sensing pipe from the plenum chamber adds o boost
pressure signal to the spring pressure to ensure that fuel pressure is maintained
2
a t 4.0 - 4.5 lb/i n above boost pressure. However, a micro-switch mounted
on the front of the front carburettor and operated by the throttle lever i n i t s
fully closed position energises the fuel pressure soleroid, fitted beneath the
rear of the chamber. The signal to the fuel pressure regulator is then
switched to number one cylinder inlet manifold depression, thus reducing fuel
pressure to the carburettors ond mixture strength under closed throttle 'ovewn'
conditions.
Excess fuel supplied to the regulating valve is returned via a port i n the bottom
of the valve to the right hand tank, whilst two sepemte pipes from the valve,
cony fuel to the front and rear carburettors.
LC .2 - CARBURETTOR
-- - OF OPERATION
THEORY
Carburettor Type - Dellorto DHLA 45M (2 off)

Fuel Supply
seat (18), where the needle valve (171, attached to the float (15), controls the
fuel flow into the float chamber, thereby muintaining a constant level.
The float chamber i s vented to the plenum chamber through the hole (4) i n the
chamber (3).
SECTION LC page 5
Starting
With the choke valve (8) opened, fuel metered through jet (14), passes into the
emulsion tube (13), where it mixes with a i r from the channel (16), communicating
with the float chamber top through hole (6).
The mixture formed flows, through holes (7), into t h e valve chamber (9), further
mixing with a i r from the two channels (5).
From t h e valve chamber (9),
mixture is divided into the two
channels (10) which lead into
t h e main barrels (1 1 ) downstream
of the throttle valves (12).
Page 6 SECTION LC
W i t h the choke valve (8) partially closed, when a leaner mixture i s required,
mixture flows into the volve chamber (9) through one o f the two outlets pork (7),
further mixing w i t h air from the two channels (5), which, i n this condition,

With the choke valve (8j closed, communication between the main barrels and the
siurting circuit i s cut o f f as i s also communication between the two barrels b y
means o f the dividing bushing (19).
-
Idling
Fuel coming from the float chamber, metered by the idle jets (21), mixes w i t h the
a i r from the w e l l (23) throu g h channels (22) ; the mixture thus formed through
channels (24) arrives t o the adiustment screw (27) and then, metred, flows into
t.he main barrels (l l ) downstream the throttle valve (12).

Re p lacing the plug (26) w i t h a n adapior connected to a suitable manometer, i f
i s possible to check, throt~ghchannel (28) the pressure existing i n the barrels

(1 1) w i t h throttle valve (12) i n idling position and equalize the a i r flow adjust-
ing the bypass screw (25) which controls the hole (29).
The vacuum advance is connected through the calibmted hole (31) by the union (30)
Screw (20) adjusts opening o f the throttle valves a t i d l e .
SECH/ON 6.C Page 7
Progression
O n fint opening the throttle valves (12),
that i s when passing from idle to full
throttle, mixture arrives to barrels (11)
Acceleration
O n opening of throttle valves (12), lever (39) attached to spindle (38), by meam
of the rod (30)ond the spring (41) pushes the pump lever (43) which a c k directl y
on the diaphragm (44) held out by the spring (45).
Moving of the diaphmgm (44) causes delivery of fuel to the main barrels (11)
through the respective valves (36) and jets (37)
O n closing ofthrottle valves (12), diaphragm (44) returns to the original position
pushed by the spring (45) and draws tresh tuel trom the tuel well through the
valve (35).
The ball valve (34) ensures that the pump circuit i s cut off when the turbocharger
stark operating.
The clearance between pump diaphragm arid lever can be adjusted by nut
PV4
Page 8 SECTION kC
Whereas on Domestic/RoW Turbo and 912 engine carburettor; the volume of

fuel delivered by the accelemtor pump is adjusted by n t ~ t(42), on Fedeml
Tttrbo DHL4 45M carburettors, the volume delivered is fixed, but the point
of delivery commencement is adjustable. The correct setting is such that
with the throttle closed, there is a clearonce of 0.6 + 0.lmm between the
-
end of the PtJmP lever and the diophmgm plunger.
Full Throttle
With the throttle valves (12) opened, fuel from the float chamber (46)metered by
the jets (47), enters the well (48) and mixes with air metered by the air corrector (49).
The mixture thus formed, passes through the inner ventvri (50) where i t further mixes
with air dmwn through the main barrel of the carburettor, flows into the venturis (51)
and then, through the main barrels (l l ) reaches the engine.
Power Jet Operation
-
At high engine speeds, an additional amount of mixture flows through the needle jet (52
upstrwm the inner venturi (50); mixture is composed of fuel dmwn from the float
chamber through channel (56) and metered by the i e t (S), mixed with air metered by
the calibrated passage (54) and drown from the float chamber top (53).
Page 10 SECTION LC
LC.3 - FUEL CONTROL PRESSURE
1 . Connect fuel pressure test gouge as shown below.
UEL SUPPLY TO IAR@IRETTORS
FUEL PRESSURE ADJUSTMENT SCREW
FUEL PRESSURE
REGULATOR
PLY
FRESSIIRE
TESTGAUGE KIT
LOTUS PART NO TOOT0500
Switch o n i g n i t i o n and check fuel pressure = 4.0-4.5 p.s.i. If outside specification,

remove anti-tamper plug from fuel pressure regulator adjustment screw, and adjust OS
necessary.
If the pressure reading i s too high, and connot. readily be adjusted to specification, a
restriction i n the return I ine i s indicated. Rectify as necessary.
If the pressure reading i s too low, and cannot readily be adjusted to specification, a
restriction i n the supply line, or faulty fuel pump i s indicoted.
Check for o n unrestricted supply to the fuel pump, and far fuel f i l t e r restriction.
Test fuel pump
2. Start engine and a l l o w to reach normal running tempemture.
Check fuel pressure a t the r$gulator. This should be lower thon 3.5 p.si. a t i d l e
I.
(950 - 50 rpm). If above specification, check that the micro- switch o n the front
of the front carburettor is activated. If not, rotote theswitch down towards the
lever u n t i l switch contact is made.
Page l d
View from front
If switch adjustment i s carried out, open throttle to 2500 rpm and then return
throttle to idle position. Check that when engine speed i s above 1800 rpm, the
micro-switch is deactivated allowing fuel pressure to increase to 4.0 - 5.0 p.s.i.
Repeat this test and check that pressure differences oremaintained. Adjust switch
position i f necessory but always ensure that idle pressure requirements are met.
If switch contact i s made a t idle, but fuel pressure remairis above 3.5 p.s.i, check
[..-I
turt
-----..-- ---.. I.& --.-
psaausr isyutuxu~aumrvtu,u
1--..:J -! 1. -- A...:-:--
p~ysvrutr\u61u wlteriy
C... I--#
iul I-nuys
-..A
uz
r:. .-
ur~~ur~iisctturt.
I f no fault is found, replace fuel pressure regulator solenoid valve.
LC .4 - FLOAT LEVEL CHECKING

Remove the carburettor top complete with float assembly. Ensure the correct weight
o f 8.5 g is indicated on the float, and that the float assembly pivots freely on its pin.
Hold the cover vertical with the float hanging downwards and i n light contact with the
needle.
Measure the dimension 'A' between flaat

and gasket as shown i n the diagram, for
each float of the assembly, and if

necessary carefully bend float arm a t
'B' to correct.
Page 72 SECTION LC
LC .5 - -- -
CARBURETTOR BALANCING PROCEDURE
W
l . Ensure ignition timing i s correct and the air filter and a l l trunking etc, fitted.
2. Remove anti-tamper caps from idle C O odjustment screws, air bleed balancing
screws, and throttle couplin g screws.
VACUUM TAPPING SCREW
FRONT
OF
VEHICLE
'L
FRONT
CARBURETTOR
Replace vacuum tapping screws with manometer adaptors TOOOT0496 and connect
to manometer TOOOT0499. F i t exhaust probe to exhaust outlet pipe of
turbocharger and connect to CO/HC analyser (e.g. Sun EPA 75 or equivalent).

Fully close a l l balancing screws (do not 'gmunch').
Set idle C O odjustrnent screws 6 X 4 turns open, and start engine.
With engine at normal running temperature with AClJ off and cooling fans
i
on, adjust throttle stop screw to give specified idle speed of 950 - 50 rpm.
Adjust throttle coupling to balance lower of mercury columns 1 and 2 with

lowerof mercury columns 3 and 4 to within 3 mm, ensuring that the two
cou p lin g screws securely clamp ogainst the throttle lever.
Considering the front carburettor, gradually unscrew the air bleed balancing
screw of ONLY the carburettor barrel with the highest mercury column,
until i t i s balanced with the lower column to within 3 mm.
Carry out the same procedure for the rear carburettor, and i f necessary
re-adjust the throttle coupling to balance a l l columns to within 3 mm.
Ensure correct idle speed i s maintained.
Page 73
10. Switch analyser to sample mode and check readings.
.-Note: Do not touch idle adjustment screws until C O reading has stabilised.
C 0 reading should be between 0.2 - 1 .2%. If higher or lower levels are found,
move each mixture screw of a turn i n or out as the reading dictates. Check the
C O reading and repeat procedure until correct specification is achieved. A
balance between CO and HC i s required, and the Hexane level should be
below 550 ppm for a 'new' engine and below 350 ppm for a 'run-in' engine.
11 . Disconnect manometer and adaptors, and replace blanking screws. Fit new
anti-tamper caps where necessary. Ersure a l l fuel pipe connectiora are
secure. Disconnect exhaust sample probe, and refit blanking plug securely.
LC .6 - CARBURETTOR
-- MOUNT1NG
--. .-
The spacer plates and '0' rings used at this joint act as insulators to absorb vibration
and prevent frothing of fuel in the float chambers. I t is essential that the carburettor
mountings are not overtightened, as the '0' rings may be displaced with a resultar~t
air leak.
A uniform gap must be maintained between carburettor and spacer plate, a d between
spacer plate and manifold m shown.
spacer plate/manifold
- 1.9 mm (0.075")
Page I
FUEL SYSTEM-.
Operation Page
-
General Description 2 to 5
Fuel Injection System Description 5
Fuel Feed accumulator, filter) 5 to 7
Mixture Control Unit 7 to l 1
Fuel lnjecton 12
Mixture Adaptation 13
Cold Start Injector 13
Thermal Time Switch 14
Auxiliar y A i r Valve 14/15
Warm Up Regulator 15
High Altitude Compensation 16
Exhoust Emission Control 16
Lambda Sensor 17
Frequency Valve 17/18
Electronic Control Unit 1 8/19
F I I P ~nv-F.a<~v"i\,l~ 1n
."
Vacuum Operated Engine Management Devices

Air Cond. Idle Up Solenoid
Evaporative Loss System
Engine Warm Up Summary
Fuel System Precautions
Engine Management Sptem Check/Set Up Procedure
Fcu!t CI;cgnG;;
Torque Settings, Fuel Injection
Ignition Box Component Location
Wiring Diagram Sctlematics, Fuel lniection
Electrical Component, Function & ~ a ' u l Diagnosis
t
FUEL INJECTION COMPONENT F -LlNCTlON
1 . Mixture Control Unit Comprises of the Air Flow Semor and

Fuel Distributor. (LD .4)
- Enrichment Module Supplies sign01 t o E.C.U.
13A. Fuel
( s ~richment)at engine speeds over 3250 rpm (LD.15)
2. Air FIow SensorMeasures a i r FIow into t h e engine and move; 14. I , C . U . Idle Up Soienoid Maintaim idle speed when a i r
fuel distributor control valve accordingly. --
t cnditioning is operating. (LD.19)
3. Fuel Distributor Comprises: 15. -1:rgine
- Overspeed/Fuel Pump Foilure Module Limits normal max .
i ) Primary Pressure Regulator t o control pressure of fuel rpm to 7,000 reducing t o 2,800 if o n e fuel pump fails (LD.3)
delivered by pumps.
ii) G n t r o l valve t o regulate fuel delivered to injectors 16. -I -L e l By-Pass Vaive Allows a i r to by-pas Airflow Sensor, thm
dependent o n a i r flow. :butting off fuel supply, on closed throttle engine overun
iii) Four Distributor Differential Valves to maintain constant t:c8nditions (LD .16)
pressure drop across e a c h c o n ~ o vaive
l slit. 18. Iglition Solenoid Operates Throttle Jacking Capsule a t water
--
t 2 nperatures below 600C (increased idle speed). (LD.18)
4. Electronic Control Unit (E .C .U .) Controls Frequency Valv,=
cycle rote. (LD .15) 19. i)/erboost
- Switch Cuts out Fuel pumps if overboost is detected (LD.3)
5. Warm Up Regulotor Enrichem air/fuel mtio during engine -"k~rottle
- Position SwitchSwitches a signol t o the electronic control
warm up. Compensates for high altitude conditiom. (LD.10) rlit and engine management s p t e m at idle, off idle to 30' throttle,
t
u r d over30° throttle opening. (LD.15,16)
6. High Temperature Switchswitches lgnition Solenoid of watt:r
temperatures below 700 C (increased ignition a d v a n c e j (LD .I 8) -' r-, w Tempemfure Switch makes o n fall below 2 5 ' ~oil temp. and
:w.itches E.C.U. for cold enrichment. Breaks o n rise @ 35 C(LD.15)
7. Auxiliar y Air Valve Supplies e x t m a i r ( and fuel) to cold
engine to improve driveability and idling (LC .9) "tiermal Time Switch Regulates cold start injection time dependent
.-
c,rlwater temperature. (LD .8)
..c- mbda Sensor Serses oxygen content in exhaust for Frequenc y

'hzlve. (LD.13)
9. Frequency Valve Amends mixture strength dependent o n e>:haust
oxygen content to reduce harmful emissions. (LD.14) /:(re1 Injector O n e in each manifold port, continuousl y inject fuel
.-
tupplied by distributor. Surrounded by a i r stream. (LD .5)
10,' Fuel Pumps Feed fuel from the tanks to the fuel distributor
l ? . ILD.3) . rl~ermal
- lgnition Valve Increases ignition advance at water
emperaiure below 5 3 O C (cold driveability). (LD . l 8)
1.2. Fuel Filter Protects system from impurities. (LD .3)
.
rltrottle
- Jacking Capsule Increases cold engine idle speed (LD.18)
1 3 . Fuel Accumulator h i n t a i m fuei system pressure after engine
switch off to oid re-starting. (LC.3) . 331d
- Start Injector Supplies cold engine with extm fuel for short
r:riod whilst cmnking t o aid starting. (LD .7)
INJECTOR
FUEL SYSTEM - SCHEMATIC DIAGRAM

Page 5
LD . 1. - GENERAL DESCRIPTION
Two fuel tanks are fitted, one ahead of each rear wheelarch. A seplrate filler
neck with lockable cap i s provided for each tank, and the two tunks are inter-
connected by a large bore bulance pipe. A single sender unit for the fuel gauge
i s fitted into the top of the RH tunk.
Fuel i s fed from the RH tank through an integral strainer to the fuel pump; and
injection system, with excess fuel being returned into the top of the RH tank.
Filling of the fuel tanksis best achieved by twisting the pump nozzle 45' to allow
i t to be inserted fully around the bend i n the filler neck .
LD. 2. .- FUEL INJECTION SYSTEM DESCRIPTION
Lotus fuel injection engines use o Bosch K-Jetronic system to provide an optimum
air-fuel mixture under a l l operaling conditiom. The system i s based on the principle
of continuous injection of fuel into the intake p r t of each cylinder, and derives i t s
designation 'K'from the German word for 'continuow'. The fuel injection may be
- .-
- .+- --omta
--:A V -. . - .mnrhnntmll\,
V .... . . .. . ., , w;th the qttnntit;r of f ~ ~ delivered
al beincj reoulated by
the amount ot air drawn i n by the engine.
The basic system i s regulated to provide the correct airlfuel m t i o for normal running
conditions, and full power running. Various supplementary devices are used to modify
this m t i o to achieve efficient overall performance when cold, decelerating, starting,
idling, operation at high altitude etc.
An oxygen sensor i n the exhaust system is used to determine the mixture strength
being supplied to the engine, andan electronic control unit makes corrections
occordirigly .
LD. 3. - FUEL FEED
The fuel feed system comprises the fuel pump, fuel accumulator, and fuel filter. All
these components are fitted at the RH front underside of the engine bay.
Fuel Pumps Two fuel pump;, co~nectedi n series, draw fuel from the RH petrol
tunk and supply i t via the fuel accumulator and filter to the fuel distributor.
Both pumps are fitted with non-return valves i n their outlet corinections,
5 Electric Fuel Pump
1 . Fuel Intake
Excess Pressure Valve

Roller-Cell Pump
Electric Motor Armature

Non-Return Valve
Fuel Outlet
Page 6 SECTION 1.D
The pumps are permanent magnet electric motor roller- cell type, wherein the fuel
flows post the motor itself t o a roller c e l l pump chamber. A motor driven disc mounted
eccentrically i n this chamber, uses rollers contained i n slots around ik circumference and
thrown olJt b y centrifugal force against the w a l l of the eccentric chamber, to tmnsfer
fuel from the motor side o f the chamber into the fuel feed pipeline.
I
2
/
3 4
I -Roller-Cell Pump
3. Roller
1 . Fuel Intake 4. Pump Housing

2. Rotor Disc 5. Fuel Outlet
'The lack o f a n ignitable air/fuel mixture i n the pump prevents any explosion. The pump,
operate whilst the engine is cmnking or running, but do not operate i n the stalled engine
condition. The combined output o f both p u m p i s more than the maximum requirement o f
the engine, excess fuel being returned to the tank v i o the primary pressure.regulator. I n
order to protect the engine from damage i f one pump fails, the engine overspeed/fuel
pump failure module senses the failure and limits maximum engine speed to approx. 2,800
rpm by cutting out the remaining pump when this speed i s reached.
The fuel pumps are also c u t out i f the Overboost Switch senses too great a boost
pressure a t the i n l e t manifold cold start a i r r a i l (i.e. exhaust wastegate foilure ).
Fuel Accumulator The fuel accumulator i s fitted between the fuel p u m p and fuel
f i l t e r and i s designed to maintain fuel pressure i n the system after the engine has
been switched o f f i n order to a i d re-starting and prevent vapour locks forming.
The accumulator also serves to deoden
any noise arising from pulsations i n the
fuel l i n e . The accumulator consists of
a fuel storage chamber and spring
loaded diaphragm.
Diagram A shows the storage chamber
empty and the diaphragm pushed by its
spring against the divider plate.
1 . Spring Chamber 5. Storage

2. Spring Chamber
3. Stop (full) 6 . Baffle
4. Diaphragm 7. File1 Entry
8. Fuel Exit
SEC TjON L D Page! 7
When the fuel pump ore ~ n n i n g ,the pressure of fuel pushes the diaphragm back against
its spring until the stomge chamber i s filled as i n diagram B.
When the pump; are switched off, the non-return valve fitted i n the outlet of the second
pump, prevents fuel returning to the tank, through the pumps, and the fuel distributor
primary pressure regulator shuts off the fuel return pipeline.
The acctrrnulator spring then maintains a rest uressure i n the system for sufficient time
ro a ~ a
nor re-swrr .
Fuel Filter The fuel filter i s fitted between the fuel accumulator and fuel distributor.
b u e to the extremely close tolerances of the iniection equipment, a special fine filter
i s fitted to protect the system from impurities i n the fuel.
The filter comish of a sealed cannister containing a puper filter element backed up by
a l i n t o r fluff filter, and a restmining strainer.
Fuel Filter
1 . Paper Element
'>
2. Lint or Fluff Filter
3. Strainer
It i s most important that the filter i s fitted with the arrow stamped on the body pointing
i n the direction of fuel flow. The connectiora are arranged to permit only the correct
fitment.
LD. 4. - MIXTURE CONTROL UNIT
The Mixture control unit i s the heart of the fuel injection system, and comprises an
air flow sensor and fuel dishibutor.
The air flow sensor i s fitted between the air filter and turbocharger, and senses the
amount of air being drawn into the engine. This measurement i s used to move a control
valve i n the fuel distributor which regulates fuel delivery to the injectors.
Page Q SECTION L 5
Air Flow Sensor The air flow sensor consists of a sensor plate moitnted on a counterbalanced
lever, operat.ing the fuel distributor control valve.
The sensor plate i s positioned i n an a i r funnel and operates on the sttspended body
principle such that the greater the quantity of air drawn i n by the engine, the greater
the sensor plate movement.
-
he funnel i s specially shaped to provide the necessary
sensor plate movement and fuel delivery characteristics.
Buffer File! Control Valve

/
Sensor Plate
Funnel
To Engine Screw
I n order to prevent damage to the sensor i n case of pressure shocks i n the intake system
(bockfiring) etc.) provision i s made for the sensor to swing upward and open a relief
cross-section i n the funnel before being restrained by a buffer. The rest position of
the semor i s controlled by a preset spring pin.
The screw setting the fuel control valve operating arm i s preset and requires no adjustment
under normal operating conditiom .
Fuel Distributor The fuel distributor comprises:
i) Primary Pressure Regulator (System Pressure)
ii) Fuel Control Valve
iii) Four Distributor Differential Valves
i) Primary Pressure Regulator

The primary pressure regulator i s incorporated into the body of the fuel
distributor and takes the form of a spring loaded plt~nger.
Fuel i s delivered by the pumps into the fuel distributor and exerts o force on
the pressure regulator valve which i s colibroted to maintain a primary fuel
pressure of 6 .aBor with excess fuel being returned to the tonk.
A - Engine Stopped B - Engine Running

.
1 Primary Pressure Input 4. Plunger
2. Seal 5 . Regulator Spring
3. Return to Tank
SECTION LD Page 73
LD. 6 - MIXTURE ADAPTATION
The system so far described provides a fuel/ air mixture suitable for normal running.
Various supplementary devices are required i n order to odapt the mixture strength
for differin g climatic, transient and emissiatls related conditions. These componenb
include those providing enriched mixture strength for cold starting and running,
fuel cut- off on overun, and adjustment of mixture to achieve minimal harmful
ernissiom.
L W . 7 - COLD START INJECTOR

-
When starting a cold engine, the cranking speed induces very low a i r flow w i t h
resulting low fuel deliver y to the i n j e c t o n . The odditionol fuel necessary for
cold starting i s supplied b y the cold start injector only a t cranking, and for a
maximum duration of between 0.1 and 8.0 seconds dependant o n coolant temperature.
Auxiliary
Cold Start Injector A i r Valve
Fuel Injector
I
Cold Start
Alr Supply
The single cold start injector i s f i t t e d i n t o an a i r r o i l running alorlgside the fuel

injector a i r stream r a i l on the i n l e t manifold. Connecting passages join this a i r
rail w i t h each intake tract. A hose from the auxiliary a i r valve allows a flow of
a i r to be drawn around the cold start injector o n engine cranking t o finely atomise
the fuel sprayed from its nozzle.
The cold start injector i s a solenoid valve supplied w i t h fuel a t primary pressure
from the fuel distributor, and i s opened b y a current supplied via, and for a time
period governed by the thermal tirne switch.
SECTION LB
When the engine is stopped, the fuel pumps are switched o f f and the pressure
drop; below injector opening pressure. The primary pressure regulator then
seats f u l l y under the action o f i t s spring, and prevents further pressure
reduction i n the primary system.
ii) Fuel Control Valve

The fuel control valve i s located centrally i n the fuel distributor, and controls
the fuel delivery to the injecton relative t o the air flow sensor position.
The control valve slides inside a barrel into which i s fed fuel a t p r i m r y
pressure. The fuel then flaws through 4 metering s l i t s to the distributor
differential valves and then to the fuel injecton. As the air flow sensor i s
deflected further b y a n increasing airflow, so the control valve i s raised i n
its barrel, progressively opening a larger proportion of the metering slits, and
increasing fuel flow to the injectors..
Engine Stopped Part Load Full Load
l Control pressure
2 Control plunger
3 Metering sllt in the
harrel
4 Control edge
5 Fuel tntake - 6
6 Barrel wlth rneterlng
The Lotus fuel distributor has metering s l i t s w i t h two different widths, the smaller,
stondard section for light and part load running and the larger width for mid to f u l l
power running.
Page 70 SECTION LD
Control Pressure In order to damp any tendency of the control valve and air flow
sensor to osillate, and to provide a means whereby the movement of the control valve
relative to the airflow may be varied to suit different operation conditions, a 'control
pressure' i s arranged to act on the top of the control valve and oppose the force applied
to i t by the airflow sensor.
Control Pressure Force

Damping Restriction
To Warm LJp Regulator
Control Pressure Take
Off Orifice
Fuel at Primary Pressure
Force from AirFlow Sensor
A small bore fuke off from the primary pressure supply directs fuel at a reduced pressure
into the top of the fuel control valve c y linder. This 'control pressure' i s regulated by
the warm up regulator (see later) which reduce the control pressure when the engine
i s cold. This redt~cedforce above the control valve, allows the airflow sensor and control
valve to move a greater distance for a given airflow, and exposea greater proportion of
the metering slits. More fuel then flows to the injectors to achieve a richer cold running
mixture.
The warm up regulator achieves this control pressure regulation by allowing a proportion
of the fuel to return to the tank, but i n order to maintain control pressure after engine
switch off, and to aid re--start, the return line from the warm up regulator i s fitted with
a shot off valve which closes when the engine is stopped.
A
Primary Pressure Regulator With
Control Pressure Shut Off Valve
A - Engine Stopped
B - Engine Running
1. Primary Pressure
2. Return to Tank
3. PIUnger
4. Shut Off Valve
5. Control Pressure
This shut off valve i s incorpomted into the primary pressure regulatorsuch that i t i s
held open agaimt spring pressure only whilst the primary pressure regulator i s operating
.
( i .e engine running).
SECTION LD Page 1 1
Valves One distributor differential valve for each engine

- -
Distributor Differential
c y linder i s incorporated i n the fuel distributor to maintain a comtant pressure drop
across the metering slits regardless of their opening. This i s necessary i n order to
ensure that the fuel flow to the injectors i s dependant only on the length o f metering
s l i t exposed, and also i s not affected by any variation i n primary pressure.
The valves are mounted i n 4 cavities i m i d e the fuel distributor. Each cavity i s divided
i n t o upper and lower chambers by a steel diaphragm. A l l the lower chambers are
interconnected by a r i n g main and are supplied w i t h fuel a t primary pressure from the
p u m p . The upper chambers are isolated from each other and each i s connected individuall y
to one o f the metering slits. Each diaphragm i s spring loaded downwards away from a f l a t
seat valve leading to one of the fuel injectors.
Fuel Intake a t
Primary Pressure
Upper Chamber
To Fuel lniector
r .,.+-.,I VOI,,~
Metering S l i t
Helical Spring
Steel Diaphragm
Lower Chamber
LOW HIGH
FUEL FUEL
DELIVERY DELIVERY
As the metering s l i t i s opened, and the upper chamber pressure tends to increase, the
diaphragm i s pushed downwards increasing the f l a t seat valve opening to the iriiector
l i n e such that the upper chamber pressure remaim a t 0.1 bar below that o f the lower
chamber. This pressure differential i s set by the h e l i c a l spring. Hence, during
operation, the diaphragm i s held i n equilibrium by the force o f the primary fuel pressure
o n the underside, and by the upper chamber pressure plus the spring pressure o n the
topside
Page 72 SECTION LD
LD. 5 . - FUEL INJECTORS

The fuel injectors are fif+ed into the inlet manifold, and continuously inject fuel
into the intake parts whilst the engine i s running.
The injectors kave no metering function but open at a specified pressure and inject the
fuel allocated to them by the fuel distributor.
The injector nozzles are fitted with a valve needle which vibrates at high frequency
as the fuel flow pressure lifts the valve on and off i t s seat, producing a finely atomised
SP'QY
Fuel atomisation i s further aided, especiall y ot low engine speeds, by an oir str.eam
flowing around the injector This a i r stream i s supplied via a passageway running across
the top of the inlet manifold, and a hose connecting with the intake plenum.
When the engine inlet valves are closed, the air/fuel vapour cloud formed, i s stored i n
the intoke port, to be drawn into the cylinder when the inlet valves open again.
When the engine i s stopped, the fuel pressure drops below that required to open the
injector valves, so shutting the valves and preventing fuel dripping into the ports.
Page 74 SECTION LD
LD. 8. - THERMAL TIME SWITCH
The thermal time switch i s fitted into the inlet manifold water jacket between tmcts
3 8 4 . Its function i s to control the injection time of the cold start injector dependent
on engine tempemtvre.
The switch comists of a hollow hlbe, izside which i s mot~ntedan electrical contact
controlled by a bimetallic strip wound with a heoting coil.
The current, supplied to the thermal time switch only whilst the engine i s cranked,
i s passed through the heating coil, and switch contacts to the cold start injector.
As the birnetal strip heats up, i t bends and opens the contacts, shutting off the iniector.
Maximum injection time, at - 20° C i s approx. 8 secs. The warmer the engine is,
the more heat i s absorbed by the bimetol strip, so that a shorter electrical heoting
time i s needed to break the contact. When the engine i s a t normal running temperature
the switch absorbs sufficient heat to keep the contacts open rendering the cold start
injector inopemtive.
LD. 9 - AlJXlLlARY AIR VALVE

I n order to overcome the increased friction present i n a cold engine, and enable the
engine to idle satisfactorily after cold start-up, an auxiliary air valve i s fitted between
the plenum chamber and cold start air rail to by-pass the throttle butterflies and provide
an additional air flow to the engine. Since this a i r i s drawn through the airflow sensor,
additional file1 i s injected accordingly.
Valve Plate
Bi-metallic Strip
Opening Spring
The auxiliary a i r valve comisis of a pivoted plote provided with o specially shaped aperture
sc~chthat by moving the plate the by-pass air supply line moy be regulated between fully
open and f i ~ lclmed.
l~ Movement of the disc i s controlled by an opening spring and a
closing,heating coil wound, bimetol strip.
SECTION LD Page 15
I n the cold engine condition the plate adopts a positiori fully opening the by-pass line.
A soon as the ignition i s switched on, current flows through the heating coil and
gradually causes the bimetal strip to bend and rotate the plate,reducing the by-pass
aperture. As the engine warm, and i f s heat i s absorbed by the valve body, the heating
effect of the coil is augmented and the plate i s rotated further to fully close the by-pass.
Engine heat alone is sufficient to emure that the by-pass remains closed when the engine
i s worm.
LD.10 - WARM UP REGUlATOR

I n order to compensate for the condensation of fuel on the inlet tract and c y linder walls
whilst the engine i s running cold, a d to mointain driveability until normil running
temperature i s reached, i t i s necessary to enrich the fuel/air mixture during this period.
The warm up regulator fulfils this function by reducing the control pressure by an amount
dependent on engine temperature. When the control pressure i s reduced, the fuel control
valve i n the distributor i s allowed to move further for a given aitflow and open a greater
proportion of the metering slits, increasing Fuel flow to the injectors.
1. Valve Diaphragm 4. Valve Spring 7. Spring

2. Return to Tank 5. Bimetal Spring 8. Aneroic Capsule
3. Control Pressure 6. Heating Coil
The warm up regulator comisk of a flat seat valve controlling the return of fuel from the
control pressure line to the tank. The valve i s held clmed by a coil spring, but this Is
opposed by a bimetallic spring wound with a heating element which i s fed with current
whilst the ignition i s switched on.
When cold, the bimetal spring overcomes the coil spring and opem the valve, such that
the control pressure i s low, and the mixture rich on engine start up. As the engine runs,
the bimetal spring i s heated, both by its heating coil, and by engine heat absorbed by
the regulator, and gradually reduces its opening force on the valve. Finally, when the
engine reaches normal running temperature, the bimetal spring i s sufficiently heated to
l i f t clear of the valve rod so that the control pressure i s controlled only by the coil
spring.
Page 7 6 SECTION LD
LD. 1 1 . - HIGH ALTITUDE COMPENSATION

Opemting the engine at high altitude where the air density i s lower, requires that
some compensation be made by the fuel metering system to prevent the mixture
becomi ng too rich.
This compensation i s achieved by incorporating an aneroic capsule into the base of the
warm up regulator. The valve rod i s extended to abut against the cap;ule, which is
held i n a 'flattened' condition by atmospheric pressure and a leaf spring as shown i n
the warm up regulator diagram. A t high altitude, the reduced atmospheric pressure
results i n the aneroic capsule 'expanding' and exerting an additional closing force on
the control pressure valve, raising the control pressure and zompemating the mixture
strength for altitude.
LD. 1 2 - EXHAUST EMISSION CONTROL

. .
The minimum production of harmful exhaust gas emissions i s achieved primaril y through
the use of starter and main 'three way' catalysts combined with very accurate fuel metering.
The optimum air/fuel ratio for minimum emission of a l l three noxious components -
carbon monoxide CO, unburnt hydrocarbons HC, and nitrogen oxide NOx, and also
for minimum fuel consumption w i t h maximum driveaSility,is about 14 to 1 by weight.
This i s sometimes referred to as the 'stoichiometric ratio'.
The air/fuel mtio may also be represented by expressing the amount of air present i n
the mixture as a proportion of that amount required for a stoichiometric ratio. This
proportion, the excess air factor, when used i n connection with Bosch fuel injection, i s
referred to by the Greek letter Lambda (L). Thus, when Lambda (L) = 1, the correct
amount of air i s present, and the air/fuel mtio = 14 to 1 .
Excess-air factor L
When L i s greater than 1 , too much air i s present and the mixture i s lean. When L i s
less than one, too l i t t l e air i s present, and the mixture rich.
SECTION LD Page 77
LD. 13 -M
Q
B
ID
A SENSOR
I t i s possible to determine the excess air factor of the mixture being delivered to the
c y l i r d e n by measuring the oxygen content of the exhaust gas before the catalyst.
This i s achieved by fitting a Lambda sensor into the exhaust system between the
turbocharger and cnLr;l ,:t
The Lambda sensor i s calibrated such that deviations from L = 1 (the desired air/fuel mtio)
result i n a sudden change to it.s output voltage sigml. This sigml i s used by an electronic
control unit to determine the fuel delivery correstisn necessary. This correction is made
via a 'Frequency Valve' fitted between the fuel distributor and tank. The semor i s
fitted with its own hmting coil which i s used to heat the semor to opemting tempemture
after engine start up. Sigrmls from the sensor are only processed a t engine o i l temperatures
above 3 5 ' ~ .
LD. 14
- - FREQUENCY VALVE (Timing Valve)
Corrections to the fuel d e l i v e ~

as~determined by the Lambda sensor and electronic
control unit (E.C.U.), are made by altering the fuel pressure benecth the diaphragm
of the differential valves i n the fuel distributor.
1. Fuel Inlet
2. Small Orifice
(Fixed Throttle)
3. Lower Chamber
4. Frequency Valve
Ll 5. Return to Tank
I n order that the pressure i n these lower chamben m y be varied, the connection between
their ring main and the regulated primary pressure i s fitted with a small orifice (fixed
throttle), and a return line from the lower chamben to the tunk i s provided with a variable
fhrotfle. I n this way, i f the variable throttle i s closed, regulated primary pressure w i l l be
present i n the lower chambers, whilst opening the variable throttle allows fuel i n the
lower chamben to bleed off back to the tank, hence lowering the pressure.
SECTION LD
Lowering the pressure beneath the diaphmgms w i l l increase the pressure differential across
the metering s l i t s and increase fuel delivery to the injectors.
The variable throttle takes the form of a Frequency Valve, which continuously cycles
operfclmed, with the ratio between open and closed periods being determined by the
electronic control unit.
LD. 15 - ELECTRONIC CONTROL UNIT (E.C .U .)

The function of the electronic control unit i s to process information fed to i t by
various sensors including the exhawt gas Lambda sensor, and set an operl/close
m t i o for the frequency valve.
This method of regulating the air/fuel mtio to Lambda = 1 .O by continuously

monitoring exhaust p s oxygen content, i s called Lombdo closed loop control,
and may be represented by the following flow chart.
Rich mixture
Injected fuel No Oxygen i n
quantity increases exhaust g ases
Regulated fuel
pressure decreas
Opey'close mtio Open/close mtio

of Frequency Valve of Frequency Valve
i s increasing
Low sensor
voltage pressure increases
Oxygen i n Injected fuel
exhaust pses quantity decreases
Lean mixture
Certain opemting conditiom require different oir/fuel ratios, and i t i s necessary

to switch to an open loop control system with o preset frequency valve open/close
mtio.
The oper,/close mtio of the solenoid operated frequency valve i s controlled by an

electrical pulse sent to open the volve many times a second. Under normal
running conditiom, the valve i s openedfor about 50% of the time, and the pulse
mte supplied to i t i s referred to as 50% duty cycle. 100% duty cycle would mean
the valve i s held permanently open.
Page 99
The E.C.U. sets fixed duty cycles under the following conditions:
i) 75% duty cycle a t engine o i l tempemtures below 3 5 ' ~as sensed by the
the low tempeirt 'I r3 switch.
ii) 65% duty cycle on engine overuri, when fuel by-pss valve (LD.16) i s
operating.
i i i ) 65% duty cycle a t throttle butterfl y openings of rnore than 300, as
sensed by the throttle position switch.
iv) 65% duty cycle at engine speeds higher than 3250 rpm as sensed by
'fuel enrichment module' mounted on RH fuel tank board.
v) 50% duty cycle i f a defect i n the Lambda sensor i s detected (unless
conditions i, ii,iii or i v above appl y ).
A t idle speed, the E.C .U. updates the closed loop duty cycle rate mare quickly i n
order to stabilize idle rpm.
The fuel shut off valve has been incorporated into the fuel system to improve economy
during engine overun by returning the air serlsor late to its rest position, shutting off
the fuel supply. This i s achieved by callaping the depression below the sensor late
by allowing air from the air cleaner housing to be fed directly into the air ducting
below the plate.
The valve i s controlled by an electric power supply and mariifold vacuum but governed
hy the engine coolant temperature, engine speed and the position of the throttle. The
valve has an air inlet and outlet with the inlet spigot pressed into a grommet i n the air
cleaner main body while the outlet i s connected by hose to the a i r flow sersar lower
housing. When the valve i s triggered to its open position air w i l l be drawn through the
valve into the lower housing collaping the vacuum below the plate. The scrsar plate
movement w i l l be restored as soon as the valve closes.
The following conditions must occur for the valve to be activated:
The coolant temperature, sensed by the high temperature switch must

be above 700 C This i s to ensure that the driveability i s rtot affected
during engirie warm up.
'The throttle must be 'closed'. A throttle position switch controls this

opemtion ensuring that the by-poss valve only operates i n the idle
position.
The engine must be decelerating frorn a speed greater than 1600 rpm.
Two critical speeds control the valve operation. I t w i l l not be
activated unless the engirie i s deceiemting from above 1600 rpm and
i t w i l l cut out once the speed dropdown to 1400rpm. The engirie
speeds are monitored by a speed sensing relay, mounted i n the ignition
box at the rear of the engine bay.
Page 20
LD. 18 --
VACUUM OPERATED ENGINE MANAGEMENT DEVICES
These include the Thermal Ignition Valve, (T.I.V.) Ignition Solenoid, and Throttle
Jacking Capsule.
Thermal Ignition Valve (T. I.V .)

The T.1 .V. i s fitted into the inlet manifold water roil and controls the vacuum feed to
the distributor advance capsule (D .A.C.) . A t water temperatures below530 C, the T. I.V.
directs a vacuum pump feed to the distributor advance capule to improve cold driveability,
but changes the feed above this temperature to a throttle edge drilling on no. 3 intake
tmct.
Ignition Solenoid & Throttle Jocking Capsule (T. J.C .)

The ignition solenoid controls the vacuum supply to the throttle jacking capsule, and i s
switched by an electrical feed from the high temperature switch, fitted into the inlet
manifold water jacket between tracts 1 & 2.
A t water temperatures below 700 Cthe high temperature switch supplies current to the
ignition solenoid, which then directs a vacutlm pump fed to the T.J.C. to increase cold
engine idle speed. Above 700 Cthe solenoid i s de-energised and the T. J.C. connected
with the upstream throttle port.
LD. 19 - AIR CONDITIONING IDLE UP SOLENOID

--
The purpose of the A/C idle up solenoid i s to maintain engine id1 e speed when the air
conditioning compressor i s operating.
The solenoid i s fitted on the R t i fuel tank board, and connected by hose between the
inlet manifold cold start air rail and the underside of the airflow sensor. The valve i s
of the 'normally open' type, and i s closed when the solenoid i s energised.
A t water temperatures below 70' C the valve i s open at a l l times, to aid cold
running and idling. At water temperatures above 70' C the solenoid i s energised
and the valve shuts. If however, the air conditioning compressor i s operating,
the solenoid valve de-energises and opens whenever engine speed i s below 1400
rpm. (Controlled by the fuel by-pass relay).
VACUUM SWITCHING DIAGRAM - BELOW 5:P'C WATER TEMP.
Page 22 SECTION LD
Page 24 SECTION LD
LD. 20 - EVAPORATIVE LOSS SYSTEM
The foe1 evapomtive loss system includes a chorcool conister, one way valve, and
crankcase breather valve.
Charcoal Canister
The breather pipes from the fuel tank f i l l e r necks are routed via o rol l-over valve
(to prevent fuel spillage i f the car i s inverted) to port2FT'on the charcoal conister,
where the fumes ore absorbed i n charcoal before being purged into the engine.
Similarly, when the engine i s stopped, fumes from the intake system are vented to
the canister via o hose linking the airflow sensor lower body to canister port 'C'.
I n order to cleanse the charcoal o f fuel absorbed i n this manner, arrangements

are made for fresh air to be dmwn through the conister and consumed by the engine.
Two different connections are used to purge the canister under different engine
operating conditions.
Port 'P' on the canister i s connected vio a one way volve to the inlet manifold cold
sturt a i r rail, such that when the engine i s running ot small throttle opening, or on
overun, (i.e. with high manifold vacuum) a i r i s dmwn through the conister and one
way valve into the inlet rnanifold, and i s then consumed by the engine.
SECTION LD Page 25
I n addition, the small depression below the airflow semor causes a lesser purge to
take place through canister port 'C'.
At water tempemtures above 70' C, with wide throttle openings and high rpm,
when turbo boost pressure i n developed, inlet manifold pressure becomes positive,
and the manifold air rail hose i s sealed by the one way valve, and A/C idle up
solenoid (will not open above 1400 rpm). Purging now takes place through
canister port 'C' to the depression (greater now with increased airflow) below
the airflow semor.
Crankcase Breather Valve
Cmnkcase fumes are venMated via the crankcase breather valve into the air cleaner
housing. Positive crankcase pressure developed during normal running, i s able to vent
through the one way breather valve into the air cleaner housing.
I n order to prevent these fuma, under low airflow engine idle conditiom, escaping
through the inlet trunking to atmosphere, the valve i s also connected via a smaller bare
hose, to the mild depression below the airflow semor. This enables crankcase fumes at
idle to pass directl y into the intake tract and supresses opening of the breather valve.
SECTION LD
L.D. 21 - ENGINE WARM UP SLIMMARY

Engine Cranking
As soon as engine cranking takes place, the rpm relay switches on the fuel pump
and the system i s pressurised to 6.5 bar main primary pressure. A i r induced into
the engine moves the airflow senror which operrs the fuel control valve and allows
fuel to be delivered to the injectors. I n addition, fuel i s supplied by thecold start
injector for a period controlled by the thermal time switch. A i r by-passes the throttle
butterflies via the auxiliary air valve and a/c idle up solenoid valve.
-
Cold Run Below 35' C Oil Temp.
When the engine starts, the cold start iniector closes, i f i t has not already done so.
but air continues to flow via the auxiliary a i r valve, which closes as the engine warms.
The ignition solenoid directs a vacuum pump supply to the throttle jacking capst~le, ond
to the thermal ignition valve which itself directs the supply to the distributor advance
capsule.
The control pressure set by the warm up regulator, is low, but increasing as the engine
warms.
The frequency volve i s set to run open loop @ 75% duty cycle rate.
-
Cold Run Above 3 5 ' ~Oil Temp., Below 5 3 ' ~Water Temperoture
As 35°C o i l temperature is reoched, the E.C.U. switches the frequency valve to run
'closed loop' (i.e. controlled by Lambda sersor @ oround 50% duty cycle for L = 1).
-
Cold Run Between 53' and 70' C Water Temp.
When 53O C water temp. i s reached, the therm01 ignition volve cuts off the vacuum
pumpsupply to the D.A.C. and connects i t with the throttle edge drilling.
-
Normal Running Above 70° C Water Temp.
When 700 C water temp. i s reached, the i g y t i o n solenoid cuts off the vacuum pump
supply to the throttle jacking capsule.
The a/c idle up solenoid valve opens only at idle with the compressor operaying.
LD 22 - FUEL SYSTEM PRECAUTIONS --
Always emure absolute cleanliness when wo~kingon any part of the fuel system.
Thoroughly clean around any joint before disconnecting o component.
Pressure i s maintained i n the fuel system after the ignition i s switched off by the
action of the fuel accumulator, primary pressure regulator and control pressure
shut-off valve. Therefore whenever disconnecting a fuel system joint, take care
to use an absorbent cloth to protect from spray, and soak up the small amount of fuel
released.
Take a l l necessary precautions to prevent sparks occuring whilst a fuel joint is
disconnected.
Ensure that new sealing washers and goskets are used on re-assembly, and that a l l
joints are torque tightened i n accordance with Section LD 25.
When fue! system tests are being performed involving the collection of fuel from
fuel pumps, fuel injectors etc., the very strictest precautions must be taken to prevent
sparks occuring i n the vicinity of the working area. Any electrical switching necessary
i n the course of these tests should be performed by the ignition switch, or fuel pump
inertia switches.
Emure the working area is well ventilated
SECTION LD Page?27
LD 23 ENGINE MANAGEMENT SYSTEM CHECK/SET UP PROCEDURE
__.___-_W___-
'Tools Required
i) Duty Cycle Meter TOOOT0567

ii) Continuity Meter TOOOT0568
iii) Exhaust Sample Probe TOOOT0501
iv) Stroboscopic Timing Light (proprietary)
1 . Connect the duty cycle meter to the frequency valve:
The frequency valve is located ahead of the fuel distributor. Disconnect the
electrical plug from the valve and plug i n the meter to both the valve, and
the harness connector block as shown. Connect the crocodile c l i p to a good
the
Probe
Page 28 SECTION LD
Connect o strobmcopic timing lamp to No. 1 spark plug lead and remove
grommet from clutch bell housing.
Stort engine and run until normal operating temperature i s reached (water
temp. above 80°C).
f
2. Check idle speed. 950 - 50 rpm.
D O NOT ADJUST IDLE SPEED WITHOIJT FIRST SLACI<ENINC; THROTTLE
POSITION SWITCH MOUNTING SCREWS ON REAR OF No. 3/4 THROTTLE
BODY.
Switch
If adjustment i s required, first slacken the throttle position switch screws, and
then adiust idle speed at the stop screw between throttle bodies 2 and 3.
Jack ing Copule Clamp
Adjust throttle cable to suit i f necessary.

After adjustment, connect continuity meter TOOOT0568 to the throttle position
switch, and rotate switch until continuity i s JUST made. Tighten screws and
recheck setting.
SECTION LD
3. Check ignition timing at idle: 15' BTDC using the strobe and
timing mark.
View of Clutch Housing

Timing Aperture
Adjust, i f necessary, at the distributor clamp. (Special Socket TOOOT0503)
4. Check throttle iacking copsule adjustment:

Fl::rl;~ rnnnertinru; tn inlet manifold hiqh ternpemture switch (use a spare fuse)
- . 1 6 a c t
to octivate tne capsuie. cnyrrle: spoeu ~ I ~ V U I ~-, . -..-ir -
I S - . l l t \ n r - lcnn.--
. --
"
&A;$~~+
i f necessary at the clamp between capsule rod and throttle lever.

Remove electrical bridge and re-check idle speed.
/
Jacking
. Capsule Rod
Clamp Screw
5. -
Check duty cycle i s between 45 55% with a 5 to 6% cyclic variation. The
cyclic variation (flickin g back and forth over a 5 to 6% range) indicates that
the 'closed loop' feedback system i s operating with the mixture strength
comtantly being amended by the frequency valve i n conjunction with the Lambda
semar and E.C.U.
A steady reading indicates that an open loop circuit i s operating (see Electronic
Control Unit arld wiring diagramsj.
Check the C O level i s 0.8% 1 0.5% and the HC level, as Hexane, i s less
than 500 ppm.
SECTION LD
If the duty cycle or exhaust gas analysis are outside specification, remove the
w i r i n g grommet from the LH engine bay wall, and extract the Lambda sensor
e l e c t r i c a l connector. Disconnect the single spode connector to obtain an open
loop exhaust gas reading. (Larger connector block i s Lambda heating c o i l ) .
If the mixture setting i s correct disconnecting the Lornbda sensor should have no
effect a n i d l e rpm.
Refer to the following table:
C O Readings
Closed Loop Closed Open Remark See

Duty Cycle Loop Loop Section
0.K. O.K. System Satisfactory
45 - 55% i) Sensor Faulty

High High ii) Injector Distribution LD 24E 3
iii) Throttle lmbalonce LD 24P
i) M.C.U. Setting too Lean LD 24H

O.K. Low
ii) Inlet System A i r Leak LD 2 4 0
Over 55% - -
i) Exhoust System Leaking LD 240
High O.K. .-
ii) Sensor Fault y
0.K. High M.C.II. Setting too Rich LD 2414

Under 45%
Low O.K. Sensor Faulty
Page 3 1
LD 24 - FUEL INJECTION FAULT DIAGNOSIS

Note: When using this chart i t i s assumed that the geneml engine condition i s satisfactory
and ignition system i s adjusted correctly. I t i s also assumed that the electrical
system, i n c l t ~ d i r qthe safety cut.-out c i r c u i t for the petrol iniection system, has
been checked and is i n good working condition.
0101 1 I / I I I I I I / I I Electric fuel pump faulty
r
I
I
l01
h I -l I J I / I i I ! f I
0
r, n n
..
'Cold'control pressure outside specification
,
i 'worm conrroi Dressure too rilgtl
'Warm' control pressure too low
Auxiliar y a i r valve does not close
Auxiliary air valve does not operi
Cold start injector does not operate
Cold start injector leaking
Primary fuel pressure outside specification
Semor plate rest position incorrect
Semor plate and/or control plunger sticking
Vacuum system leaking
Overall fuel system leaking
Fuel injector(s) leaking or opening pressure low
Basic mixture adjustment too r i c h
Basic mixture adjustment too lean
Throttle does not open/close completely
Thermo time switch does not close
Fuel by-pss volve
Throttle jacking capsule
Throttle position sfiitch
A i r leaks i n exhaust/inlet
Throttle imbalance
E.C.U. fault y . See electrical LD 26/27/28
Page 32 SECTION 6.63
A - FUEL PlJMPS
1 . Check inertia switch and fuel pump fuses. (LD 26).

2. Remove fuel pump control relays and f i t electrical test bridges TOOOT0569.
The fuel pump shovld be heard running. If no sound i s heard, refer to
LD 26/27/28 for electrical diagnosis.
3. With pumps running, check voltage drop at terminals of both pumps.
Minimum = Engine Running: 11 .5 V, Engine Stopped: 10.0 V.
Remove test bridges from pump control relay bases.
To check that sufficient fuel i s st~ppliedto the iniection system:
Tools required: Test Hose TOOOT0579

Graduated Flask T000T0582
Electrical Test Bridges TOOOT0569
4. Check Fuel Return Quantity from Distributor

Fit the test hose TOOOT0579 to the fuel dis6ibutor return connection (see
File1 System Precautions LD 22) and place into graduated flask
Fit test hose here i n ploce
Trip inertia switch and f i t electrical test bridges TOOOT0569 to fuel

pump control relay bases.
Press down inertia switch for a short time to prime the system. Empty
flask.
Press down inertia switch for exactl y 30 seconds and measure qi~antity
of fuel delivered.
Specification: 1250 f
100cc
Page 33
If the quantity i s insufficient:

5. Check Fuel delivery QuantBty at Secondary Pump Outlet: -
Fit the test hose to the secondary fuel pump outlet connection, and place end i n
graduated flask
UEL ACCilMULATOR
FUEL PUMPS FUEL FILTER
Trip inertia switch and f i t electrical test bridges to fuel pump coritrol relay bases
Press down inertia switch for exactl y 30 seconds, and measure fuel quantity
delivered.
Specification: 1850 f l 00cc
If d ~ l i v e r vi s C)K. reolace the fuel filter.
.-. .
if oeiow speclrlcurlon:
6. Check Fuel Delivery Quantity at primary Pump Outlet
F i t the test hose to the primary pump outlet connection, arid place end i n graduated
flask.
Fil
Primary Pump
Outlet Connection I
FUEL PUPIPI
p -A
With electrical test bridges fitted, press down inertia switch for exactly 30 seconds
and measure fuel quantity delivered.
Specification: 1800 2 l OOCC
If delivery is below specification, disconnect supply pipe from pump and provide
with alternative known supply. Repeat test.
I f deliver y i s now OK, clean, repair or replace tank. I f delivery insufficient
replace primary fuel pump.
SECTION L D
B - FUEL PRESSURES
Tools required: Test Gauge TOOOT0575
Electrical Test Bridges TOOOT0569
1 . -
Check Primary Pressure
Trip inertia switch, remove fuel pump control relays and f i t electrical tesl
bridges into relay bases.
F i t test gauge to fuel distributor inlet connection with gauge valve toward
distributor. (see Fuel System Precautions LD.22)
Ensure gauge valve i s OPEN
Supply Pipe
from Pump
Press down inertia switch and record primary fuel pressure from gauge.
Trip inertia switch.
Specification: 6.0 - 6.8 Bar @ 2 0 ' ~
If pressure i s below specification:
2. Check Supply Pressure to Fuel Distributor

i ) Check gauge valve i s fully open.
i i ) Press down inertia switch and gradually close gauge valve very slowly
until pressure rises to 10 .0 Bar. D O NOT close gauge valve further as pressures
i n excess of 10 Bar are liable to cause damage to the system and/or gauge.
iii)Trip inertia switch
Specification: A t least 10.0 Bar

If pressure i s below specification, check quantity of fuel delivered a t secondary fuel
pump outlet (see LD 24 A5).
I f supply pressure to distributor is OK, but primary pressure too low:
SECTION LD Page 35
3. Adjust Primary Pressure Regulator

Remove the pressure regulator. from the fuel distributor by umcrewing the
hexagonal nut shown (see Fuel System Precautions LD. 22).
t . .-...-
l Y V t L
THIS ITEM SHOULD NEVER

REQUIRE ATTENTION UNDER
Adjust the shim pack as necessary to correct primary pressure - adding O.lmm
shim thickness increases pressure t yiiboui 0.!5 hi.
Renew '0' ring and replace re g ulator into distributor.
Re-test primary pressure.
4. Check Cold Control Pressure

Carry out this test O N L Y a t a n ambient temperature of 30°C or lower.
Fit the test gauge to the warm up regulator as shown.
(See Fuel System Precautiora LD .22).
Warm
Fuel Distributor
SECTION LD
Open gauge valve.

With test bridge fitted, see ( l ) , press down inertia switch and record cold
coniroi pressure from gauge. Trip inertia switch.
Compare the reading obtained with the graph shown.
"Cold" Control Pressure
W
L
2
W
W
E
a
.-
L
a
. .-.- .., . . .. - . .
Ambient Temperature
The basic curve applies for an air pressure G' 947 mbcr and higher (corresponding
to see level up to an altitude of about 600 m above see level).
Permissible tolerance of the basic curve: +- 0.2 bar.
If the site where the measurements are mode is located a t higher altitudes,
it i s essential that the exact air pressure i n known on the day when th-
measurements are made i n order to determine the correct control pressure.
(Use an accurate barometer, or ask the weather bureau or an airport i f one
or the other i s near and at the same altitude).
Tolerance of the control-pressure altitude curves: +- 0.25 bar
If the "cold" control pressure differs from the nominal value, replace the
warm-up regulator.
5. Check Warm Control Pressure

With the test gauge fitted as i n (4), (gauge valve open) remove the electrical
test bridges, refit fuel pump control relays, and press down inertia switch.
Start engine and observe gradual rise i n control pressure. When the warm up
regulator bimetal strip is fully heated the pressure w i l l stabilise. Record reading
and switch off.
SECTION L 0
The nominal control pressure should be read f ~ o n ti>s

l curve i n accordance w i t h the
air pressure.
The effect of the altitude cornpersation begins a t on air pressure of about 933 mbar,
i.e. starting a t about 600 m. A t higher altitudes i t i s essential that the exact a i r
pressure i s known o n the doy when the measurements ore ,made. (Use a n accurate
barometer, or.tick '.he weather bureou or. an airport i f one or the other i s near and
a t the same altitude).
bar
kgllcm'
Time taken to ochieve Worm Control Pressure
(at 200C and 944 mbar.)
Effect of Altitude on Warm Controi Pressure
l
23
.
m
YI
a
a
-P
1067 1020 933 867 800 733 mbar

Time ( sec. )
Air pressure
If the control pressure does not rise from the cold setting, check the feed ami eorth
connections a t the warm up regulator.
If warm control pressure i s outside specification, reploce warm-up regulator.
6. Check for Fuel-- System Leaks, Internal & External

With the fuel pumps running, carry out a thorough visual inspection of a l l fuel
system connectiom .
W i t h the test gauge f i t t e d as i n ( 4 ) and w i t h the gauge valve open, start
engine and switch o f f when 'warm' control pressure i s reached. Observe and
record the drop i n pressure w i t h time.
Specification: Minimum 3.0 Bar after 30 m i m .
If the pressure drops too quickl y , repeat the test, closing the gauge valve as the
engine i s switched off, thus isolatin g the control pressure c i r c u i t .
If the same result i s found, the leak i s i n the primary pressure c i r c u i t . If however,
the second result i s w i t h i n specification, the leak i s i n the control pressure c i r c u i t .
Possible causes of primary pressure leak:

i) N o n return valve i n secondary fuel pump. Replace pump.
ii) Leak from c o l d start valve or fuel injector. (see Section D & G).
iii) '0' r i n g i n primary pressure regulator leaking. Replace '0' ring.
i v ) Fuel accumulator leaking part diaphragm. Replace.
Page 38 SECTION LD
Fit the pressure gouge at the fuel distributor inlet connection, and at the secondary
fuel pump outlet connection (see Section 'A') and record rote of pressure drop to
establish faulty component.
Possible causes of control pressure leak:
i) Control pressure shut off valve leaking. Replace.
Use new sealing woshen whenever re-making a fuel system connection, and refer to
fuel system torque settings Section LD 25.
C - AUXILIARY AIR VALVE

Cold Test
I f the engine i s not cold, the valve may be removed and cooled by freezer.
Remove both hoses from the unit, and with the aid of a mirror and lamp, observe the
position o f the valve plate, which should be open, dependent on temperature.
If the valve i s completely closed, replace the auxiliar y air valve.
Quick Test: Clamping off an air valve hose on a cold engine should reduce idle rpm.
A i r Valve
Hot Test
Disconnect RPM relay and bridge connector block terminals 30 and 87.
After a maximum of 5 minutes the auxiliary air valve must be completely closed aided i f
necessary by tapping the valve assembly with a soft faced mallet to compensate for lack
of engine vibration.
I f the valve does not close completely, check the electrical feed to the valve and
resistonce of the valve heoti i g coil for open circuit. Replace i f defective.
Quick Test: Clamping off an air valve hose on a warm engine should have no
effect on idle rpm.
SECTION hD
D - -
COLD START INJECTOR
Disconnect the cold stert injector electric01 plug and release injector, with pipe
attached, from inlet mariiflod. Taking care not to kink the fuel pipe, place the
injector i n a glass jar, or graduate, and f i t electrical test lead TOOOT0570.
Connect test leods to ignition coil termiwls. Switch on ignition and press test
lead button. Fuel stiot~ldspray from the injector. If no spray, check electrical
feed and, i f necessary,renew cold start injector.
If spray is OK, switch off ignition and wipe injector nozzle clean. Remove
electrical test lead and refit cold start injector plug. Switch on ignition and
observe valve for one minute, during which time no fuel should be seen to seep
from the valve. Refit injector to manifold.
E - SENSOR PLATE
l . Remove the air cleaner body for access to the semor plate. Check that the seraor
plate i s concentric with and con move freely through the narrowest port of the air
funnel.
Re-position i f necessary after loosening the plate fastening screw, and re-tighten
to 0.51 -, 0.56 kgf.m (3.7 -
4.1 lbf. ft.).
&. D-,-..A
..-S .,-.-.--.
c,.,I
I-- t-
P-ntml
--
raln\rc
, S
nnri fit ~ l n c t r i c a ltest bridaes TOOOT0569
into relay bases tor about I U seconas ro run me h e ; puriip urid uPpiy
control pressure to the fuel control valve i n the fuel distributor. Remove
test bridges.
Check the rest position of the semor plate.
The upper edge of the semor plate must be flush with the top edge of the funnel's
narrowest section, as shown. A position up to a maximum of 0.5 mm higher i s
permissible, but the lower edge of the sensor plate must not project at any paint
on its circumference above the funnel narrow section.
KOTE:
The lower edge of the seraor plate i s chamfered. Ensure the plote i s fitted the
correct way up, with the word 'TOP' uppermost and the chamfered edge on the
Chamfered edge on boltorn

Page 40 SECTION LD
If the sensor plate rest position i s too high, the stop pin for the rest position
spring may be adjusted by the carefi~luse of a p i n punch and light hammer.
CAUTION: Take care not to over adjust, as the mixture control unit must
then be removed for the p i n to be knocked back. Repeated adjustments w i l l
loosen press fit.
Rest position Pin
Ifadjustment has to be made, also check ignition system as the likely cause o f
sensor plate mal-adjustment i s backfire down inlet system.
3. Check the free movement of the airflow sensor ond fuel distributor control valve,
and comparative fuel delivery between injectors. Remove each injector from
maniflod (leave pipe attached) and place i n graduated flask TOOOT0594J.
Trip inertia switch. Remove fuel pump control relays and fit electrical test
bridges TOOOT0569 into relay bases. Depress inertio switch.
a) Press down the airflow sensor. The same resistance must be felt over the entire
movement.
Move the sensor plate mpidly back to o position just i n front of the zero stop.
The control plunger follows this rapid movement of the sensor plate only
sluggishly, and therefore initially loses contact with the senior plate lever.
It must be possible, however, to feel the plunger make contact with this
lever again. If this condition i s fulfilled, the control plunger can be
considered to move freely.
b) Check that the control lever moves freely; press the sensor plate to its
full deflection again, and then release i t . The sensor plate should smp back
to the zero position and bounce up about twice from the spring-lwded stop.
c) Trip inertia switch and remove test bridges.

Cornpore quantity of fuel delivered from each injector.
Maximum permissible difference between any two injectors: 7.0 %
If this tolerance is exceeded, interchange injectors and/or injector feed pipes,
and repeat test to establish whether fault lies with injector,feed pipe, or fuel
distributoror. Replace ports as necessary.
If the sensor control lever i s found not to move freely, free pivot as necessary,
or replace airflow sensor.
If the control p i u i e r does not move freely, remove fuel distributor for access
to plunger:
SECTION LD
See Fuel Sptem Precautions LD. 22
i) Use a cloth to absorb the small amount of pressurised fuel released when
the warm up regulator feed pipe i s gmduoIly slackened from the distributor.
Release a l l other fuel pipe connections to the fuel distributor taking a l l
precautions necessary to minimise fire hazard.
ii) Release the three screws securing the distributor to the air flow sensor
body and remove distributor taking core that the control valve does not
drop out.
Distributor
Fixing
Screws
11;) -
Remove the plunger under certain conditions, i n order to do this i t may
be necessary to blow compressed air against the plunger through the control -
pressure connection hole. Hold the plunger with your hand while doing this.
Clean the plunger thoroughly with petrol. If the plunger still does
not move freely, replace the fuel distributor.
iv) Refit the fuel distributor using a new sealing ring between distributor
and airflow ser-sor body. Tighten the three fixing screws to 0.32 -
0.38 kgf .m (2.3 - 2.7 lbf. ft.). Refit fuel pipes to distributor using
new sealing washers and tightening M8 bolts to 8.3 kgf. m (7 lbf. ft.),
M10 bolts to 2.0 kgf .m (15 lbf. f t .).
) Carry out the mixture setting up procedure described i n LD 23 - H.

Page 42 SECTION LD
F - VACUUM SUPPLY
Use the vacuum switchin g diagmm and a 0.30 in. Hg vacuum gauge to measure the
vacuum available a t the ignition solenoid, throttle jacking capsule, thermal ignition
valve, and distributor advance capsule under the different engine coolant tempemtures.
A minimum of 18 in. Hg should be recorded o t any point i n the vacuum line switched
to the vacuum pump (with engine running).
If a lesser figure i s obtained, check a t the vacuum pllmp. If pump performance i s
below specification, check vac. pump exhaust pipe for restriction, and 'V' belt drive
for fault.
Replace pump if necessary.
With sotisfuctory vacuum pump performance, clamp off, or disconnect individual
components to isolate leaks and replace pipes or components as necessary. Check
secure f i t of a l l vacuum pipes.
VACUUM SWITCHING DIAGRAM - DELOW 53' C WATER TEMP.

Page 43
VACUUM SWITCHING DIAGRAM - DEWEEN 53' - 7(P C WATER TEMP
VACUUM SWITCHING DIAGRAM - ABOVE 7

0' C WATER TEMP
Page, Q4 SECTION LD
G - FUEL INJECTORS
1. Remove the injectors from the inlet manifold (seeFuel System Precaution; LD 22)
and test individually using tool TOWTO580 and white spirit.
2. Connect on injection valve to the valve tester and bleed the discharge
tubing by moving the lever bock and forth several times with the union
nut open. Then tighten the union nut.
3. Check for dirt.
Move the hand lever slowly (about 2 seconds per stroke) bock and forth with the
stopcock on the pressure gauge open. If the pressure does not build up to 1 1 .5-
bar, the injection valve h= a leak, caused possibly by dirt i n the valve.
Attempt to flush the injection volve clear by moving the lever back and forth
several times vigorously.
If this attempt i s successful, continue the test. If i t is not possible to flush the
valve clear, replace i t .
4. Test the opening pressure.
With the stopcock closed, flush the volve out and bleed i t with several rapid
movements of the lever.
SECTION LD Page Q5
Open the stopcock and test the opening pressure by nioving the lever slowly
(about 2 seconds per stroke).
l njector opening pressure: 3.5 +- 0.6 Bar
I f the opening pressure i s outside tolerance, replace the injection valve.
Individual valves can be changed within a set.
5. Leakage test.
Open the stopcock, build the pressure up slowly to o value 0.5 Bar under
the opening pressure determined previosly and hold i t comtant at that
level. R e injector must not drip for a t least 15 seconds.
6. Chatter test, evaluationof spmy.
Move the lever back ond forth at about l stroke per second. As this i s done,
the valve must chatter. N o drops of fuel must form at the mouth of the valve.
The valve must not produce a "cord spray". Formation of a single-sided atomized
spray within an overall spray angle qf about 35O i s permissible (see example given
i n i1lust~tioi-s).
Good spray formation
igle-sided but nevertheless good spmy formation.

Page 46 SECTION LD
Poor spray formation; re p lace injection valves.
7. Refitting fuel injectors:
Ensure '0' ring; are undamaged. Lubricate the manifold injector hole with a
silicone spray and carefully slide the injector down the hole pressing i t away
from the air rail cross-drilling hole.
Push the larger '0' ring into its recess using a tube of suitable diameter so thut
pressure i s applied directly to the '0' ring.
F i t and tighten the injector retaining clamp.
Torque tighten fuel pipe connection to 2.0 kgf .m (15 lbf .ft.).
H - BASIC MIXTURE ADJUSTMENT

--
Refer to section LD 23 to estoblish whether the basic mixture setting requires

odjustment, or some other component i s the cause of an out of specification
duty cycle reading.
I f adjustment i s required:
Mixture Adjustment Screw

Access
_
I
dVI
- N i I \\-\r 1141-v/ v/.u\\
4 0
11
Remove the anti-tamper plug from the mixture control unit, and use a 3 mm allen
key to turn the oirflow sensor lever adjusting screw clockwise to reduce the duty
cycle rate, or counterclockwise to increase the duty cycle meter reading. Turn
only a small amount a t a time, and blank off the access hole (with finger) between
adjustments. 'Blip' the throttle and re-check duty cycle reading.
When adjustment is completed, refit the anti tamper plug to the access hole. Repeat
LD 23 checking procedure.
If a newmixture control unit, or component thereof, is fitted to the engine, or if,

for whatever other reason the setting of the basic mixture adjustment screw i s unknown
or i n doubt, i t i s essential to carry out the following procedure to prevent the possibility
of the engine hydraulic lockin g and causing extersive internal damage.
Disconnect one injector pipe and f i t a slave injector, placing into a glass jar or
graduate. Trip inertia switch. Remove fuel pump control relays and f i t electrical
test bridges TOOOT0569 into relay bases.
Remove anti-tamper plug from mixture adjustment screw access hole.
Press down inertia switch and briefly press down airflow sensor to prime fuel
injector.
Page 48 SECTION L 0
Using a 3mm allen key, turn the mixture adjustment screw, without pressing down
the airflow sensor, until fuel can just be seen to drip from the injector. Turn the
screw 4 turn counterclockwise. Trip inertia switch and remove electrical test bridges.
Refit fuel pump control relays, and reset inertia switch. Remove slave injector and
re-connect injector pipe.
Temporarily blank off mixture screw access hole whilst following LD 23 procedure to
check duty cycle rate, and adjist if necessary as above.
-
1 THROTTLE DOES NOT OPEN COMPLETELY
Check that with the accelemtor pedal pressed to its fullest extent, the f u l l throttle
stop bmcket on the butterfl y spindle i s i n contact with the throttle body abutment.
Adjust throttle pedal downstop as necessary.
J - THERMO-TIME SWITCH
To test the switch, remove from the manifold and plug the hole to prevent coolant loss,
-
The switchin g temperature and time period a t 20' C are stamped on one of the switch
hexagon flats.
F p G p e r a t u r e 1 7
Resistance measurement i n o h m between
O c
Over 1 Therm 'G' and
'Ground' (tioining)
Term 'W' and
'Ground'
Term 'G' and
term 'W 1
Measure the resistance between the connectioji listed i n the table after standing the
switch i n water at the appropriate temperature for 10 minutes. Replace switch i f
necessary.
SECTION L 0 Page 49
L - FUEL BY-PASS VALVE

With the engine at normal running temperature, remove the valve from the air filter
box, and observe the valve action on closed throttle engine overun canditiars. If
the valve does not open, check electrical feed and refer to electrical sectiors
.
LD 26/27/28.
Check the closed valve position by blowing down the pipe.
M - THROTTLE JACKING CAPSULE
With engine idling a t normal operating temperature, check first that idle speed i s
correct @ 950 50 rpm. Do not adjust without first referring to Section LD 23.
Capsule Rod
Bridge connections to high ternpemture switch i n inlet manifold (use a spore fuse)
to octivate the capsule. Engine speed should hold at 1300 to 1500 rpm. Adjust
i f necessary at the clamp between capsule rod and throttle lever.
Remove electrical bridge and re-check idle speed.
N-
--- THROTTLE POSITION SWITCH
Connect continuity meter T000T0568 to the throttle position switch. With the throttles
shut the meter should indicate continuity by buzzing, which should stop at the smallest
throttle opening. A t about 30' of throttde angle, continuity should again be made.
I T I S ESSENTIAL TO SLACKEN THE THROTTLE POSITION SWITCH MOUNTING

SCRELVS BEFORE ADJUSTING ENGINE IDLE SPEED. IMBAIANCE OF THE
THROTTLE BUTTERFLIES MAY OTHERWISE OCCUR. '\
Throttle Position Switch

Mounting Screws
Page 58
If the throttle position switch requires adjustment, check f i ~ that

t the warm idle speed
i s correct. Slacken the throttle position switch mounting screws before making any idle
speed adjvstment. When completed, rotate the position switch slowly until continuiiy
i s JUST made, and tighten screws. Recheck setting.
-
0 AIR LEAKS IN EXHAUST/INLET
To check for air leaks i n the exhaust and inlet system:

Disconnect the turbo to diffuser hose, and apply an airline with a soitable sealing
adaptor into the diffuser. Seal the exhaust toilpipe with a bung.
Paint a l l inlet/exhaust system joints and seals with a soap & water solution and
check for leaks whilst applying an air pressure of 5 lb/in2 into the diffuser.
P - THROTTLE IMBALANCE
I f throttle imbalance i s diagnosed i n procedure LD23, check the throttle
position switch switch od justment (LD24N).
CAUTION
- The throttle bodies and inlet manifold assembly are balanced
m a car set by mass flow, and the throttle bleed channels permanently
sealed a t the factory. Although provision i s made for measuring the inlet
manifold depression on cylinders 2 & 3 and adjusting the throttle spindle
coupling, this setting shouid not be disti~rbedunless essential.
Throttle imbalance can only be caused by abuse of the throttle.spindle assembly,

or replacement of a throttle lever or return spring.
Investigate a l l other potential couses of incorrect C O levels before proceeding.
Tools required: Special Diffuser TOOOT0583

Coupling Spanner TOOOT0584
Manometer TOOOT0499
Balance Tubes TOOOT0496 (2)
Remove the blanking p i u p from inlet tracts 2 and 3 and f i t the balance tubes
TOOOT0496. Connect to manometer. Remove diffuser, and f i t special diffuser
TOOOT0583 i n i t s place.
SECTION LD
With engine idling at normal running temperature examine the depression i n

track 2 and 3. Use spanner TOOOT0584 to slacken the coupling locknut and
adjust coupling screw, to obtain optimum bolonce between mercury columl-6.
Re-tighten locknut and re-check bolonce.
Remove special tools, cnd return to procedure LD23. If throttle imbalance is

s t i l l indicated as the cause of high C O reading;, the throttle bodies and
manifold ossembly must be replaced os a set, moss flowed a t the factory.
LD 25 - TORQUE SETTINGS - FUEL SYSTEM
Fuel Distributor 8x1 9Nm 0.9kgf.m 7 lbf.ft.

12x12 20 N m 2.0 kgf .m 15 lbf.ft.
Fuel lnjecton 20 Nm 2 .O kgf .m 15 lbf.ft.
Cold Start Injector 9Nm 0.9kgf.m 7 lbf .ft.
Warm Up Regulator 8Xl 9Nm 0.9kgf.m 7 ibf.ft.
1Ox 1 14Nm 1.4kgf.m 10 lbf.ft.
Frequency Valve 12 N m 1.2kgf.m 9 1bf.ft.
Fuel Pump 22 N m 2.2 kgf .m 16 lbf.ft.
Fuel Accumulator 25 N m 2.6 kgf .m 18 lbf.ft.
Fuel Filter - i n 26 Nm 2.7 kgf .m 19 lbf .ft.
- out 35 N m 3.6 kgf .m 26 lbf.ft.
Fuel Tank (in &out) 22 N m 2.2 kgf .m 16 lbf .ft.
REPLACE SEALING WASHERS EVERY TIME A JOINT IS BROKEN-

--
SECTION LLB Page 53
LD 27 - WIRING DIAGRAM SCHEMATICS - FUEL INJECTION

Circuit Descriptiow
1 . Base Circuit. lyt~.lionOff. Cold Engine (Below 35'~)
A positive feed is provided to the RPM relay.
2. Cold Crank. Below 35OC Oil Temp.
When the ignition is switched on, the Lambda senror heating coil i s operated, and
the fuel by-pss control relay activated via the throttle position switch earth
circuit. A n ignition feed i s also provided to terminal 15 of the rpm relay.
When the engine i s cmnked, a negative sigml from the ignition coil activates
the electronic control i n the RPM relay allowing the ignition feed to opemte
.
the relay coil, ond earth via terminal 31 The relay contacts now connect
l to the fuel pumFs via terminal 87b, and to
the positive feed from t e r m i ~30
the injection control circtiit via terminal 87.
The injection control circuit supplies a positive feed to terminal 8 of the E.C.U.,
the frequency valve and the heating coils of the auxiliary air valve and warm up
regulator.
The closed high temp. switch supplies the fast warm up relay. See circuit (3).
A feed from the cold sturt contact on the sturter motor solenoid supplies the cold
start injector which i s controlled by the thermal time switch.
Earth signals are supplied to terminals 12 and 6 of the E.C.U. via the low temp.
switch and fuel by-poss c o n ~ o relay
l (via idle changeover relay).
3. Cold Run & idle. Below 3 5 ' ~ Oil Temp.
Similar to circuit (2) except:

The cmnking circuit feed to the thermal time switch and cold start injector i s
switched off.
The fast warm up relay, activated by the closed high tempemture switch, provides
an earth circuit for the ignition solenoid which receives a feed from the ignition
auxiliary circuit. The ignition solenoid opemtes the throttle jacking capsule which,
at idle, prevents the throttle position switch 'closed' contact closing. N o earth
signal i s supplied to E.C.IJ. terminal 6.
4. Cold Run & Idle. Above 3 5 ' ~ Oil Temp. Below 70°C Water Temp.
Low temp. switch opew and cuts off earth signal to E.C.U. termiml 12. Lambda
sewor operational .
SECTION LD
5. Normal Idle. Above 70° C Water Temp.
Simibr to circuit (4) except:
High temp. switch opens and de-energises the fast warm up relay. This relay
now provides an earth (via the idle up relay) for the idle up solenoid which i s
energised and closes.
The ignition solenoid i s de-energised, which de-activates the throttle jacking
capsule (vacuum opemted) allowing the throttle position switch to close. The
throttle position switch energises the fuel by-pass control reloy, which provides
an earth signal (via idle changeover relay) to E.C.U. terminal 6.
6. Normal Run. Above 1600 rpm. Above 70°C Water Temp. Below 30' Throttle Angle

Throttle position switch i s open. N o earth sigrml to E.C.U. terminal 6.
Negative feed from ignition coil activates speed sensing module i n fuel
".
by-pass speed semirig relay and allows ignition feed from terminal 15 to
8
at unci rile iusr wurm uo reiuv.
ciicigkr ;:or i t L y u l d eljii;, v i i l ie~rriir~ui
Termiral 880 of the fuel by-pass speed sensing relay, supplies a 12 volt
positive to the idle up control relay, which prevents the a/c idle up
solenoid opening, and to the idle chongeover relay.
7. Normal Run. Above 70° C Water Temp. Over JOO Throttle Angle.
.
Throttle position switch supplies earth signal to E.C. IJ terminal 7
8. Overun. Above 1400 RPM. Deceleratin g from over 1600 RPM
Throttle position switch i s closed energising the fuel by pss-control relay

This provides an earth signal via the idle chongeover relay to E.C .U.
terminal 7.
The energised fuel by-pass control relay also provides an earth circuit for the
'
fuel by-pass valve and ECON' lamp.
Below 1400 rpm, the fuel by-pass speed sensing relay d r o p out, and circuit
(5) applies .
Page 55
9. Air Conditioning Compressor Operating. A t Idle. Above 70° C Water Temp.
A feed from the compressor c i r c i ~ i is

t directed vio the idle up control reloy to
energise the idle up relay. This cuts off the earth circuit for the a/c idle up
solenoid, which i s de-energised and opened.
This circuit only operates below 1400 rpm.
10. Light Throttle. Over 3250 RPM
The fuel enrichment module, supplied with a negative feed from the ignition
coil, senses when an engine speed of 3250 rpm i s reached, and allows an
ignition feed to operate the relay coil and close the relay contocts. This
provides an earth signal to E.C .U. terminal 7.
ILAY
1 . BASE CIRCUIT. IGNITION OFF. COLD ENGINE (BELt3W 3 5 O ~ )

1
'
-
M
KU KU
I ,
, A.C.U.
2. COLD CRANK. BELOW 35OC OIL TEMP.

3. COLD RUN & IDLE. BELOW 3 5 ' ~ OIL TEMP.
KU KU
ACU. (n
YK m
REGULATOR
SWITCH INJECTOR SWITCH VALVE
4. COLD RUN & IDLE. ABOVE 3 5 ' ~ OIL TEMP. BELOW 7 0 ' ~WATER TEMP.
KU KU
r ACU
LLAY
5 . NORMAL IDLE. ABOVE 70°C WATER TEMP.

6. NORhML RUN. ABOVE 7 C C WATER TEMP. ABOVE l600 rpm. BELOW 30° THROTTLE ANGLE
7. NORMAL RUN. ABOVE 70°C WATER TEMP. OVER 30' THROTTLE ANGLE
Page 63
KU KU
. .
R P M RELAY
FUEL BY- PASS
ILAY
COIL POSITION VALVE START TME AIR REGULATOR

SWITCH INJECTOR SWITCH 'JALVE
9. AIR CONDITIONING COMPRESSOR OPERATING. AT IDLE. ABOVE ~ C ' C WATER TEMP.

Page 65 H
Page 66 SECTION LD
LD. 28 - ELECTRICAL COMPONENT FUNCTION & FAULT DIAGNOSIS

1. Idle Change Over Relay
Location: Coil box
Mating connector colour: Black
Change over relay controlled by fuel by-puss speed seming relay, energised when
R.P.M. has exceeded 1600 R.P.M. arid de-energised below 1400 R.P.M.
Switches pin 7 of electronic control unit to ground, when fuel by-pss control
relay i s energised, on deceleration until 1400 R.P.M. wheri i t changes over to
switch pin 6 of electronic control unit to ground
Normall y open change over relay
I
Terminals 85 and 86 relay windings
Terminals 30/51, 87A and 87 switching

---L..- L
Lotus Port A079M6141F

(Silver)
2) Fuel By-Pass Control Reloy

Location: Coii box
Mating connector colour: Blue
Double contact relay controlled by ignition (fuse 23 i n fusebox) and throttle
position switch. Energised when throttle i s i n the closed position.
Switches idle change over relay and fuel by-puss valve to ground when ignition )
i s on and throttles are i n the closed position.
p 8 7
Terminals 85 orld 86 relay windings

Terminals 30, 87 and 87b switching contuck
SEC T/O/V L B Page 67
3. ldle Up Relay
Location: ~ box ~ i l
Change over relay (schimatic as shown item one). Controlled by idle up
control relay. De-energises idle up solenoid, when air condition compressor
i s operating, below 1400 R.P.M.
4. Fast Warm Up Relay

Location: Coil b z
Moting connector colour: Black
Changeover relay (schimatic as shown item one). Controlled by high temperature
switch energises ignition solenoid when the high temeprature switch i s closed
circuit. Energises idle up solenoid and fuel by-pass speed sensing relay when the
high temperature switch i s open circuit.
5, ldle Up Control Relay

Location: Coil box
Changeover relay (schimatic as shown i n iternone). Controlled by fuel by-pass
speed sensing relay.
Energised when R. P.M. has exceeded 1600 and de-energised below 1400 R. P.M.
Switches out idle up relay above 1600 R.P.M.
6. Fuel By-Pass Speed Sensing Relay

Location: Coil box
Moting connector colour: Black. Additional information see LD 16.
88a 31
Controlled by low tenrion ignition pulses to give
/l5 engine speed sensing, also thermally inhibited
opemtion by fast warm up relay.
Energises fuel by-pass valve and econ tell- tale on
deceleration from an engine R.P.M. of greater
-1 than 1600 until 1400 R. P.M. when the throttles
are closed. This unit also supplies a 12 volt
posotive to the idle changeover relay and idle
up control relay supply when engine R.P.M. has
exceeded 1600 and mainfains that supply i ~ n t i l
engine R,P.M. has dropped to 1400.
7. Fuel By-Pass Valve

Location: Rear of induction air box
Mating connector colour: Black. Additional information see LD 16.
Electricall y controlled vacuum/air valve, controlled by the fuel by-pass speed
sensing relay i n conjunction with the fuel by-pass control relay.
8. "Econ" Tell-Tale Lamp

Location: Right h a n n o n k of tell tale lamp, on instrument binnacle.
Tell-tale lamp to indicate to the driver when the fuel by-pass valve i s opemting.
Page 68 SECTION LD
9. High Temperature Switch
Location: Water rail, inlet manifold. Additional informationsee LD.18.
Controls fast warm up relay. Seming coolant temperature goes open circuit
on raising temperature at 70' C and closed circuit on falling temperature a t
600 C.
10. Idle Up Solenoid
Location: Right hand fuel tank board. Additioml information see LD 19.
Electrically opemted air valve. Air way open when valve i s elettrically
de-energised. Controlled electricall y by the idle up relay and fast warm
up relay.
12 V o l k 0 volts
Airway
Closed
U Airway
Open 1
.RP.M.
11 - -
Relay
Location : Coil box
Mating connector colour: Blue
87 Semes ignition pulses i n the low
\ 31
/ t e r ~ i o ncircuit and requiresa
minimum o f 4 R.P.M. before
making contact and thereby
energising the fuel pump and
injectiori circuits. There i s an
inbuilt delay i n the relay that
allows the contucts to remain
closed for approx. 5 seconds
after the low tersion circuit has
ceased to function.
Blue Moulding
12. Ignition Solenoid

Location: Coil box
Mating connector colour: Block. Additional infornlation see LD 18.
Electricall y controlled vocuum solenoid valve. Controls distributor advance
by vacuum. See engine operating spec. Controlled by ignition auxiliary
(fuse 22 fusebox) being switched also by the fost warm up relay. (Does not
opemte during starter motor cranking).
SECTION L 0 Page 69
13. Low Temperature Switch

Location: Oil - cover. Additional information see LD 15.
Senses o i l temperature, grounds pin 12 of the electronic control unit when
closed circuit.
0
Open cicuit on rising temperature at 35 C, closed cicuit on falling temperature
at 2 5 ' ~ .
15. Warm Up Rep~lator

Location: Bolted to alternator brocket
Moting connector colour: Grey. Additional information see LD 10.
Electricol/thermal fuel pressure control valve, feed 12 volts positive
from the R.P.M. relay.
Positive Negative
Connection Connection
Negative Positive
View on
top of
Warm Up
Regulator
0 .
-
-
-
16. Auxiliary A i r Valve

Location: Inlet manifold
Mating connector colour: Black. Additional information see LD 9.
Electrically operated air valve. Feed 12 volts positive from the R.P.M. relay.
17. Thermal Time Switch

Location: Screwed into water jacket inlet manifold
Mating connector colour: Brown. Additional information see LD 8.
Electrical/thermal switch which control the time period the cold start injector
i s operating during engine cranking.
Page 70 SECTION BD
Design At a temperature Resistance measurement i n ohm between
Term 'W' and Term 'G' and

'Ground' (Housing) 'Ground'
25.. .40 25...40
18. Cold Start Injector

Location: Cold start adaptor, inlet manifold
Mating connector colour: Blue. Additional information see LD 7.
Electrically controlled injector. Positive feed supplied from cold start contact
o f starter motor during cranking, negative supplied by the thermal time switch
to control injection period.
19. Throttle Position Switch

Location: Rear of throttle body spindle
Mating connector colour: i lack. Additional information see LD 15 & LD 16.
A two contact rotary switch used to ground the fuel by-pass control relay windings
a t c l a e d throttle and ground both pin 7, o f the electronic control unit, and
contact 87, of the idle change over relay at a throttle opening of 29' and above.
Schematic shown i n closed throttle position
Yel low/Brown
0 3 30-
l b
-* Block
18\ -0
Connector Cavity Numbers \ Switch Cavity Number.
20. Frequency Valve

Location: Front of mixture control unit
Mating connector colour: White. Additional information see LD 14.
Electrically controlled Fuel valve. Receives positive feed from the R.P.M.
relay and the negative is controlled by the electronic control unit.
Although the frequency valve itself i s not polarity conscious for correct
opemtion of the test equipment i.e. duty cycle meter, i t i s essential that
the cables into the connector ore i n the correct orientation, shown below.
SECTION LD Page 77
21 . Electronic Control Unit

Location: Inside cabin mounted to the bulkhead behind the dirver's seat
Mating connector colour: Black .Additional information see LD 15.
Electronic control unit for exhausts emission control. This unit processes
information supplied by various sensors/switches and controls the operotion of
the frequency valve.
G n n e c t as below. (Cavity numbers are moulded into connector)
Covity 2 Cable to Lambda probe 1 CO-axiel cable

Cavitv 4 Screen for Lambda robe cable
Cavity 5 Unit ground. Black cable to ground a t engine via
wiring harnesses.
Cavity 6 Yellow/black cable grounded a t idle via the idle change over
relay and fuel by-pass control relay to give a faster update
time and therefore stabilises idle speed.
Cavity 7 Yellow/brown cable. G i v e a fixed duty cycle of 65% when
grounded by the idle change over relay and fuel by-pass relay
under deceleration, and the throttle position switch on throttle
openings of 29' ond above. Also at engine speeds over 3250 rpm.
Cavity 8 Yellow cable. 12 volfs positive st~pplyto electronic control
unit from the R.P.M. relay.
Cavity 12 Yellow/red cable switched to ground, to give a 75% duty

cycle, by the low temperature switch.
Cavity 15 Yellow/orange cable controls the duty cycle (open/close ratio)
of the frequency volve.
Covity 16 Unit ground. Black coble to ground a t engine via wiring harnesses.
22. Fuel Pumps

Location: Underside of body R.H. rear. Additional information see LD 3.
Twin fuel pump instollation electricall y connected i n parallel through individual
fuses, the engine overspeed/fvel pump foilure rnodule,and fuel pump control relays.
23. Inertia Switch

Location: Coil box
Mating connector colour: Grey
The safety inertia switch is designed to operate on impact, such as would
occur i n anaccident, to disconnect the fuel pumps ond minimise any fire
hazard.
To reset the switch, i n the event of its tripping, press down the reset
plvnger on the top.
Page 72 SECTION kD
24. Engine Overspeed/Fuel Pump Failure Module

Location: Top of right hand tank board. (Under f i l l e r neck)
Mating connector colour: Natural. Additional information see LD 3 .
The module senses low tension ignition pulses and supplies a negative to the
fuel pump control relay winding.
I n the event of excessive engine speed (7,000 2
50 R.P.M.) this feed i s removed
thereby stopping the injection system operating and limiting engine R.P.M.
Also i n the event of one of the two fuel pump failing to operate the maximum
engine R.P.M. is restricted to 2,800 + 50 R.P.M. This i s achieved by
monitoring the current drawn by e a ~ h - ~ u andm ~ rernoving the negative to
the fuel pump control relay winding5 at 2,800 + 50 R.P.M. i n the event of
one pump failing to draw any current; '~'hereforf?any part of the circuit between
the module and the pump, going open circuit, w i l l be detected and engine R.P.M.
restricted. (This unit w i l l therefore sense blown fuse, broken or disconnected
fuel pump wiring .)
Disconnection o f the module w i l l not allow the fuel pump to operate. Single
' .
nntrnn i n i l t # v e M\, ~ O S ~ the
F P is-01 i n the nth-- mnnmrt .-ir,-nnit
6 c
tn hlnt~!,41101 tn t h ~
increased load imposed on i t (dependent on position i n which failed pump fails).

This circuit i s designed as a "get you home" aid i n the event of failed fuel pump
but the vehicle require attention to the fuel pump system as soon as possible.
25. Fuel Pump Control Relays (2)

Location: Coil box
Mating connector colour:Black
Double contac: relay (schematic as shown i n i t e x 1 ) :
Controlled by the engine ovenpeed/fuel pump failure module, overboost switch
and inertia switch. Switches positive feed, via 15 amp fuses to individual
fuel pump circuits.
26. Overboost Switch

Location: Coil box
Mating connector colour: White. Addition01 information see LD 3.
Supplies, via terminal 8% of the R.P.M. relay, a positive feed to the winding of
the fuel pump control relay. This feed i s removed, thereby de-energising the fuel
pump, i n the event of an engine fault condition of excessive turbo boost pressure.
27. Fuel Enrichment Module

Location: Top of right hand fuel tank board.
Mating connector colour: White. Additional information see LD 27 - 10
Senses engine speed o f 3250 rpm via negative feed from ignition coil, and
switches ignition feed to operate relay coil and close relay contacis. This
provides earth sigrwl to E.C.U. terminal 7.
Page 7
COOLING SYSTEM
SECTION KB - E S PRIT 53 & T U RB O
Operation
General Description KB.1 1 to 7

Drain/Refill Procedure KB. 2 7/8
Cooling Fans - Replacement of

KB.3 8/9
Early Type Motors
T ~ D A a ~ i n
Cooling Fans Thermal Switch KB.5 10/11

Replacement of Early Type Rad.
Duct Stays. KB. 6 11
Page 2 SECTION KB
.Air Bleed Plu 1
Page 6 SECTION /<B
SECTION K 5 Page 7
KB.l - GENERAL DESCRIPTION
A c e n t r i f u g a l w a t e r pump i s mounted on t h e f r o n t f a c e o f t h e c y l i n d e r
b l o c k a n d i s d r i v e n by a s i n g l e ' V ' b e l t from t h e c r a n k s h a f t . C o o l a n t
i s pumped by t h e i m p e l l o r i n t o t h e f r o n t o f t h e b l o c k , a r o u n d t h e ' w e t '
c y l i n d e r l i n e r s and j n t o t h e c y l i n d e r h e a d .
E s p r i t S3 and U.S.A. Turbo: Water l e a v e s t h e c y l i n d e r h e a d v i a a p i p e

c a s t i n t e g r a l l y w i t h t h e i n l e t m a n i f o l d , w i t h , o n U.S.A. Turho m o d e l s , a n
a d d i t i o n a l o f f t a k e from t h e f r o n t f a c e o f t h e h e a d , a n d f l o w s i n t o t h e
t h e r m o s t a t h o u s i n g which i s above and i n t e g r a l w i t h t h e w a t e r pump
h o u s i n g . When t h e t h e r m o s t a t i s c l o s e d , w a t e r f l o w s downwards back i n t o
t h e w a t e r pump t o commence a n o t h e r c y c l e . When t h e t h e r m o s t a t o p e n s ,
t h i s r o u t e i s c l o s e d o f f and w a t e r i s d i r e c t e d upwards p a s t t h e t h e r m o s t a t
and i n t o pipework l e a d i n g t o t h e f r o n t mounted r a d i a t o r . C o o l a n t r e t u r n i n g
from t h e r a d i a t o r f l o w s back i n t o t h e w a t e r pump i m p e l l o r h o u s i n g t o
commence a n o t h e r c y c l e .
DOM/ROW Turho: On t h e s e c a r s , w a t e r l e a v e s t h e c y l i n d e r h e a d from a p i p e

i n i t s f r o n t f a c e and v i a o u t l e t s between t h e i n l e t p o r t s l i n k e d by an
e x t e r n a l c o l l e c t o r p i p e . T h e s e two s t r e a m s c o n v e r g e and f l o w t o a r e m o t e l y
mounted t h e r m o s t a t a t t h e r i g h t hand f r o n t o f t h e e n g i n e h a y . When t h e
t h e r m o s t a t i s c l o s e d , w a t e r i s d i r e c t e d v i a a ' b y - p a s s ' pipework r o u t e
back t o t h e w a t e r pump, b u t when t h e t h e r m o s t a t o p e n s , c o o l a n t f l o w s f o r w a r d
iu i i ~ ei i o i ~ L UVUA~LCU
. -'...U - I - . .
AYUIYL.VI
L.=---
---- -..-.-C) CL,. ,,."I,..-...m-
_.A..__-:-,.
-- --_-
C^
--r .
A h e a d e r t a n k i s f i t t e d a t t h e r i g h t hand r e a r o f t h e e n g i n e hay and i s
c o n n e c t e d w i t h t h e w s t e r pump i n l e t pipework (S3 & USA) o r t h e by- pass
pipework (DOM/ROW T u r h o ) .
The r a d i a t o r i s l o c a t e d i n t h e n o s e o f t h e c a r and i s mounted i n t o a

G.R.P. r a d . d u c t f i x e d t o t h e u n d e r s i d e o f t h e s p o i l e r a n d f r o n t l u g g a g e
compartment. Turbo models u s e a f u l l w i d t h r a d i a t o r p r o v i d e d w i t h 3 c o o l i n g
f a n s w h i l s t S e r i e s 3 v e h i c l e s use a s m a l l e r 2/3 width r a d i a t o r with 2
cooling fans. S e r i e s 3 c a r s with a i r c o n d i t i o n i n g have a s i m i l a r l y s i z e d
c o n d e n s o r mounted ahead o f t h e r a d i a t o r and o f f s e t t o t h e o p p o s i t e s i d e o f
t h e r a d . d u c t w i t h t h e non o v e r l a p p i n g p o r t i o n p r o v i d e d w i t h i t s own c o n d e n s o r
cooling fan.
KB.2 - DRAIN/REFILL PROCEDURE
I t i s most i m p o r t a n t t h a t t h e c o o l a n t c o n t a i n s a c o r r o s i o n i n h i b i t o r t o
p r o t e c t t h e aluminium a l l o y o f t h e L o t u s e n g i n e . A minimum o f 25%
i n h i b i t o r / a n t i f r e e z e s h o u l d b e u s e d a l l y e a r r o u n d w i t h up t o 60% i n t h e
coldest climates. A l l c a r s a r e f i l l e d w i t h a 40% mix a t t h e f a c t o r y .
To d r a i n t h e s y s t e m , set t h e h e a t e r t e m p e r a t u r e c o n t r o l t o h o t , r e l e a s e
t h e h e a d e r t a n k c a p and remove t h e r a d i a t o r d r a i n p l u g . Also r e l e a s e
, h o s e c o n n e c t i o n s i n t h e e n g i n e hay a s n e c e s s a r y t o f u l l y d r a i n pipework
To r e f i l l t h e s y s t e m , r e f i t h o s e c o n n e c t i o n s s e c u r e l y , r e p l a c e d r a i n p l u g
a n d , o n Turho m o d e l s , open t h e r a d i a t o r b l e e d p l u g from i n s i d e t h e
f r o n t l u g g a g e compartment.
Page 8 SECTION /(B
F i l l w i t h c o o l a n t u n t i l a s t e a d y s t r e a m f l o w s from t h e b l e e d . C l o s e t h e
b l e e d and add c o o l a n t u n t i l t h e s y s t e m i s f u l l y f i l l e d . Run t h e e n g i n e
t o o p e r a t i n g t e m p e r a t u r e and open t h e b l e e d u n t i l a c o n t i n u o u s s t r e a m o f
w a t e r f l o w s o u t . C l o s e t h e b l e e d , a l l o w t h e e n g i n e t o c o o l , and f i l l t o
w i t h i n 50mm ( 2 i n . ) of t h e b o t t o m o f t h e h e a d e r t a n k n e c k .
Radiator air bleed
KB.3 - COOLING FANS - REPLACEMENT OF EARLY TYPE MOTORS.
E a r l y S e r i e s 3 and Turbo models ( p r i o r t o mid ' 8 3 ) u s e d c o o l i n g f a n

m o t o r s A074MG027Z w i t h r i v e t t e d m e t a l f a n b l a d e s , w h i l s t l a t e r c a r s u s e
a f a n motor assembly w i t h a n o r a n g e p l a s t i c b l a d e . I f it i s n e c e s s a r y t o
r e p l a c e a n e a r l i e r t y p e f a n m o t o r , i t i s recommended t o f i t t h e l a t . e r t y p e
f a n m o t o r a s s e m b l y i n t h e f o l l o w i n g manner.
Q t y , p e r Motor
P a r t s Required
Fan Motor A082KG02GH

F a n , r a d . c o o l i n g (plastic) A082KG027H
C i r c l i p , f a n t o motor A082KG029F
Washer, f a n t o m o t o r AOBZKG028F
S p a c e r , m o t o r t o mtg. A079K4175
Washer, s h a k e p r o o f A075W404GZ
N u t , p l a i n , M6 A075W3020Z
Permabond , A136 A074BG009V
E x t e n s i o n l e a d (53) A085M4194F
R e v e r s e P o l a r i t y Lead ( T u r b o ) A082M4193F
1. Remove t h e o l d f a n and motor f r o m i t s mounting s h r o u d .
2. E n l a r g e t h e f a n motor f i x i n g h o l e s i n t h e shroud l e g s
t o Gnm c l e a r a n c e .
SECTION KB
3. F i t t h e new fan and motor assembly, u s i n g s p a c e r s A079K4175

between t h e motor and shroud l e g s a s shown, and Permabond A136
on t h e f a n motor mounting s t u d s .
Existing Radia
A075W3020
4. On S e r i e s 3 models, d i s c a r d t h e e x i s t i n g r e v e r s e p o l a r i t y connection
and connect t o loom u s i n g e x t e n s i o n l e a d A082M4194.
On Turbo models connect motor t o loom u s i n g r e v e r s e p o l a r i t y

l e a d A082M4193.
5. Switch on f a n s ( b r i d g e ' O t t e r ' s w i t c h ) and check c o r r e c t d i r e c t i o n

of r o t a t i o n of 9 i n d i v i d u a l f a n , i e : draws a i r through r a d i a t o r
and blows backwards, r o t a t i n g a n t i - c l o c k w i s e when viewed from
behind.
The f a n f a i l t e l l - t a l e w i l l f u n c t i o n a s p r e v i o u s l y .
K8.4 - COOLING FANS THERMAL TRIP
E a r l y Turbo models, S3 c a r s with a i r c o n d i t i o n i n g , and S e r i e s 3 c a r s with

h e a t e r p r i o r t o commonisation with Turbo f a s c i a (mid ' 8 5 ) used a f u s e d
r e l a y i n t h e c o o l i n g fan c i r c u i t l o c a t e d a t t h e l e f t hand f r o n t of t h e fron't
luggage compartment. L a t e r c a r s were f i t t e d with a r e v i s e d c i r c u i t t o
i n c o r p o r a t e a double p o l e r e l a y and a modular t h r e e p o l e thermal c i r c u i t
b r e a k e r with manual r e s e t . On t h e s e c a r s , an e x c e s s c u r r e n t i n any one o r
more motors w i l l c a u s e i t s own thermal c i r c u i t b r e a k e r t o o p e r a t e . I f any
Page 70 SECTION /(B
t h e r m a l t r i p i s o p e n , o r any m o t o r f a i l s t o r o t a t e a t a n e f f e c t i v e s p e e d , an
e a r t h p a t h o r v o l t a g e d i f f e r e n c e i s c r e a t e d and t h e f a n f a i l u r e t e l l t a l e
w i l l light. P r e s s i n g down t h e r e d r e s e t b u t t o n on t h e t r i p h o u s i n g ( a d j a c e n t
t o w i n d s c r e e n w a s h e r r e s e r v o i r ) w i l l r e s t o r e any t r i p p e d c i r c u i t .
Cooling Fom Thermal Trip
--.--...
- COOLING FANS
The c o o l i n g f a n s t h e r m a l s w i t c h ( s o m e t i m e s r e f e r r e d t o by i t s m a n u f a c t u r e r s
name, ' O t t e r ' ) i s f i t t e d i n t o a w a t e r p i p e b e t w e e n t h e t h e r m o s t a t o u t l e t
and r a d i a t o r i n l e t , u s i n g a s p e c i a l grommet and s p r i n g c l i p . Never r e - u s e
a grommet, b u t renew e a c h t i m e t h e s w i t c h i s removed.
Cars used i n h o t c l i m a t e s a r e f i t t e d w i t h a b l u e c o l o u r coded s w i t c h

which m a k e s / b r e a k s a t t e m p e r a t u r e s of 82/7Z°C. The s w i t c h i n g p o i n t f o r
c a r s i n t e m p e r a t e c l i m a t e s was r a i s e d from 86/76 t o t h e 92/82 o f t h e
c u r r e n t g r e e n c o l o u r coded s w i t c h .
On DOM/ROW Turbo models t h e s w i t c h i s f i t t e d i n t h e r a d i a t o r i n l e t elbow

pipe. U n t i l Dec. ' 8 4 , t h e p i p e was f i t t e d w i t h t h e s w i t c h p o i n t i n g upwards
b u t t h e p o s s i b i l i t y of a n a i r p o c k e t b e i n g t r a p p e d a r o u n d t h e s w i t c h and
t h e c o n s e q u e n t e r r o n e u s t e m p e r a t u r e s e n s i n g , l e d t o t h e p i p e and s w i t c h
being inverted.
Page 7 7
On a n e a r l i e r c a r , i f i n c o n s i s t e n t f a n o p e r a t i o n i s e x p e r i e n c e d , o r i f
t h e t h e r m a l s w i t c h o r w a t e r - p i p e i s d i s t u r b e d f o r any r e a s o n , t h e
elbow p i p e s h o u l d h e r e - f i t t e d i n t h e ' i n v e r t e d ' p o s i t i o n a s shown.
E s p r i t S 3 C a r s p r i o r t o mid ' 8 5 and U.S.A. Turbo models h a v e t h e s w i t c h

f i t t e d h o r i z o n t a l l y i n t o t h e w a t e r pump o u t l e t p i p e . L a t e r S3 c a r s
a d o p t e d t h e r a d i a t o r i n l e t p i p e l o c a t i o n o f t h e Dom. T u r h o .
KB.6 - REPLACEMENT OF EARLY TYPE RAD. DUCT STAYS
E a r l y S e r i e s 3 and DOM/ROW T u r h o c a r s u s e d r a d i a t o r d u c t s t a y s f a b r i c a t e d
from 'U' s e c t i o n c h a n n e l and u s i n g a n ' L ' b r a c k e t t o f i x t h e s t a y
t o the chassis. L a t e r c a r s u s e d a more d u r a b l e t u b u l a r s t a y which may
be f i t t e d t o e a r l i e r c a r s i n t h e f o l l o w i n g manner.
P a r t s Required
Rad. Duct S u p p o r t T u b e , RH A082K4188K

Rad. Duct S u p p o r t T u b e , LH A082K4189K
S e t s c r e w , M6 X 2 0 , T u h e / C h a s s i s A075W1030Z
.. - - -- - -
8 .
8
Cl^+
, v..,,m,",.,,"a4a An7<WAn117
N u t , N y l o c , M6, T u b e / C h a s s i s A075W3009Z
Remove and d i s c a r d e x i s t i n g s t a y s and ' L ' b r a c k e t s
D r i l l a 7mm d i a m e t e r h o l e e a c h s i d e o f t h e c h a s s i s f r o n t f r a m e a s
shown, and p a i n t w i t h a z i n c r i c h p r i m e r .
F i t t h e r e a r end of each t u b e t o t h e c h a s s i s a t t h i s p o i n t u s i n g t h e
f i x i n g s l i s t e d , and s e c u r e t h e f r o n t end t o t h e r a d . d u c t w i t h t h e e x i s t i n g
f i x i n g s , r e - d r i l l i n g if n e c e s s a r y .
SECTION J C Page 5
8. Operate the footbrake several times to bring the pads to their correct
working position and to take up the handbmke adjustment.
JC 3. - HANDBRAKE ADJUSTMENT
I t i s a feature o i the Bendix handbrake mechanism that a large amount o f handbmke

lever travel i s required i n order for the handbrake to work e f f i c i e n t l y and for the
automatic cdi~c,tmentto function. For this reason, a 'fold down' type handbrake
.
l e v e l i s used to ease driver entry/exit
The handbrake i s applied by p u l l i n g the lever upwards i n the usual manner. After
application, the lever may be pushed down aguin (WITHOUT pressing release button
i n end of handgrip) whilst the fascia t e l l tale lamp warns of handbrake application.
To release the handbmke, pull lever up, press release button and HOLD1NG BUTTON
PRESSED IN, lower lever f u l l y .
The handbrake lever i s connected v i o a short l i n k to a multiplier lever to increase

leverage and reduce operator effort. The multiplier lever connects to a n actuating
l i n k which uses a compemator lever to balance the force applied to each handbrake
cable.
The Bendix calipers incorporate a screw thread self adjusting mechanism w i t h i n their
hydraulic cylinders, which keep; the mechanical handbrake linkage adjusted w i t h each
application of the footbmke. For this system to function correctly, i t is.essentia1 that
each caliper handbmke lever i s allowed to return fully, and i s not prevented from
doing so b y maladjustment o f the handbmke cable.
To check that this condition i s achieved, w i t h the handbrake 'off', measure the distance
between the cable abutment and caliper iever as shown.
Page 6 SECTION JC
After verifying this dimension, any slack i n the cables m y be adjusted out a t
their forward abutment inside the driver's s i l l trim panel. For access, slide the
driver's seat fully forward and l i f t the rear end of the s i l l carpet to expose the
trim aperture. After adjustment, re-check the caliper lever 'off' dimension
as above.
-
JC.4 FRONT CALIPER OVERHAUL
1 . Disconnect the broke hose from the caliper brake pipe ond
bracket. Remove the caliper swing release bolt, raise the
caliper and draw off from t h e top slide pin.
2. Remove the sliding bush ond its rubber boots.
3. Remove the top pin boot from the caliper using a small chisel
as shown.
v
\\
l:.
X?.
>:
c
4. Remove the spring ring and boot frorn the piston bore and use
compressed air to eject the piston from the cylinder.
WARNING: Keep fingers well clear during this operation,

and use rags to guard against bmke fluid spray.
5. Remove piston seal from cylinder.
6. Reassembly. Apply rubber grease to parts os indicated.
7. Instal piston seal into c y linder bore, ond insert piston .

Fit c y linder dust boot, ond retain with spring ring.
8. Fit the top slide pin boot by using a 21 mm socket os shown.
9. Fit the sliding bush with i k iwo book.

SECTION JC Page 7
10. Install the caliper onto the top slide pin, swing down, and refit
the caliper swing release bolt. Torque tighten to
- -
1 .6 2.4 kgf.m. (12 17 lbf.ft.).
11. Reconnect the brake hose, and bleed the brakes.
JC. 5 - REAR CALIPER OVERWUL

l. Disconnect the handbrake cable ond brake hose from the caliper.
2. Remove the lockin g c l i p , slide out the caliper retaining plates, and
remove caliper to bench.
3. Clean the caliper thoroughly. Remove piston boot. Using a .k" dr.ive
ratchet, unscrew the piston from the handbrake adjustment mechanism.
4. Using a rag to protect agoinst brake fluid spray, and keeping fingers
well cleor, use compressed a i r to eject the piston from the cylinder.
Remove seal from groove i n cylinder.
Clean the groove, cylinder bore and piston with methylated spirit and
drv with com~ressedair. llspect the ?roove. bore and piston surface
.-
ibi urly siyris oiscrurciling or pirring. IT uny sucn sigm ure uppurenr,
a replacement cylinder assembly should be fitted.
Fit a new seal into the cylinder groove. Lubricate the piston and bore
with brake fluid and press the piston into the cylinder.
Smear the exposed p r t of the piston with the special Lockheed grease
supplied i n the seal kit, and f i t a new dust boot.
Screw the piston fully i n along the handbrake adjuster mechanism, and
then position with the piston slot parallel with the two support wings
and the groove toward the bleed nipple side. (See brake pad replacement
procedure JC. 1 ).
C y linder Removal If i t i s necessary to replace a cylinder assembly, special spreader

tool TOOOT0556 must be used to avoid damoging the special protective coating on the
cylinder and wings of the carrier bracket:
a) Position the tool as shown and turn the screws

(A) to adjust the alignment of i i s two a r m
against the two wings of the carrier bmcket.
b) Gradually tighten the two nuts (B) until the

cylinder i s no longer gripped by the carrier
bracket. I t m y be necessary to re-position
the tool to enabl e the cylinder to move
easily.
c) Using a 3mm allen key or similar, depress

the spring loaded pawl and slide the cylinder
out o f the carrier.
Page 8 SECTION JC
Replacemenf
d) With the tool holding the wings of the carrier apart, slide the new
cylinder into the carrier bracket whilst depressing the locking pawl
Check that the cylinder i s fitted the correct way up.
e) Ensure that the pawl locks into the carrier bracket locating hole
and remove the spreader tool.
JC. 6 - BRAKE DISCS

Check the braking surface on both sides of the brake discs for scoring or corrosion.
Replace i f i n doubt.
Measure the disc thickness and rnn-out:
Front Rear
-
Thickness, nomiml 20.0 mm (0.79 in.) 12.0 mm (0.47 in.)
Thickness, minimum 19.0 mm (0.75 in.) 11.0 mm (0.43 in.)
Run-out, maximum 0.15 mm (0.006 in.) 0.20 mm (0.008 i n.)
If the run-out i s excessive, replace the disc.
NOTE Emure the front wheel bearings are correctly adjusted before measuring
front disc run-out .
JC. 7 - BRAKE SERVO UNIT
The 'Master-Vac' brake servo i s , with the exception of the air filter and non return
valve, a non- serviceable sealed unit which must be replaced i f found to be faulty.
The a i r filter (surrounds input push rod) shottld be replaced whenever the brake
system i s overhauled, and cleaned or replaced more frequently i f the vehicle i s
opemted i n dusty conditiom.
The vacuum non-return valve is incorporated into the vacuum hose elbow connector
i n the front case of the servo unit. The valve i s a push f i t into a grommet, and i s
supplied comp1et.e with new grommet.
As a quick check of servo operation proceed as follows:
With engine stopped, press the bmke several times to exhaust the servo unit
of vocuum. Keeping the pedal pressed (which should be 'hard' and 'high') start
the engine; the p d a l should drop slightly as the servo vacuum builds up.
When replacing a servo unit, emure that the input pushrod i s located i n the
bmke pedal lower hole murked 'B' (Brake) and r o t i n the upper hole 'C' (Clutch)
SECTION JC Page 9
JC. 8 - MASTER CYLINDER OVERHAUL
1. Disconnect the f l u i d level switch leads, release the three brake pipes from the
cylinder and remove the two nuts and washen securing the mas ter cylinder to
the servo. Remove the master cylinder assembly from the vehicle to a clean
workplace before further dismantling.
2. Drain the reservoir and p u l l out from its two master cylinder grommets.
3. Push on the primary piston orld remove the stop screw from the under-iide
of the cylinder, and c i r c l i p from the cylinder end.
4. Withdraw the primary piston assembly

and eject the secondary piston assembly
and spring using compressed a i r (max
3 bar). Never tap or strike the master
cylirlder to remove the piston.
5. Clean a l l parts w i t h methylated spirit or brake system cleaning f l u i d and inspect.

If the master cylinder bore shows any signs whatever of scoring, wear, or corrosion,
the r n r n p l ~ ut ~n i t qhnuld be replaced.
Note: The screw securing the return spring to the primary piston i s factory set
and must not be disturbed.
6. Coat bath new piston assemblies from a master cylinder repair k i t with clean
brake f l u i d and insert the secondary piston assembly w i t h its spring i n t o the
cylinder. Use a screwdriver w i t h rourlded blade to ease sealing washer entry
i n t o the bore, and a rounded end 3mm diameter brass rod to ease the seals past
the reservoir parts and stop screw hale.
F i t the primary piston assembly and

spring i n a similar manner, and retain
i n the cylinder by inserting the brass
rod through the rearmost reservoir
port, whilst pushing o n the piston.
Page 10 SECTION JC
8. C w t the exterior of the projecting primary piston tube, vacuum sealing

washers, and guide binh with the silicone grease provided i n the repoir
kit.
9. Fit a stop washer and one vacuum sealing washer

(lip side first) over the piston tube and insert
into the cylinder using a rounded blade. Fit
the guide bush, second vacuum sealing washer
(lip side first)and second stop washer i n a
similar manner, and retain with the new circlip.
10. Using a new sealing washer, f i t the secondary piston stop screw into the
c y linder body. Tighten to 1 kgf.m. (7.5 lbf. ft.). Press on the p r i m r y
piston, and remove the brass rod from the reservoir port.
11 . Refit the reservoir assembly to the master cylinder using new grommets.
12. Refit the master c y linder to the servo, wing a new '0' ring and tightening
the two nuts to 1.4 kgf. m ( l 0 Ibf. ft.).
13. Refit the broke pipes into the master cylinder porh, refil I the reservoir with
the specified brake fluid, and bleed the complete system. Connect the low
fluid level switch leads.
SECTION M B Page I
- - MB -
SECTION ESPRIT S 3 & TURBO (Dom/Row)
Section
C i r c u i t Diagrams: MB. I
S 3 - Luroenition & F u s e d Fan R e l a y LSL 249

S3 - A / C , C o n s t a n t E n e r g y & T h e r m a l T r i p LSL 250
S 3 - A/C, EEC ( S y m b o l ) S w i t c h e s LSL 251
S 3 - From V I N 85D2153 ( J u l y ' 8 5 ) LSL 254
S3 - ' 8 7 M.Y. onwards LSL 259
T u r b o - Commemorative, L u m e n i t i o n LSL 239
T u r b o - C o n s t a n t E n e r g y , F u s e d Fan R e l a y LSL 247
Turbo - Constant Energy, Thermal T r i p LSL 2 4 8
Turbo - '87 M.Y. onwards LSL 2 5 8
Component L o c a t i o n D i a g r a m MB. 2 9/9A
H a r n e s s R o u t i n g Diagram MB. 3 10
Lumenition I g n i t i o n System MB.4 I 1 t o 14
Lucas C o n s t a n t Energy I g n i t i o n MB.5 15/16
'Maintenance F r e e ' B a t t e r y Charging
Procedure MB.6 17
Dim-Dip Headlamp S y s t e m ( U . K . m o d e l s ) MB.7 18/19
=L
3 a a aQ eB
l
A.C. TEMPERATURE CONTROL UN T
LOW COOLANT LEVEL ( TURBO & LATE S 3 1
-MODULE (TURBO /
FAN FAIL RELAY INTERIOR LIGHT DELAY F USEBOXES A C U COMPARATOR
HAZARD/TURN A.C.U. COMPARATIIII INTERIOR

.
AC- COP
- - PRESSOR
FLASHER UNITS UNIT ( TURBO l FAN RELAY RE L AY
MB.2. - COMPONEI'JT LCCATIQI\ -IIIAGRAM - Fascia

Page 70
DEC 1986
SECTION M5 Page 7 1
MB.4. - LUMENITION IGNITION SYSTEM

E a r l y S e r i e s 3 and Turbo models used Lumenition i n f r a r e d s o l i d s t a t e
c o n t a c t b r e a k e r l e s s i g n i t i o n . On e a r l y Turbo m o d e l s , t h e L u m e n i t i o n
power module was mounted o n t h e e n g i n e bay s i d e o f t h e r i g h t hand f u e l
t a n k w e l l , b u t was moved on i n t r o d u c t i o n o f t h e E s p r i t 53, t o t h e
i g n i t i o n box a t t h e r e a r o f t h e e n g i n e bay.
An o p t i c a l s w i t c h i s f i t t e d i n t h e o t h e r w i s e s t a n d a r d d i s t r i b u t o r and i s
o p e r a t e d by a 4 - b l a d e chopper f i t t e d o v e r t h e d i s t r i b u t o r cam. A
s p e c i a l f i b r e washer i s sometimes used below t h e chopper b l a d e t o
a c h i e v e t h e c o r r e c t b l a d e h e i g h t through t h e o p t i c a l s w i t c h .
Two t y p e s o f L u m e n i t i o n system have been u s e d , t h e e a r l i e r Mk 16 t y p e

b e i n g s u p e r c e d e d by t h e Mk 17 t y p e , d u r i n g 1980 a s a r u n n i n g change o n
p r o d u c t i o n . Components o f e i t h e r t y p e a r e n o t i n d i v i d u a l l y c o m p a t i b l e .
Identification - Power Module
I d e n t i f i c a t i o n of power modules i s o n l y p o s s i b l e by t h e c o l o u r o f t h e
r e s i n o r p l a s t i c b l o c k s e a l i n g t h e w i r e s i n t o t h e module u n i t .
Mkl6 u n i t s a r e s e a l e d w i t h r e d o r b l a c k r e s i n . Mk17 u n i t s a r e s e a l e d by
-
a w h i t e p l a s t i c clamp.
- Optical
- Switch
MK 16 o p t i c a l s w i t c h u n i t s a r e marked w i t h numbers s i m i l a r t o 8240, t h e

8 and 0 b e i n g t h e y e a r and 24 t h e week o f p r o d u c t i o n .
Xk 17 o p t i c a l s w i t c h u n i t s were a l s o produced i n 1980 b u t have a 17

p r e c e d i n g t h e number i . e . 17 8240.
A l l u n i t s produced i n 1981 a r e Mk 17 w i t h numbers s i m i l a r t o 8124, w i t h

8 1 b e i n g t h e y e a r and 24 t h e week o f p r o d u c t i o n . I n t h e e v e n t of a n
ambiguous d a t e code ( e . g . 8120) c o n t a c t t h e L o t u s S e r v i c e Department f o r
advice.
Replacement
I f a new power module f o r a Mk 16 system i s r e q u i r e d , i t c a n o n l y be

r e p l a c e d w i t h a Mk 17 power module i n c o n j u n c t i o n w i t h a Mk 17 o p t i c a l
switch.
I f a Mk 16 o p t i c a l s w i t c h i s t o be r e p l a c e d , i t c a n o n l y be r e p l a c e d
w i t h a Mk 17 o p t i c a l s w i t c h , which, i f t h e Mk 16 power module i s t o be
r e t a i n e d , w i l l n e c e s s i t a t e t h e use o f c o n v e r t o r u n i t 4083M6305F f i t t e d
between t h e Mk 16 power module and Mk 17 o p t i c a l s w i t c h .
AJLAAP
DEC 1986
Page 12
I
Summary:
Power Part Connectr,r Colour Length Compatible

Module Number Block of of Optical
TYpe Shape Seal Lead * Switch
Mk 16 A075M0335F Rectangular Red o r 790 mm A907E6331F (Mk 1 6 )

(NO Black o r B907E6331F (MK 1 7 )
longer + A083M6305F (Convertor!
available)
Mk 17 k083M0384F Oval o r White 790 mm 5907E6331F (Mk 1 7 )

Rectangular
Mk 17 B083M0384F Oval o r White 470 mm B907E6331F (Mk 1 7 )

Rectangular
* With power module by RH f u e l t a n k - 790 rilm

With power module i n i g n i t i o n box - 470 mm
Connector Blocks
Mk 16 s y s t e m s used a r e c t a n g u l a r c o n n e c t o r b l o c k between t h e o p t i c a l
s w i t c h and power module. Mk 17 s y s t e m s u s e d a n o v a l c o n n e c t o r b l o c k
w i t h r e t a i n i n g p r o n g s , which was s u b s e q u e n t l y found t o be l e s s d u r a b l e
than t h e e a r l i e r r e c t a n g u l a r type.
A l l s e r v i c e r e p l a c e m e n t components a r e s u p p l i e d f i t t e d w i t h t h e
r e c t a n g u l a r t y p e c o n n e c t o r , and i n c l u d e t h e o p p o s i t e ' h a l f ' o f t h e
c o n n e c t o r b l o c k which may be used i f n e c e s s a r y t o r e p l a c e t h e r e m a i n i n g
oval connector. -
viz:
1. Use s p e c i a l t o o l TOOOT0473 t o c l o s e l o c k i n g t a g o n p i n and

remove from w i r e end of c o n n e c t o r b l o c k by p u l l i n g . MOST IMPORTANT
- open t a g t o o r i g i n a l l o c k i n g a n g l e .
/
TOOOT 0473
A J LAAP
SECTION M6 Page 13
2. Having made c e r t a i n t a g s a r e i n l o c k i n g p o s i t i o n , push each p i n i n

t h e c o r r e c t t u n n e l o f t h e new c o n n e c t o r b l o c k u n t i l t h e t a g c l i c k s
into position.
The c o n n e c t o r i s numbered a s i l l u s t r a t i o n
Red
Black
Blue
NOTE: On no a c c o u n t must Mk 17 power modules be c o n n e c t e d w i t h M k 16

o p t i c a l s w i t c h e s . A l s o , Mk 16 modules must n o t be c o n n e c t e d
t o Mk 17 o p t i c a l s w i t c h e s w i t h o u t use o f a d a p t o r A083M6305F.
TE S T I N G I NS TR UC T I O NS FOR v ~ ~ ~ ~ ~
MK 16 AND MK 1 7 IGNITION SYSTEMS
A l l t e s t s a r e c a r r i e d o u t w i t h i g n i t i o n s w i t c h e d on a n d c e n t r e HT l e a d
removed from t h e d i s t r i b u t o r and h e l d a p p r o x i m a t e l y 6 . 5 mm (114 i n c h )
from a n e a r t h p o i n t such a s t h e e n g i n e , b u t away from t h e c a r b u r e t t o r s
region.
CAUTION: HT c a n be dangerous and c a n jump 25 mm ( 1 i n c h ) . Leads s h o u l d

be h a n d l e d c a r e f u l l y .
I. To t e s t t h e c o m p l e t e s y s t e m -
With t h e d i s t r i b u t o r c a p removed and o u t o f s t r o n g s u n l i g h t , p a s s
a p i e c e o f opaque m a t e r i a l , such a s a ~ i e c eof b l a c k c a r d
between t h e l e n s e s o f t h e o p t i c a l s w i t c h -
t h i s s h o u l d produce
a s p a r k from t h e HT l e a d t o e a r t h .
2. To t e s t power module ( a n d c o i l ) -
a). Unplug 3-way c o n n e c t o r l e a d i n g t o t h e d i s t r i b u t o r .
b). Connect (by means of a s m a l l p i e c e of w i r e ) -

On Mk 16 t h e b l u e t o t h e r e d
On M k 1 7 t h e b l u e t o t h e black,
AJLAAP
Page 74
w i r e l e a d i n g t o t h e power module. A s t h i s c o n n e c t i o n i s
c - - - - - - - , ..
made a s p a r k i s produced a t t h e HT l e a d .
.. If -
-
no s p a r k i s
- . - - L r c .... - - l . ---.l
-
:<,
produced - t h e c o i l may be s u s p e c t .
3. To t e s t t h e o p t i c a l s w i t c h -
The o p t i c a l s w i t c h must be c o n n e c t e d t o a good power module.
With a s e n s i t i v e v o l t m e t e r measure t h e v o l t a g e between blue a n d
-
b l a c k l e a d s . With i n f r a r e d beam
approximately -
interrupted, the voltage i s
Mk 17 (2.7'~') Mk 16 (1.8Vl - t h i s drops t o

Mk 17 (1.OV) Mk 16 (0.3VI - w i t h beam i n t e r u p t e d .
N.B. The v o l t a g e on t h e r e d l e a d i s a p p r o x i m a t e l y 7.5V.
4. Do n o t l e a v e t h e i g n i t i o n o n f o r o l o n g time (max 15 m i n s ) w i t h t h e
o p t i c a l switch assembly disconnected.
NOTE: Under no c i r c u m s t a n c e s s h o u l d :
ai. A i u i i ~ o s i r i v ef e e d be a p o i i e a LU a i ~ vc u u i ~ r c ~ i uv~iirr
~r
t h a n t h e r e d p o s i t i v e w i r e o f t h e power module s u p p l i e d
w i t h a male L u c a s t e r m i n a l .
b). The c o i l t e r m i n a l s be s h o r t c i r c u i t e d o r t h e brown w i r e

(coil -
VE) o f t h e power module be c o n n e c t e d t o f u l l
p o s i t i v e feed.
F a i l u r e t o o b s e r v e t h e n o t e s above w i l l r e s u l t i n c a t a s t r o p h i c damage t o
t h e power module: i n v a l i d a t i n g t h e w a r r a n t y .
AJLAAP
SECTION MB Page 15
MB.5. - LUCAS C O N S T A N T E N E R G Y J G N I T I C N
The Lucas comtant energy i g n i t i o n srjtsm i s an inductive system i n which the energy
stored i n the c o i l i s maintained corntant over o wide range of engine speeds, thereby
providing consistently higtt output voltages. The system comprises a distributor model
45 DM, and igr1itic.n c o i l model 32 C 5 , on ignition amplifier model AB 14 and on
electronic rev. limiter..
The distributor incorporates a vuriable-reluctance position transducer (pick up) to

provide U basic timing waveform. The sintered reluctor has four projections which
correspond i n function w i t h the corn lobes of a conventional distributor. The p i c k u p
comprises a coil and nlognet assembly, the pick up a i r gap (0.20 0.35 mm.) being set -
during mortufactvre and requiring no subsequent adjustment.
A co~~ventiow
type
l rotor urm i s fitted, moulded (as i s the distributor cap) from t m c k
retardant material. The two cables connecting the distributor to the i g n i t i o n amplifier
terminate i n a non-reversible "shur plugu
The high energy c o i l (model 32 C5) i s specially designed to achieve the very fast
current rise times required for this system. The c o i l requires no ballast and consumes
no current i n the stulled engine condition.
The ignition amplifier (AB14) i s mounted i n the i g n i t i o n box whilst the electronic rev.
limiter u n i t i s f i t t e d o n the RH fuel tank board.
The i g n i t i o n must be switched o n for the following checks.
-p. -- --
TEST RESULT
1 CHECK HT SPARKING I
Should bc
R e q i l l a ~rpaxk~nq ------v
TEST6
TO I G l I
SWITCH
N~rpalklng W
-
.- TEST 2
-..
LL,Hj
T I ~,.T
r
-. -. -- itiiriNt
2 AMPLIFIER STATIC CHECKS Medrwc v a l t a g ~ rat l 4 incl

ahould be
IGN l -Mar@t l i a a l i 5V
SWITCH 2 - 1 V m a i bulowV a t l
3 - I V a a x beJowY a1 l
---
4-ov-o IY
All rollart --
--V
TEST 3
Inrui~eclrrud~ng(il ---
SEE CHART
Battery dircl,il,qed
Page 16 SECTION MPI
1 3 CHECK AMPLIFIER SWITCHING 1 Voltage lntreares
1
while rranklng
TEST 5
Voltage does no! increase

while erunkiog
TEST 4
4 PICK-UP COIL RESISTANCE Ohmmcler should show

2-5 k n
I
7 VISUAL AND HT CABLE CHECKS
EXAMINE Shovld be:
I
1 Oirtiibutor Covcr
1 Clean dry nolivcking nalks
2 Coil Tap 2 Clean dry no liacking marks
lI 3
5
H.T. Coble lnrvloiion
H . T . Coble Continuilr
Spark Plugs
3 Must no1 bc rrseked chafed
or peiirhed
4 Must nor be open circuit
5 Clsan dry and set to corzect gap
Recommended Test Equipment
DC moving coil voltmeter, scale 0 - 20V

DC moving coil ohmmefer
HT jumper. cable
SECTION M6 Page 77
MB.6. - ' M A I N T E N A N C E FREE' BATTERY -

C H A R G I N G PROCEDURE
Instructions for Tungstone Powermoster Mointenance Free Batteries.
To determine the state of chorge o f the battery, upply a brief dischatge o f no more
than ten seco~idsduio:iun (e.g. turn on headlights) w i t l i the engine off, and then
allow to stand on opi.11 c i r c u i t for two to three minutes.
Meosute the terniinol v o l ~ o ~

o fethe battery.
I t steady voltage i s below 12.4 Volts, recharge batter, as follows.
--
Note: The battery mt~st-
rmt be boost charged.
i f necessaly, f i i o ~eplocernentbattery to the vehicle, whilst original

battery i s chorgeai os follows.
Remove battery frorn v e h i ~ l e .
a). &nstant Current: The battery must be charged o t a maximt~mof 5 amps u n t i l

the battery terminul voltage (on charge) has stabilised over a one hovr period,
a t which time the voltage w i l l be i n the range 16.0 - 16.5 V. A t t h i s stage
the bottery must be token off charge IMMEDIATELY, to prevent excess gossing
w i t h resulting water loss which w i l l ultimately reduce the guaranteed service
life.
bj. Constant Voltage: The b o ~ t e r ymay be charged a t a v o l t a g e up to a maximum

of 15.8V providing the current is carefull y monitored and the chorge termimted
when the current has tapeled o f f and changes by less than 0.1 amp over a period
o f one hour. If i t is not possible to monitor the current during charging, then
the voltoge must be restricted to 14.4 V maximum.
Page 18 SECTION M6
MB.7. - DIM-DIP HEADLAMP SYSTEM (IJ.K. Models)

The Motor V e h i c l e s (Dim-Dip L i g h t i n g D e v i c e s ) R e g u l a t i o n s 1983
of t h e Road T r a f f i c A c t , d e c r e e s t h a t c a r s m a n u f a c t u r e d on o r
a f t e r 1st O c t o b e r 1986 f o r u s e i n t h e U . K . a n d f i r s t
r e g i s t e r e d on o r a f t e r 1st A p ~ i l1 9 8 7 , s h a l l b e f i t t e d w i t h
Dim-Dip l i q l ~ t i n ys y s t e m s .
The Dim-Dip s y s t e m must o p e r a t e a s f o l l o w s :
I f , with t h e v e h i c l e sidelamps l i t , t h e i g n i t i o n is
s w i t c h e d o n , t h e h e a d l a m p d i p beams ( h a l o g e n ) w i l l
o p e r a t e or1 a r e d u c e d c u r r e n t t o p r o v i d e 1 0 % o f t h e i r
normal i i i t f n s i t y .
1987 Model Year D o m e s t i c c a r s a r e f i t t e d w i t h

A l l
Dim-Dip s y s t e m s which o p e r a t e a s f o l l o w s :
The l i g h t i n g s w i t c h is l o c a t e d a t t h e l e f t hand t o p of
the fascia blnnacic.
With t h i s s w i t c h i s t h e ' u p ' position, all lights are

off.
In t h e c e n t r e p o s i t i o n , t h e s i d e , r e a r and p a n e l l i g h t s
a r e switched on. On U . K . m a r k e t c a r s f i t t e d w i t h
'Dim- Dip' h e a d l a m p s s w i t c h i n g on t h e i g n i t i o n w i l l r a i s e
t h e headlamp p o d s w i t h t h e d i p h a m s o p e r a t i n g i n ' d j m ' m o d e .
With t h e s w i r c h i n t h e 'down' p o s i t i o n t h e lieadlamp p o d s

a r e r a i s e d with t h e headlamps l i t .
Dip a n d f l a s h c o n t r o l i s u n c h a n g e d and o p e r a t e s a s p r e v i o u s l y
Component
- Location
The d i m - d i p module i s mounted i n b o a r d of t h e r i g h t
hand h e a d l a m p pod w e l l , and t h e f u s e a n d r e l a y a l o n g s i d e t h e
e x i s t i n g headlamp r e l a y s , b e h i n d t h e l e f t hand p o d .
D - DM o d
A085M6315F
-
Page 19
Feed frnm
DIM-DIP
M P D I I! F
7-b
To Headlamp
Moton
Ignition
Feed
i) With s i d e l a m p s s w i t c h e d o n , a f e e d i s s u p p l i e d t o
module t e r m i n a l 1 a n d t h e r e l a y i s e n e r g i s e d .
ii) When t h e i g n i t i o n i s s w i t c h e d o n , a f e e d i s s u p p l i e d
through t h e e n e r g i s e d r e l a y t o t h e headlamp motors t o
raise t h e pods. In addition, a feed is supplied t o
mndll1e t e r m i z z l 7. The madule p r o c e s s e s the s i y ~ i d l s
r e c e i v e d v i a t e r m i n a l s 1 and 7 t o o u t p u t a 1 0 % v o l t a g e
f e e d t o t h e d i p beams v i a t e r m i n a l 5.
iii) With t h e h e a d l a m p s s w i t c h e d o n , a f e e d f r o m t h e h e a d l a m p
s w i t c h i s s u p p l i e d t o module t e r m i n a l 2 . When d i p beam
i s s e l e c t e d , a n a d d i t i o n a l f e e d i s s u p p l i e d t o module
t e r m i n a l 3. The module p r o c e s s e s t h e s i g n a l s r e c e i v e d
a n d e i t h e r s u p p l i e s n o o u t p u t t o t e r m i n a l 5 (when main
beam i s o p e r a t i n g ) o r f u l l v o l t a g e (when d i p beam s e l e c t e d )
SECTION MC
ELECTRICAL
SECTION MC - ESPRIT TURBO U.S.A. (Prior to '86 M.Y.)
Sheet/Page
Circuit. Diagram:
Component Index ,-
Legend -
Supplies 1
Start, Alternator, Ignition 2
Engine Management & Operation 3A/B/C/D/E/F
Choke Switch & Fuel Level 4
Radiator Cooling Fans 5
Air Conditioning 6
lnterml Fans 7
Headlamp Beam, Dip, Flash 8
Horng, Beam, Dip & Column Switch Supply 9A
Headlamp Motor Operation 9B/C/D/E/F
Direction lndicaton & Hazard 10
Rear Lights, l r s t ~ m e n tIllumination 11
Clock, Door Lamp, Interior Lamps, Cigar Lighter 12
Stop Lights Reverse Lights 13
Wipen, Washer & Pawerwash 14
Brake Fail & Handbrake Warning 15
Seat Belt Logic, Water & Battery Gouges 16
Heated Rear Screen 17
Window L i f t 18
Mirron 19
Radio & Radio Amp (if fitted) 20
Pulsafe Alarm (if fitted) 20A
Alarm Components Location 20B
Engine Bay Ventilation 21
Fuse Box, Circuits & Ratings 22
Relay Connections 23
Splice 'G' 24
Splice 'A' 25
Splice 'B' 26
Splice 'D' 27
Component Location Diagram 28
Harness Rol~tingDiagram 29
Instrument Binmcle Removal 30
Lucas ' C o ~ t o n Energy'
t Ignition 30 to 32
Battery Re-charging Procedure 33
COMPONENT INDEX
A .C .U. Compressor 6 Radio Amp. (if fitted) 20 i

A .C .U. Tem. Control 5 -
Relays ACU Control 6
A .C .U. Thermistor 5 - Brake Fail 15
A li....-i-" 2 - D ~ Beam
D 8
Battery - D .l. & Hazard Unit tU
Cigar Lighters - Engine Bay Vent 21
Clock - Erlgirle Momgement 3
Distributor - Flash 8
Engine Speed Limiter - Headlamp Motors 9
Fuel Sender Unit - Heated Rear Screeri 17
Fuse Box - Horn 9
Heated Rear Screen - internal Fors 7
Ignition Amplifier - Lamp Delay Unit 12
Ignition Coil - M a i n Beam 8
Intermittent Wipe Unit - Power (aux.) 1
-
Iffitwments Battery Condition - Power (igri .) 1
-
Fuel Gauge - Radiator Cooling Faffi 5
-
Tachometer Rheostats 11
-
Temp Gauge -
Solenoids Carb. Evap. 3
Inverter, D. I. Warning Control - Cold Start Changeover 3
-
Lights Brake Fail Warning - Divertor Valve 3
-n---
--. ! AI - . - : - -
.2
- F ~ i ePressure
i J
- D. I. & Hazard Lamps - Starter 2
- D. l. Warning - Throttle 3
- Fan Foil Warning Speakers 20
- Handbrake Warning Switches - Mirror Changeover 19
- Heodla~nps - Choke 4
- Ignition Warning - Door 12
- Instrument Illumination - Colurnrt, Dip/Beam 8
- interior iurnp - C-'"-!?dbr"-k.3 15
- Low Fuel/Choke Warnii - Hazard 10
- Licence Plate Lamps - Heated Rear Screen 17
- Panel Lights 1 - Ignition 2
- Reverse Lamps - Inertia 2
- Seat Belt Warning - Internal Fans, speed 7
- Side Marker, Front .- Isolator (engine bay vent) 21
- Side Marker, Rear - Lights 8
- Stoplamps - Low Brake Fluid 15
- Tailamps - Low Pressure Cut-Out (ACU) 5
Mirrors - Low Vacuurn (brakes) 15
Mirror Control Unit - Power Woskiflipe 14
-
Motors Anterina - Revers Light 13
-
Engine Bay Vent Fan - Seat Belt 16
-
Headlarnp - Stop Light 13
-
Interral Fans - Thermal (engine
-
Radiator Cooling Fans management) 3
-
Window Lift - Thermal (engine bay vent) 21
-
Windscreen Wiper - Throttle Micro 3
Pumps -
Fuel - Window Lift 18
.- Headlamp Wash - Temp Transmitter 16:
-
Screen Wash - Timer (engine bay vent) 21
Radio - Voltage stabiliser 4,16
SECTION M C
LEGEND
BIN Binnacle Connector

D.H.C. Door Harness Connector
D.I. Direction Indicator
E.B.C. Engine Bulkhead Connector
E.H.C. Engine Harness Connector
F.H.C. Front Harness Connector
L.H. Left Hand
P.H.C. Pumps Harness Connector
R.H. Right Hand
R.H.C. Rear Harness Connector
SOL Solenoid
sm .
W/LT
Switch
Warning Light
C.C.C. Centre Console Connector
M,H.C. Manifold Harness Connector
C.F.H.C. Cooling Fans Harness Connector
Cable Colour Code
B Black 0 Omnge
G Green R Red
K Pink S Slate
P Purple U Blue
LTG Light Green W White
N Brown Y Yellow
SHEET 1
HEAD LAMP - NU
MAlNlOIP BEAM
CIRCUIT SEE SHT B - NU+-NU
FHC
- TO START MOTOR SEE SHT. 2
--TO FUSE BOX FUSE 24 ALA M

P
TO R A 0 FAN - -N a SPLICE A
RELAY SEE SHT 5 SEE SHT 2 5
POW f
RELIT':
IGN
TO IGNITION
SIW SEE SHT 2
LEE SH: 26
SPLICE
4
-W& W
SHEET 1
-.
SHEET Z
TO L H DOOR S!W
B W d ~ L G i J - SEE S H T 12
SPLICEG'-G-
SEE SHT 2 6
-
-
C
TO ENGINE RELAY
--
RELAY SEE SHT 6
!
TO L A M P DELAY -
UNLT SEE SHT 12
SEE SHT 27
INERTIA S I W
G- SPLICE G
IGNITION W i l l
START ALTERNATOR & rfiNITION
FUEL PUMP
-....-- -
A-
2
SHEEI JB ENGINE MANAGEMENT U t ~ t i A T 1 0 N
AIC. KU A / C . COMPRESSOR.
STARTER MOTOR.
CARB. EVAP SOLENOID.

CLOSE0 WHEN
YG
IGN. AUX.
-y-
IGNITION OFF. OPEN WHEN IGNITION fi
TEMP CHANGE OVER RELAYS
l.!%$:
..:.:.::. . . ~. .~ CONTROLLEO BY THERMAL SWITCH 'F'
,, ,
U ,. ; , . , $ ~ ~ :
E TtIROTTLE SOLENOIO: TO OPERATE WHEN,

--p
1 AIC COMPRESSOR I S ENERGISEO

2 STARTER MOTOR CRANKING ON HOT START
3 COLD STARTING EXCEPT DURING CRANKING
F THERMAL SWITCH
M A X BREAK ON RISE ;C0 c
M I N MAKE O N FALL 60°C
DIVERTER VALVE
ENERGISE0 WHEN COOLANT TEMP ABOVE m
COLD START CHANGE OVER SOLENOID
ENERGISED WHEN CHOKE I S USED BUT NOT
WHILST CRANKING
FUEL PRESSURE SOLENOID:

ENERGISED B Y THROTTLE MICRO SWITCH 'J'
THROTTLE MICRO SWITCH
CHOKE SWITCH S
0
Cold Start. Choke operated & cranking L LOW FUEL SWITCH
ENGINE MANAGEMENT CIRCUIT - FEDERAL SHEET 3 8 M C H O K E ~ L O W FUEL WARNING LAMP

ENGINE MAF LGEMENT OPERATION
A /I
KU
--L?@
A I C . COMPRESSC
-.
START SOL WR - STARTER MOTOR.
CARB. EVAF) SOLE! m:

CLOSED WHEN
IGNITION OFF. OP N WHEN IGNITION ON.
TEMP CHANGE OVI 2 RELAYS.

CONTROLLED BY T IERMAL SWITCH 'F'
THROTTLE SOLENC -0: TO OPERATE WHEN;

1 A/[. COMPRESSOR S ENERGISEO.
2. STARTER MOTOR CI l N K I N G ON HOT STAR'
3 COLO STARTING EX EPT DURING CRANKING.
THERMAL SWITCIS:
MAX. BREAK ON I;
MIN MAKE ON FA
OIVERTER VALVE
ENERGISEO WHEN IOOLANT TEMP ABOVE MPC
COLO START CHAN E OVER SOLENOID:

ENERGISEO WHEN HOKE I S USED BUT NOT
WHILST CRANKINC
FUEL PRESSURE I )LENOID:

ENERGISEO BY THI OTTLE MICRO SWITCH 'I'
THROTTLE MICRO
CHOKE SWITCH.
Cold Run -choke operated LOW FUEL SWlTC
ENGINE MANAGEMENT CIRCUIT - F E D E--

I?~L t
S H E ET i
l -
CHOKEI LOW FUEl WARNING L A M P
ENGINE MANAGEMEN1
P
O~LRATION
AIC.
KU A A I C . COMPRESSOR
I
B STARTER MOTOR
START SOL WR
C CARE EVAP .-S
CLOSED WHEN
IGN. AUX. IGNlTION OFF, OPEN WHEN IGNITION zi
YG
-y-
104
0 E M P CHANGE OVER R E L A y S
CONTROLLED BY THERMAL SWITCH 'F'
THROTTLE JACK l E THROTTLE SOLENOID: TO OPERATE LrHEN

-
i A I L COMPRE5SOR I S ENERGISED
2 STARTER MOTOR CRANKING ON HOT STPRT
3 COLD STARTlNCl EXCEPT DURING CRANKINl!
IGN
I1 F THFRMAL SWITCH
M A 1 BREAK ON RISE 70' C
M I N MAKE O N FALL 60°C
IG UIVERTER VALVE
ENERGISED WHEN COOLANT TEMP ABOVE 6OS
H COL0 START CHANGE OVER SOLENOID

ENERGISED WHEN CHOKE I S USE0 BUT NOT
WHILST CRANKING
1 FUEL PRESSURE SOLENOID:

ENERGISED BY THROTTLE MICRO SWITCH 'J'
J THROTTLE MICRO SWITCH
K CHOKE SWITCH. 3
(3
Cold Run (below 70" C) L LOW F U E L SWITCH
ENGINE MANAGEMENT CIRCUIT - FEDERAL SHEET 3 0 M CHOKEILOW FUEL WARNING LA MP

l
I A
ENGINE M A N GEMENT OPERATION
A I C . COMPRESSOI
B STARTER MOTOR
wy----
C CARB EVAP SOLEN 110.
CLOSE0 WHEN
IGN. AUX.
Y' IGNITION %F. OPf WHEN IGNITION OfJ
D TEMP CHANGE OVE ' RELAYS

CONTROLLED BY TI ERMAL SWITCH 'F'
THROTTLE JACK E - TO OPERATE WHEN.

THROTTLE SOLENO 3:
1 AiC COMPRESSOR '
ENERGISED
:
2 STARTER MOTOR CR ,NKING ON HOT START

3 COLD STARTIN: EX1 :PT DURING CRANKING
F 3 H M A L SNITCH
MAX BREAK ON R E; 70' C
MIN MAKE O N FA . 6 0 D C .
G DIVERTER
DlVERlER 'JALVE R
EN E GI SED WH E N ONANT T EMP ABOVEMDC
H , COLD
--. .START
..CHAN[
-p :
--p
OVER SOLENOID
ENERGISED WHEN 8 HOKE I S USED BUT NOT
WHILST CRANKING
l FUEL PRESSURE S (LENOID:

ENERGISED BY THF 3TTLE MICRO SWITCH J
I J THROTTLE MICRO H=
_ K CHOKE SWITCH
HotRun (above 70°C. I L LOW FUEL SWITCI
-
ENGINE MANAGEMENT C I R C U I T
-
FEDEIL4L
-- S H E E T jE
l M C H O K EI L O W FUEL WARNING L A MP
-
ENGINE MANAGEMENT OPERATION
, AIC COMPRESSOR
- l STARTER MOTOR
START SOL. WR
STARTER : CARB. EVAP SOLENOID
SOLENOID
--p--
CLOSED WHEN
I C N I T I O N OFF, OPEN NHEN IGNITION ON
I TEMP CHANGE OVER RELAYS

CONTROL!.ED BY THERMAL SWITCH 'F'
i THROTTLE
-.. -. ...--SOLENOIO:
- TO OPERATE WHEN.
l A j i COMPRESSOR 18 ENERGISED
2 STARTER MOTOR CRANKING ON HOT START
3 COLC! STARTING EXCEPT EURTNG CRANKING
F THERMAL -S
M A X BREAK ON RISE 70' [
MIN MAKE O N FALL 60" C
5 DIVERTER VALVE
ENERGISED WHEN COOLANT TEMP ABOVE W
-i COL0 START CHANGE OVER SOLENOID

ENERGISED d H E N CHOKE I S USED BUT NOT
WHILST CRANKING
l FUEL PRESSURE S O L E D :
ENERGISED BY THROTTLE MICRO SWITCH '1'
i THROTTLE MICRO SWITCH
K CHOKE SWITCH S
cr
Hof Start L LOW F U E L 5WITCH
ENGINE M A NAGEMENT
- C I-R C.- U I-T - FEDERAL. S H E E T ?F
CHOKE SIW. RHC EHC
l
m i WU SEE ENGINE MANAGEi f N T CIRCUIT ON SHT3
VOLTAGE
STABILISER
WU
I
LOW FUEL LEVEL/
CHOKE WILT BIN A I SEE SHT 2L-SPLICE G -G
+l
SPLICE c
'G'
SEE SHT 2L
G
o\' GOA)---GO-)-
BIN B
B
RHC
TO TEMP GAUGE
SEE SHT16
CHOKE SIW. & FUEL LEVEL SHEET 4

.=L.
-
RADIATOR COOLING FANS SHEET S CS
SHEET 6
tWSPLICE 'D'
SEE SK[ 27
RA0 COOLING- GK
LG-
FUSE BOX Zl
I
TO INT FAN RELAY
SEE SHT 7 TO START MOTOR
SEE SHT 2
FANS CIRCUIT 1 ' 0 IGNITION
WR- t W I;
SEE SHT 5 -YG .,/W SEE SHT 2
BIN B
14 TO BRAKE AIL RELAY
WR - SEE SHT 5
WR
A C U CONTROL RELAY
qq.qq7-1
LOGIC BOX SEE SHT 16
RAD COOLING -Ku
n
FANS CIRCUIT RHC EHC
SEE SHT 5 -KU
9 b.----6)Llst YP- ENGINE MAN
CIRCUIT
YP-SEE SHT 3
KU
COMPRESSOR
A I R CClNDITIONlNG SHEET 6
-
0'; SECTION MC
m
W SECTION MC w l -
U
$1;
W
$1;
U
X
m
X
U
W v ,
3
m Z
5 5
-
U A
z
Ei;
0
U
a
I;
a
3
L0 I
3l
1 ,
m
Z
E
2
d
5:
08
E
a
W
m
.--.
Z
. a
E
a
C1
m-
Z
a:
0
I
SECTION
-. MC
z SECTION MC
0
S
n
U
a
a 3 V
D 0.
b-.
W
W
S
"7
0
a
a a
tz;
3
U
m-..
,
U
CL
0
I-
0
E
a
E
a _1
0
a
Lcl
X
SECTION MC
. -
CLOCK, DOOR WARNING & INTERNAL
- .--. LAMPS
SECTION MC, --
---l- T
..
N- SPLICE'A'
SEE SHT. 27
I l H A Z A R O UNIT
R H REAR 0.1.
SHEET 10
P l 2. H A 7 A R O
SECTION MC
-
SECTION MC
i Q
g
X"'
SECTION MC
O w
"
'
,U
m
n
*
+I
3
,L2
m
5
e g g
n
3
SHEET 17 'M
FUSE
BOX A WU- BIN A
13
7
SPLICE A -N
B
SEE SHT 25
1 2
3 4 HRS SIW
'3
c,
-6- SPLICE G
BIN A SEE SHT24
TAILGATE HI NGES'
HEATED REAR SCREEN ( --

FIRS l
SHEET '--'
N
SHEET 18
SPLICE 'g SEE SHT. 2 6
Yl
7 8 SR
--
L H WINDOW
--
5 6 Y I
L I F T SIW
--
3 4 / Y Y-
1 2
SN -----cL H DHC
K H DHC
S R--.-( SU
L H WINDOW L I F T MOTOR WINDOW L I F T R H viINDOW L I F T MOTOR
SHEET 18
3
0
-
SHEET 19
CHANGE
R.H. OHC
BK<-O
- K- ----*)p BK
R.H. MIRROR
BU--(-Bu- UB- ) - -
uo+u-o- U-)O
r--
o - ~ - Y o - - ~ ~ Y o
WO
Box~r-~o
L.H. DHC 9
B
Y
RADIO AMP
SEE SHT 20
(If fitted1
SPLICE 'B i FIIRRORS I Movement LIY solenoids)

'E SHT. 26
SHEET 20A
~-i&L.12f3b
LH D1 l<R
REED SIC
@
y-B-
BONNET
REED SW
r- -
-
--
REED SW
P
RW W- -B 1-
'PULSAFE'
S -+G
il
FACIA HL AL3
P-*>P-TG
-TO FACIA HC 4
SEE SHT 24AL
FUSE BOX
T w N , c sw
[Under LH face vent1
FACIA HC AL 4
SEESHT 22AL
N TO HORN SEE SHT9AL
TO LIGHTS SEE SHT 11AL
TO 01 &HAZARD SEE SHT IOAL
0---L-s --
LTG P
Standby battery.
l IOAMP
INUNE FUSE
(Next t o stby
battery)
-NOTE
- REED SIL'ITCHES SII(IWN
SIREN ULTRA
nCT
DOORS OPEN
.13ULSAFE ALARM
.- -
SHEET ZOA
SHEET 208 P_ AFE ALARM COMPONENT LOCATlOi
ULTRACOUSTIC DETECTOR TAILGATE REED SWITCH
(on left hand fuel
cn
h
0
(below left hand
tunnei vent)
(behind left hand seat) (bottom of 'B' post)
23
S
c,
SHEET 20 B
SHEET 21
--
TO START MOTOR SEE SHT ?
PS
,
'11 =
I' "l
THERMAL S W I T C H
l
MAKE ON R I S E 8 5 : ~ 1 2 : ~
B R E A K O N F A L L 6 8 C '2 C
UlG
I
-
EHC
G
ENGINE MANAGEMENT
CIRCUIT SEF SHT 3
LGP
7
LG P
I N H I B I T SWITCH
L30 1
6 5 4 1
3 2 1
TIMER
-
E-
N G I N E BAY V E N T 1 1 --
LLTION sHrXT 71
P
SHEET 22
I
NO FUSE RATING CIRCUIT
1 20A. INTERIOR FANS
2
3 5 A. L H SIDE i T A I L 1 NO PLATE L A M P S
-
4 15A. HAZARD LAMPS 1, INTERIOR LAMP I CLOCI(
5 15A CIGAR LIGHTERS l DOOR LAMPS ___=/ l
6 10A RADIATOR FAN NO 1 1

7 7 OA DOOR MIRRORS ! R A D I O f A U X l R A D I O AMP f A U X l l i t fitted l
f
8 5A INSTRUMENTS & WARNING L A M P S 1
9 SA R H SIDE lTAIL! LICENCE NO PLATE L A M P S
.- - _ i
l
10 15A STOP LAMPS1 SEAT BELT BUZ RADIO I M e m l RADIO AMP l if tattedl ANTENNA l
11 25A HEAD L A M P WASH
- p-- - -- -- -
12 10A RADIATOR F A N NO 3 i
...
13 SA HEATED REAR SCREEN
-1
----+- -- - - .... - .- ~ ~ --
-. .- ~
l
~.-
14 lC.
L
..
: WIPER MOTOR / SCREEN WASH
~ ~- ~.~ ~
15 S H L A O LAMP MOTORS lOOWN CONTROL1

~. .. -.~~ ~ ... -
16 i HEAD LAMP MOTORS
. .~
-F
17 10A HORN I HEAD LAMP FLASH
~ .. -.-
l 8 10A RAOIATOR F A N NO 2
19 10A I REVERSE LAMPS
20
21
22
1
1OA
10A
1OA
1
/
INDICATORS
--
A C U COMPRESSOR / A C U - RADIATOR F A N S CONTROL
ENGINE CONTROL IAUX!

---!
23 10A ENGINE CONTROL l IGN l
24 10 A ALARM
FUSE BOX - CIRCUITS 8 RATINGS

SECTION M_L_C
SECTION MC r
AIR CONDITIONING MSTEM EMISSION CONTROL
LOW PRESSURE SWITCH
HEADLAMP LlFT MOTOR
TIMER LNiS
BRAKE FLUID LEVEL
ENGINE BAY VENTILATUN FAN

S F E T Y CUi-CYJI
REVERSiNG LAMPS
VENTILATIW F M
ENiM MY VENT. FAN

MrnMAl SWITCH
@C W EeRM P O N E 3
Gm
WINDOW LlFT MOTOR
h,
a,
COMPONENT LOCATION DIAGRAM
MOTOR
Page 30 SECTION MC
INSTRUMENT
---..,.-
m ---.-.-.-
BINNACLE REMOVAL-
T . + h . -. . l L . .. l : . . - -,
side panels housing the tell tole lamps, switches and volt and fuel gouges.
The bide panels riioy be removed with the binnacle ' i n s i t u ' by removing the four screws
securing the centre panel AB5 trim, followed by the single screw securing eoch side
pone1 ut its outern~ostedge. Access to the fibre optic light source (switch illumirmtion)
rnoy he obtained ofter removol of the right hond side ponel. Voltmeter and fuel gouge
illuminotio~rbulbs rnoy olso be replaced after rernovol of the appropriate side panel.
[lie Broke. foil worning lomp relay moy olso be reoched ofter removal of the left hond
side ; m ~ l
For access to on instrument housed i n the centre ponel, i t i s necessary first to remove the
binnocle ossembly from the fascia. After removol of the four M6 bolts securing the
binnacle assembly to the scuttle crossbeam (accessible frorn beneath) the binnacle moy be
raised sufficiently to ermble the three wiring loom block connectors to be unplugged, the
speedo coble to be released, ond the boost and o i l pressure gauge pipes to be disconnected.
Also release the demist vent duct from the binnacle adaptor.
The Lucos corstont energy ignition system i s on inductive system i n which the energy
stored i n the coil i s maintained constant over o wide range of enjine speeds, thereby
providing comistently high output voltoges. The system comprises a distributor model
45 DM, and ignition coil rnodel 32 C5, on ignition ornplifier model AB 14 ond an
electronic rev. limiter.
The distributor incorpomtes a variable-reluctance position transducer (pick up) to

provide a basic timing waveform. The sihtered reluctor has four proiectionr which
correspond i n function with the cam lobes of o coriventional distributor.. The pick up
comprises o coil and magnet assembly, the pick up air gap (0.20 -
0.35 mm.) being set
during manufacture and requiring no subsequent adjustment.
A conventional type rotor arm i s fitted, moulded (as i s the distributor cap) from truck
retardant material. The two cables corinectirig the distributor to the ignition amplifier
terminote i n o non-reversible "shur plug" .
The high energy coil (model 32 C5) is specially designed to ochieve the very fast
current rise times required for this system. The coil requires no ballost ond comumes
no current i n the stalled engine condition.
The ignition amplifier (AB 14) i s mounted i n t h e ignition box whilst the electronic rev.
limiter unit is fitted on the RH fuel tank board.
SECTION MC Page 3 1
The i g n i t i o n must be switched on for the f o l l o w i n g checks.
Recommended Test Equipment
DC moving c o i l voltmeter, scole 0 - 20V

DC moving coil ohmmeter
HT jumper cable
+to sparking -7
W---
All cor,ecl
lnrorrert readinglrl
1 2 1 3 1 4
lgni,~onrw~trhandior
warlog
Ampl~tiersann (gznundi
---
3 CHECK AMPLIFIER SWITCHING
Voltagc doss not increase

whilecrankiny ---v
- _. -- -..--- A ---- --
/Continued.. . . .... S . .
Page 32 SECTION MC
4 PICK-UP COIL R E S I S T A N C E Ohmms~ershould show

2-5 kn
&S"M 1 cpriea
il ensme wall not r t a n -
Should be good HTrpatking

Repeal wilh original HT lead
No sparking, replace HT lead

If engine will not s t a n
Replace rator armhotor vane

ll enqine will n a l r l a n
--'-'-W
TEST 7
7 VISUAL A N 0 27. C A B L E CHECKS
l I 3;i;<;L"ior Cover I
l Clean dry no lracking marks
2 Sil Top
2 Clean d:y no lrackingmarkr
1 9 I . C l b l e lntulctian
l M u r l n a t be cracked chaled
or pertrhsd
l Y T. Cobl: CnrinL,-, 4 !Ausl l o l be open r8rcuil
;
! 3 imrk Fliai 5 C!ean dry and set l o correct pap
Note: If a fault i s diagnosed w i t h the distributor p i c k up ossernbly, the complete

distributor must be re p laced as without the specialist equipment re q uired
for correct adjustment, extensive engine damage could result from any
atternpt to replace internal components.
SECTION MC Page 33
BATTERY RE-CHARGING PROCEDURE
Instructions for Tungstone Powermaster Maintenonce Free Batteries.
To determine the stole of charge o f the battery, apply a brief discharge o f no more
than ten seconds dvra;ion (e.g. turn on headlights) w i t h the engine off, and then
a l l o w to stund on open circuit for two to three minutes.
Meosure the terrninol voltoge of the bottery.
If steady voltage i s be!oi.l 12.4 Volts, recharge bottery as follows.
Note:
-- The battery must
.---p
not be 'most charged.
If necessary, f i t o replacement battery to the vehicle, whilst original

battery i s charged as follov,~.
Remove bottery from vehicle.
a). C ~ n s t a n iCurrent: The battery must be charged at a maximum of 5 amps u n t i l

the battery terminal voltuge (on charge) has stabilised over a one hour period,
a t which time the voltage w i l l be i n the range 16.0- 16.5 V. A t this stage
the bottery must be taken o f f charge IMMEDIATELY, to prevent excess gossing
w i t h resulting water loss which w i l l ultimately reduce the guaranteed service
life.
b). Constant Voltage: 1he bottery may be charged a t avoltage up to a maximvm

of 15.8V providing the current is carefull y monitored and the charge t e r m i ~ t e d
when the current has tapered o f f and changes by less than 0.1 amp over a period
o f one hour. If i t i s not possible to monitor the current during charging, then
the voltage must be restricted to 14.4 V maximum.
Battery access
ELECTRICAL
S E C T I O N ME - U S A ESPRIT T U R B O , 'B6 M.Y. ON (H .C.I.)
Circuit Diagrams:
Component Index
Legend
Suppl ies
Start, Alternator, Ignition
Fuel Injection Management System
Fuel Pumps
Fuel Level
Radiator Cooling Fans
Air Conditioning
Internal Fans
Headlamp Beam, Dip, Flash
Horns, Beam, Dip and Column Switch Supply
Headlamp Motor Operation
Direction Indicators & Hazard
Rear Lights, Instrument Illumination
Clock, Door Lamps, Interior Lamps, Cigar Lighter
Stop Lights, Reverse Lights
Wipers & Washer
Brake Fail & Handbrake Warning
Seat Belt Logic, Water & Battery Gauge
Heated Rear Screen
Window Lift
Mirrors
K a d ~ o& Radio Amp (if fitted)
Low oil and coolant warning
Fuse box, Circuits and Ratings
Relay Connections
Splice 'G'
Splice 'A'
Splice 'B'
Splice 'D'
Component Location Diagram
Harness Routing Diagram
Instrument Binnacle Removal
Lucas 'Constant, Energy' Ignition
COMPONENT INDEX
SECTION M E
Sheet / Page Sheet1 Page
A.C.U. Compressor 6 Radio Amp. ( i f f i t t e d ) 20
A.C.U. Tem. Control 5 Relays - ACU Control 6
A.C.U. Thermistor 5 - Brake Fail 15
Altorn;rtor 7 - Din Ream A
Auxiliary Air Valve 3B - 0.1. & Hazard Unit 10
Battery 2 - Engine Management 3A
Cigar i i g h t e r s - Flash B
Clock - Fuel Pump Control 3C
Cold S t a r t Iri jector - Headlamp Motors 9
Compressor, a i r horns - Heated Rear Screen 17
Distributor - Horn 9
Electronic Control Unit ( E C U ) -Internal Fans 7
Engine, Overspeed/Fuel Pump f a i lur -Lamp Delay Unit 12
Frequency Valve -Main Beam B
Fuel Enrichment module -Power ( a u x . ) 1
Fuel Sender Unit. - Power ( i g n ) 1
Fuse Box -RadiatorCoolingFans 5
Heated Hear Screen Rheostats 11
Ignition Amplifier Solenoids - S t a r t e r 2
Ignition Coil Speakers 20
Intermittent Wipe Unit Switches - Door 12
Instruments - Battery Condition - Door Mirror c/o 19
- Fuel Gauge - Door Mirror Control
..".., 19
T~,.h^rn~.+".-
I "IIIY<11C*L,
r-i
UY'U""'
ni
Y. ,,
ID,.-.-
Y..""'
D
"
- iemp tiauge - ~anaora~e 15
Lambda Sensor - Hazard 10
Lights - Brake Fail Warning - Heated Rear Screen 17
- Door Warning - Ignition 2
- D.I. & Hazard Lamps - Inertia 3C
- Economy Warrling - Internal Fans, speed 7
- Fan Fail Warning - Lights 8
- Handbrake Warning - Low Brake Fluid 15
- Headlamps - Low Pressure C u t O u t
- Ignition Warr~irig (ACU) 5
- Instrument I1 lumination - Low Vacuum (brakes) 15
- I n t e r i o r Lamp - Oil Temperature 38
- Low Fuel Warning - Overboost 3C
- Low Coolant Warning - Reverse Light 13
- Licence P l a t e Lamps - Seat Belt 16
- Panel Lights 1 - Stop Light 13
- Reverse Lamps - Thermal (engine
- Seat Belt Warning management ) 38
- Side Market, Front - T h r o t t l e position 38
- Side Marker, Rear - Window L i f t 18
- Stoplamps - Temp Transmitter 16
- Tailamps - Voltage S t a b i l i s e r 4,16
Mirrors - Water Temperature 30
Motors - Antenna - Warm Up Regulator 38
- Internal Fans
- Mirrors
- Radiator Cooling Fans
- Window Lift
- Windscreen Wiper
Pumps - Fuel
- Screen Wash
Radio
SECTION M E
LEGEND
B1N Binnacle Connector

D.H.C. Door Harness Connector
D.I. Direction Indicator
E.B.C. Engine Bulkhead Connector
E.H.C. Engine Harness Connector
F.H.C. Front Harness Connector
L.H. Left Hand
P.H.C. Pumps Harness Connector
R.H. Right Hand
R.H.C. Rear Harness Connector
SOL Solenoid
s/w Switch
W/LT . Warning Light
C.C.C. Centre Console Connector
M.H.C. Monifold Harness Connector
C.F.H.C. Cading Faw Harness Connector
C.R.H.C. !'oil %X Yarness Connector
Cable Colour Code
B Black 0 -we
G Green R Red
K Pink S Slate
P Purple U Blue
LTG Light Green W White
N Brown Y Yellow
SECTION M E
TO L H D ~ O RSIW
SW-d+LGW----
S i f SHT 12
TO INGlNE OVERSPEED1
FL :L PUMP FAILURE
SPLICE'G'-G---- -
RHC
TO FUEL INJECTION
MANAGEMENT SYSTEM
RELAY SEE SHT 6
TO RPM. RELAY 1
TO LAMP DELAY SEE SH 3A
UNIT SEE SHT 12 EHC
SPLICE 0
SEE S H i 27
VENT. CIRCUITSEE S11T.21
SEE SHT 24
IGNlTlON WILT
START, ALTERNATOR & IGNITION MEET z
..~
SHEET 3A
TO THERMAL TIME SWITCH. SEE WT. 38
TO THROTTLE TO THROTTLE POSITION SWITCH

POSITION SWITCH
SEE SHT. 38
RELAY No.
1 - OECELL CONTROL
-
2 IOLE CHANGEOVER
3 - FAST WARM UP
4 - A.C.U. IOLE UP
5 - A.C.U. IOLE CONTROL
RHC
S P L I C -~-W B A G-V G
G
SEE SHT. 21 23 TO ENGINE OVERSPEED /
FUSE BOX TO STARTER MOTOR
G FUEL PUMP FAILURE MODULE
SEE SHT. 3C
SHEET 3A
FUEL INJECTION MANAGEMENTSYSTEM
FAST WARM UP RELAY
TKN
SEE SHT. 3A
TO START MOTOR
SEE SHT. 2
,
sr
RPM. RELAY 2
3A
IAL 1
/ITCH B
LAMBDA SENSOR OIL TEMP AUXILIA!?' WARM UP

SWITCH AIR VALVE REGULATOR
SHEET 30
FUEL INJEICTION MANAGEMEN1 SYSTEM
SHEET 3C
CBHC
----$---B--- 11:
-
PRIMARY
FUEL PUMP TO IDLE UP I FAST
WARMUPVALVE WG
l
WG
SEE SHT 3A
RHC
i CBHC l
WG d * - - . d G
3
--+lrl G h,' -. . - . --
.--l
!
RHC CBHC
23 ->-G---
- -- G -a&--- G
. B A
W
I FUSE BOX i
\ SEE 5HT 2
I
i TO R PM RELAY 2
SPLICE I!
SEE SHT 27 SEE SHT 3A l
I i -
ENGINE OVERSPEEDI FUEL PUMP
FAILURE MODULE l
S
.h
RHC CBHC
OVERBOOST
~ ~ . . d - ; i -wp--l- - - - WITCH
l L
< A
1 1 rECmDARY
FUEL PUMP
l
.+'
! rnRPMRF!AY 1
SEE SHT 3 A
- TO BATTER(
PosmvE INERTIA
SWITCH
SHEET X
FUEL PUMPS
VOLTAGE
STABILISER
SPLICE -5
LOW FUEL LEVEL SEE SHT 2L-SPLICE G
TO TEMP GAUGE
SEE SHT16
--
--
G' BIN B
\ RHC FUE ,ENDER UNIT
SEE SHT 24 L
RHC B I N 'B
6 9
-GB-<-GB+&-GB-
GAUGE
-.
FUEL LEVI:I. SHEET 4
o POSITIVE P057
SECTION
G
__I
W
n
E;l
2
W L
X ,A
U
a w
%
n 0
0
l-
0 ru I
=
7f
+
i-- r
n vl
m -f
5E
0
L" 2
l-
P
P-
WC:
-I
7"' SECTION M E
SECTION M E
SECTION M E g
A. .
2
%3 C
W
W
l
r
m
2"
....
0
C-
a
cc SECTION M E
W
a
0.
n
0
6
E:
-
SECTION M E
l
-
ri
I
+ SECTION ME 34
t-:
1
m--+*
SHEET12 TO RADIO AMP
CONNECTOR
l STARTER ClRcUlT
SEE SHT 2
DOOR
LAMP
- CIGAR
-]5- LlCiHTER
FUSE B O X
3 SEE SHT 20
RG RG RB CLOCK R H DOOR SIW

I l l
D I /HAZARD CIRCUIT
R H OHC
+
A L
SEE SHT 25
FUSE BOX
FLISE BGX
6 i '
SPLI CEA-N LIGHTS
I SEE SHT 25
PANEL R$RN$
R * --------
// RW-
I 'U nn, n n L u 2 8,-8
SEE SHT.11
STARTER + L5w
-l,? ?
LOGIC B O X
SEE CIRCUIT ON SHT 16
D OO R LAMP LIGHTER
-
S
h
-
SHEET 12
CLOCK, DOOR WARNING & INTERNAL LAMPS
SECTION ME
TO ACU CONTROL
RELAY SEE SHT 6
G
SPLICE 'D W
-
SEE SHT 27 B A S VACSIW
TO D.I.IHAZARD
RELAY
SEE SHT 10
B--
'?
LOW BRAKE FLUID
LEVEL S / W , , B
BRAKE FAlL W/L

BRAKE
-- FAILURE WARtl:NG
--
HAND BRAKE SIW BIN A HAND BRAKE k / L T
s~t-e~+o] B W - C L - B W -P G -.------r SPLI CE G

SEE SHT 24
HAND BRAKE WARNING

- SHEET15
- SECTION M E *
B
c
7
m
l-
W
W
S
C
VI
5
C
SECTION M E
:< K
W C '
35
a w
"l W
V)
SECTION M E
BIN B '
14
LOW OIL WILt
SPLICE B -6
SEE SHT 26
SG4)-
LOW COOLANT EHC
LOW COOLANT LEVEL PROBE
LOW COOLANT
B----++B-- LEVEL MODULE
-
- /
BY3AS
-SE-
LOW OIL & COOLANT WARNING,
SHEET 21
-.
7- lOUNO3 SNW 801V10V8 1 VS I ZI'
1 (as"! a!, - uloq a p o l ~ u !0, wz AIJ*~) HSVlj dWV1 OV3H 'V01 L1
i
t- - .
S80LOW dWV1 0V3H
llO8lN03 NMOOl S8OlOW dWV7 0V3H
--. .-
HSVM N3381S l 8010W 83diM
-
--
i
!
-
YNN3l'-Y
..
.-.
- - -. --. --- -- .... -
--- -- --- --.
iPa!I1i 11 1 JW7 01OVtr (waW1 0I0VY Zfl8 1738 1V35 :5dWVl dOlS
- --...-.--. -- ------
SdWVl 3 1 V l d 'ON 33N3311 111VL 13015 H 8
I I pa:;~~41 I I xnvl dwv olova I xnv) o t o v ~I S U O ~ ~ B I W8000 1 v 1 L 1
, I
lIIl3trI3 9NIlVH 3SIld 'ON

SECTION M E
H.R.S. SIW. TACHO IGN. WILT.
SEE SHT.17 SEE SHT2 SEE SHT.2
G
l l
G
I
G
L.H. 0.1. W I L T G SEAT BELT WILT.

SEE S H T I O SEE S H T 1 6
SPLICE 'O,
SEE SHT l
W B
y
FUSE BOX
<,
FACIA H.C
G
6- BATTERY GAUGE
SEE SHl 16
G
R.H. 0.1. WILT / 6 VOLTAGE STABILISER
l SEE SHT. 10
BRAKE F A I L WARNING
SEE SHT. 1 6
CIRCUIT SEE SHT. 15'

G G G
I
H A N D BRAKE WILT
l
LOW FUEL1 BRAKE F A I L RELAY
SEE SHT 15 CHOKE WILT. SEE S H T 15
SEE SHT 4
SPLICE 'G' SHEET 2 4

ZC
U
E 2 a
v1
l- 11
1-
U "
4 NSIECT~ON
ME: a o
2 -
" = G
I X,:I
a
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S E E " V)
G
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N W
aW
" & V ) ZV) rvl
1
.-
a
tn
I
3
Z
I
Z
l
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+
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V)
0
a
>
c
, l:
G \\ / \ i / e-Q a o
o m
,L 5
I( 3
(L W
W
W V)
0 W
a V)
o----2-
a
II:
V)
c
a-a c:
. -Jl:
a *
5 $
V) !A
i
/' \ 11
.-.
u F
m
a
Z
VI
I 4
.
cc
-
0
II I
a V) h
11 G a
a S m a c :
2 V) a u VI)
W
O W r n
4 W E W
w m
I 2 #
"1
Z
D
a a
. S P-
2
E
+ O *
V)
? N
P
m S
VI 5 5 f SECTION M E + I
G O w W
g5
+
5y v,
Ir S;
W
I
VI
W
5 % 5"
5 .4 W I,
ru
0s
ICHMENT MOOULE
ENGINE OVERSPEEOI
RADIATOR FANS FUEL PUMP FAILURE
THERMAL SWITCH MODULE
cn
m
SEEIGNITION BOX C,
BUCK BASES(XL+MOTOR cwmL
(CHANGEOVIR) (FLASH)
82
REVERSING LAMPS S
m
@ ClWS M T H PUNTS
WINDOW LIFT MOTOR
RADIATOR COOLING WINOSCREEN WIPER

COMPONENT LOCATION DIAGRAM (1)
FANS MOTOR
A BF'AKE WIL RELAY
B - T lF'N lNDlCATORS/HAZARD LAMPS FLASHER L 'JIT
C -HEATED REAR SCREEN RELAY
D- All? CONDITIONING 'DROP OUT'RELAY
E - IN -I!RIOR FANS RELAY
F-RP C IATOR FANS RELAY
FUSEBOX
ONNECTORS
\ DOOR
CONNECTORS
PASSENGERS
llOR LIGHT
IELAY
SECTION OB Page I
WINTENANCE & LUBRICATION
SECTION OB - ESPRIT S3 & TURBO (Domestic/Export)
-
Page
Recommended Lubricants 2
Bodywork Defects Sample Sheet 3/4
Pre-Delivery Inspection Sample Worksheet 5/6
First After Sales Service Sample Worksheet 7
Maintenance Plan Sample Worksheet 9/10
APR 3987
Page 2 SECTION OB
RECOMMENDED LUBRICANIS
ENGINE: Lotus Cars Ltd.strongly recommend that the

following engine lubricants are used at
oil changes,and where possible/practical
between services.
Above O°C Valvoline HP Racing SAE 20W/50
Elf Competition SAE 20W/50
Mobil 1 Rally Formula SAE 5W/50
Below O ° C Valvoline XLD SAE 15W/40
Elf Sporti SAE 15W/40
Mobil 1 Rally Formula SAE 5W/5O
In severe winter conditions below -15'C a
SAE 10W/40 Oil or Mobil 1 Rally Formula
SAE 5W/50 is recommended.
When recommena~.! ; T ; ~ ~ L L ~ a r e 1 7 - ; k t ; ; , ~ ~ l i ~ ,
ennrn o i':LL ;C~IICSmeetiny the following
specifications may be used.
VISCOSITY PERFORMANCE
Above O°C SAE 20W/50 API Service SF
Below O°C SAE 15W/40 APT Service SF
Below -lS°C SAE 10W/40 API Service SF
TR/"'P4SMiSSiGi\i SAE 80 API GL5

FRONT HUBS Lithium base wheel
beari ng grease NLGI No.2
STEERING SWIVELS (Prior '85 MY) SAE 90 APl GL5
BRAKE & CLUTCH HYDRAULICS - DOT 3 or DOT 4
SECTION OB Page 3
-
@ Bodywork Defects Sheet -
THIN PAINT
CHIPS
UNIT NO. . .
COLOUR
0 WNER
APR 1987
Page 4 SECTION Oe
Bodywork Defects Sheet
DEFECT CODE
A SCRATCHES
B OVERSPRAY
C DIRT UNDER PAINT
D RUN
UNIT No.
COLOUR
OWNER
A F" W '2987
SECTION OB Page 5
PRE-DELIVERY INSPECTION ,- ALL. MODELS

VIN:
I MODEL I ENGINE NO.
OPERATIONS - Tick box i f O.K. IOPERATOR\

1 - X box i f additioml work reqd. - submit defect report ( INITIALS (
MECHANICAL
-
Check coolant level and check system forleaks.
Renew engine o i l and filter (Federal only)
Check engine, gearbox and reor axle o i l levels and check for leaks.
Check security of engine o i l filter.
Check brake/clutch fluid reservoir level.
Check fuel system for leaks.
Completely f i l l fuel tanks and check for leaks.
Check clutch adjustment.
Check tightness of wheel nuts/bolts.
Check tyre pressure including spare.
-
Check engine idling speed.
Check power assisted steering fluid level and system for leaks (when fitted).
- -
Check automatic transmission fluid level (when fitted).
- ,U
ELECTRICAL
Check security of battery terminuls.
p--
-
Check operation of o l l lamps.
Check opemtion of horns ond direction indicators.
Check opemtion and ark position of screen wipers.

Check opemtion of windscreen washers.
Check operation of a l l instruments.
Check operation of headlamps and door windows.
Check operation of heater and fan.
Check headlamp alignment.
Check operation of air conditioning equipment (when fitted).
BODY
Check operation of doors and locks.
Check bonnet and tailgate release mechanism. 2
h Check interior trim for damage and cleanliness.

W
g Check opemtion of seot belts.
Check o l l bright work and paint for condition.
e.
4 Check presence of tool k i t and literature pock.
- p
-
Page 6 SECTION OB
Road Test
Carry out brief road test and submit report with ony additional attention
rnnl,irprl T,,lrm;4 ... L^-..
The pre-delivery inspection i s subject to the following conditions:
(a) I t i s the responsibility of the supplying Distributor/importer/deoler to

ensure that the car i s delivered to the customer i n the best possible
condition,
(h) A l l costs incurred during theinspection are the respomibility of the

supplying distributor/irnporter/dealer .
(c) Failure to return a signed copy o f this inspection to Lotus Cars Limited
by the distributor/irnporter/dealer, may result i n warranty claimson
the particular car being rejected.
DATE: DEALERS STAMP A N D SIGNATURE:
ABR 1987
Page 7
LSL 2465
First After Sales Service ~ sO.TA) .

(N
excel esprit S3 esprit turbo
Owner s name Date M a r k as t o l l o w s

To be c a r r i e d out at
Adjustments made iX1 500-1000 m ~ l e s
R e g l s t r a t ~ o nN o Job n o
0K E3' (800-1600 k m )
V I N M~leage R e p a ~ r sdesirable iIO
(See separate sheet)
M A I N T E N A N C E NOTES:
"Inspect" m e a n s check for correct operation or condition - if w r o n g advise before carrying o u t repairs o r a d j u s t m e n t s
at extra t i m e
" Check " m e a n s test a n d a d j u s f / f i l l or tighten as necessary
Instull protecrlve covers Check clutch operation and adjust if necessary

Renew englne oil and fslter ensuring flller Check security of front and rear suspension. and
sea15 Iully steering column and steering rack assembly
Renew manual gearbox/transexle oil Check fronl wheel alignment
Check aulo transmission tlued level Inspect rear wheel 1oe.i"
Renew final drive oil Check security of propshaft bolts
Lubricate propellor shalt universal joints Check front hub bearing adjustment
Lubricate iower steering swivels I11 applrcable) Ih~pectoneration of all electrical equipment
Lubricate throttle linkage and controls check banery electrolvle level, securily of
Lubricale door locks and bonnet catches terminals and main eanh connectisns
..D Check headlamp alignment
Lubricate headlamp pod pivots
Check camshaft toothed belt tension and inspect valvel timing S * D Inspect all lyres for damage. and set tyre
pressures
Check ignition timing and advance operation
Check all V-belt tensions Tighten all wheel nuts to specified torque
Check security of ail fixings. especially engine loading
mounting bolts exhaust manifold and system. Check body condition generally. including door
and inlet manifold and carburettar mountings adjustments bonnet and tailgate/booi
Check and adjust idle speed and CO level adjustment (opening and closing). operalion of
Check security and cleanliness of ignition door locks end tailgatelboot lock
harness joints includ~ngalletnator and staner Inspect seat adjustment mechanism and
motor connections operation of seat belts
Top UP cooling system and check securily ol all Inspect operation of heater/air condilioning and
water hose connections controls
Inspect fuel system for leaks and check fuel pipe Check final drive. gearbox and drive shaft
connections on carburettors mounting bolts to ipecified torque ioadrngs
Inspect foot brake system far leaks and correct Ensure upholstery and drtving controls are clean
operation Top up screen washer reservoir
Check handbrake adjuslment and Operation
f n s ~ e call
t brske pipes and vacuum pipes and
connections for damage. chafing or leaks
Check brake. clutch and P A S fluid reservoir Work compleled by. .. , . , . .. ....... , , . , ..
levels
Inspect operation of brake fail/handbrake
warning lamp
Road T e s t P e r f o r m a n c e
E n g i n e performance 0 Suspension noises U Turbo boost pressure U

Clutch operation Brake performance Light operation
Gearbox operation/noise W h e e l balance 0
Drive line noise/vibration 0 Steering performance 0
Work completed by
SECTION OB Page 9
--
LSL 2458
@ Maintenance Plan
- --p
-
(Not USA)
-
excel esprit S3 esprit turbo
Please tick Service required:
Owner's n a m e . . . . . . . . . . . . Date. . . . . . . . . . M a r k a s follows: A- Cl
Adjustments made
Registration N o . . . . . . . . . . . . . . . . .Job
. no ........ OK
B-
c-
VIN . . . . . . . . . . . . . . . . . . . . . . . Mileage . . . . . . . . . . . . . . . . . Repairs desirable IS1
l S e e s e ~ a r a t esheet) For i n t e r v a l s s e e o v e r l e a f
MAINTENANCE NOTES:
"Inspect" m e a n s check for correct operation or c o n d i t i o n - il w r o n g , advise before carrying o u t repairs or a d j u s t m e n t s

a t extra l i m e
" C h e c k m e a n s test a n d adjust/fill o r t i g h t e n a s necessary
-01
=.
L
a
2 : A B C
D D U Insall protective covers lnspect exhaust system condition. mountings
U D D Renew engine oil and filler and joints
D Check manual gearbox ail, inspect for leaks Check brahe fluid level
D G Check auto trans lluid level, inspect for leaks 0 Renew brake fluid & check seals
@ U Renew manual gearbox oil. irispect for leaks 48.030 mls
0 Renew auto trans f l u ~ dand clean filter intervals Renew all brake system rubber pans & hoses
inspect fsr leaks q 0 Inspect brake system for leaks & damage
q
0 Check final drive oil bnspect tor leaks lnspect pa* & linings tor wear
D Renew final drive oil. Inspect for leaks Check adjustment of handbrake
D D D Lubricate propshah universal joints lnspect brakes tell tale
0 D 0 Lubricate speedo angle drive Check/adjust clutch
C D D Oil front trunnions [if applicable) Inspect for clutch fluid leaks
D C D Check P A S fluid level Check steering U / J clamp tightness
0 C lnspect PAS lor leaks & damage lnspect condition of steering joints and gaiters
C D Lubricate handbrake lhnkage -
Renew trunnion bushes lit applicable)
C D D Lubricate locks. hinges & catches q q Inspect condition of all suspension rubber bushes
0 D U Lubricate thronle linkage & other controls o n o Check security of front & rear suspension
0 C D Lubiicate headlamp pivots lnspect dampers far leaks & performance
U D D Check coolant level and strength Check/adjust front hubs
D D lnspect cooling system for leaks/damage Check condition front hub bearings & seals
G D Inspect engine mounting rubbers Repack grease
D 0 Check/adi~sIcam-belt Inspect valve timing lnspect tyre condition. set pressures lincl spare1
0 Renew cam.belt Inspect road wheel balance
C D lnspect cam-belt tensioner Check/tighten wheel nuts to spec torque
D 0 Check/adjust V.belts cond~tion& tension Inspem front & rear wheel toe.in
D Renew all V.bells Check security of propshak bolts
D q Renew spark plugs Check banery (except 'maintenance h e e l
D 0 0 Check/adjua ignition timing & advance Remove banety leads. clean & inhibit
D U Check engine ancillaries lar security Clean Electric aerial
D 0 lnspect valve clearances lenra time to adjust1 Check engine bay eanh leads
D 0 Renew air cleaner element Inspect operation of all lights
0 D Renew fuel tiller (Nat Aspirated models) D 0 0 Checkhdjust headlamps
36.000 m15 C O D Inspect operation of all electrics
intervals Renew fuel lilter (Turbocharged models1 q 0 D Inspect operation of A C I1
U D q Check fuel connections to carburenors Top up screen wash reservoir
D 0 Check security of all fuel system connections Check/adjust door lock strikers
U D Check thronle/kickdown/cruise control cable lnspect seal belts condition & operation
adjustment Clean all drain holes, check drains
D 0 q Checkladjut idle speed & CO level Check security of major unit mountings
0 D q lnspem operation/condition of cooling fans
Work completed by ...................................

P--
Road T e s l P e r f o r m a n c e
C-
Engine performance D Suspension noises D Turbo boost pressure D
PT Clutch operation U Brake performance U Light operation D
Gearbox operation/noise U W h e e l balance D
Drive line noise/vibration 0 Steering performance 0
..-
L I
W o r k completed b y
A SERVICE completed inhas
This service accordance
been
wilh the Matntenance
This servoce has been
completed in accordance
wath the Mabntenance
A t 6,000 ml~./10,000km. Schedule. I At T C.1.000 mls./50,800 km.
-
( Schedule
1 I
I
or 6 months from Registration
(whichever sooner) l Dealer's Stamp:
/
I or 6 months from last Service
(wh,chever sooner)
I
Dealer Starno
l lI Signature: Signature:
I Mileage:
B SERVICE
Date:
I This servlce has been

completed in accordancc
L-
B
mile^ g F:
SERVICE
Date:
completed
~ h l servoce
s inhas
accordance
been
with the Maintenance wllh the Mazntenance
AT 12,000 mls./20,000 km. Schedule. AT ::ti,000 mls./60.000 km. Schedule
or 6 months from last Service Dealer.s Stamp:
or 6 rl>onthsfrom last Service Dealer Slamr,
(whichever sooner) Iwhi -#leversooner)
Signature:
I ( Signature:
Mileage:
A SERVICE
Date:
This service has been

L-
A
Milea >I!:
SERVICE
Date: I
This S B I V I C ~ has been
w s h the Malnlenance with the Matntenance
at 18,000 m l S . / 3 0 , 0 0 0 km. Schedule A t 4! 000 mls./70,000 km. Schedule
I or 6 months from last Service

(whichever sooner) 1 Stamp:
or 6 n~onthsfrom last Service
(whit:l~eversooner)
Mileage: Date:
! Signature:
1 Mileaiie: Date:
II
Signature
C SERVICE This service has been

with the Maantenence
C :SiERViCE
This sewce has been
Completed in accordance
with the Maontenance
AT 24,000 mls./40,000 km. Schedule. AT 4 3.000 mls./80,000 km. Schedule.
I I
l or 6 months from last Service
(whichever sooner) 1 Dealer.5 Stamp: or 6 inonths from last Service
(whir hever sooner)
,,
Signature:
Miieag a: Date:
SECTION OC Page 7
MAINTENANCE & LUBRICATION
SECTION OC - U.S .A. ESPRIT TURBO
-
Page
Recommended Lubricants 2
Pre-Delivery Inspection Sample Worksheet 3/4
Bodywork Defects Sample Sheet 5
Maintenance Schedule - Except Colifornia 7/8
Maintenance Schedule - California 9/10
APR 1987
Page 2
RECOMMENDED LUBRICANTS
ENGINE: Lotus Cars Ltd.strongly recommend that the

following engine lubricants are used at
oil changes, and where possible/practical
between services.
Above Onc Valvoline HP Racing SAE 20W/50
Elf Competition SAE 20W/50
Below O°C Valvoline XLD SAE 15W/40
Elf Sporti SAE 15W/40
In severe winter conditions below -15'C a
SAE 10W/40 Oil or Mobil 1 Rally Formula
SAE 5W/50 is recommended.
When z~,;tt~ii-,a;;~,
r e c n m m ~ r ! d ~ ;rz?:cts
S:: 5
iuur~canrrsmeetlng the tollowing
r r r y l l ~ r
specifications may be osed.
VISCOSITY PERFORMANCE
Above O°C SAE 20W/50 API Service SF
Below O°C SAE 15W/40 APT Service SF
Below -15'C SAE 10W/40 API Service SF
TRANSMISSION SAE 80 API GL5

FRONT HUBS Lithiurn base wheel
bear i rig grease N L G l No.2
STEERING SWIVELS (Prior '85 M Y ) SAE 90 API GL5
B R AKE & C L U T C H H YD RA U L I CS - D O T 3 or DOT 4
APR 1987
SECTION OC Page 3
PRE-DELIVERY INSPECTION - ALL MODELS

VIN:
MODEL 1 ENGINE NO. -
OPERATIONS - Tick box i f O.K. OPERATOR

- X box i f additioml work reqd. - submit defect report INITIALS
MECHANICAL
--
Check coolont level and check system forleaks.
Renew engine o i l and filter (Federal only)
Check engine, gearlxx and rear axle o i l levels and check for leaks.
Check security of engine o i l filter.
Check brake/clutch fluid reservoir level.
Check fuel system for leaks.
Completely f i l l fuel tanks and check for leaks.
Check clutch adiustment.
Check tightness of wheel nuts/bolts.
Check tyre pressure including spare.
Check engine idling speed.
Check power assisted steering f l u i d level and system for leaks (when fitted).
Check outomatic transmission fluid level (when fitted).
ELECTRICAL
P
Check security of battery terminals.
Check operotion of a l l l a m p .
Check ooemtion of horns and direction indicaton.
--
I -4
p
Check operation and park position of screen wipers.

Check operation of windscreen washers.
Check opemtion of a l l instruments.
-
Check operation of headlamps and door windows.
-
Check operotion of heater and fan.

Check headlamp alignment.
Check operation of air conditioning equipment (when fitted).
BODY
( Check operotion of doors and locks. I I I
W
Check bonnet ond tailgate release mechanism.
-
Check interior trim for damage and cleanliness.
W
S- --
Check operation of seat belts.
PC
Check a l l bright work and point for condition.
4
Check presence of tool k i t ond literature pack.
-5 5"s-
Page 4 SECTION OC
Road Test
Carry out brief road test and submit report with any additional attention
required. Submit a defect report where necessary.
The pre-delivery inspectiori i s subject to the followirig conditions:
(c) It i s the responsibility of the supplying Distributor/importer/dealer to

ensure that the car i s delivered to the customer i n the bkst possible
condition.
(b) A l l costs incurred during the impection are the responsibility of the
supplying distributor/importer/dealer.
(c) Failure to return a signed copy of t h i s impection to Lotus Cars Limited

by the distributor/importer/dealer, moy result i n warranty claimson
the particular car being rejected.
SECTION OC Page 5
P?
IO~S Bodywork Defects Sheet
SCRATCHES
OVERSPRAY
DIRT UNDER PAINT
RUN
SINKAGE
THIN PAINT
GEL CRAZINO
CHIPS
PIN HOLES
l FLAKING
UNIT No.
APR 1987
SECTION OC Page 7
MAINTENANCE SCHEDULE EXCEPT CALIFORNIA
The operations listed below should be carried out at the mileage shown
DESCRIPTION O F OPERATION
ENGINE
Check and if necessary top u p coolant X X X X X X X X X
Inspect cooling system hoses and connections X X X X X
Check valve clearances. adiust if necessary X X X X
Renew spark plugs. X X X X
Check operation of engine management Systems X X X X X
Check toothed timing belt condition and tenston. adjust if necessary X X X
Renew toothed timing belt X X
Check all " V ' belt condition and tension, adjust if necessary. X X X X X
Renew air cleaner elements X X X X
Renew fuel filter (X' NOT HCI m o d ~ l s ) X+ X
Inspect fuel system cap. tank, lines and connections X X X X X
Torque exhaust system mounting bolts. X
Renew exhaust catalyst X
LUBRICATION
Renew engine oil and filter X
Y ! X
X X X X I X X
P i n e w transmission oil X ':: X X X
Check and if necessary top u p transmission oil X X X X
Lubricate lower steering swivels ie! ~ ~ ~ i l c a b i e l x x x x x x x x x
Lubricate locks. hinges and catches x x x x x x x x
Lubricate speedo angle drive x x x x x x x x
Repack front hubs X X
BRAKING SYSTEM
Check brake fluid level x x x x x x x x x
Check entire system for leaks and damage to pipes X X X X X
Renew hydraulic fluid and seals X
Check brake pads/linings for wear. x x x x x x x x
Check operation of brake fail warning lamp x x x x x x x x x
Check torque of caliper mounting bolts X X X X
Check handbrake adjustment. x x x x x x ~ ~ x x
CLUTCH
Check and adjust if necessary x x x x x x x x x
Check clutch fluid level. x x x x x x x x x
STEERING AND SUSPENSION

Check security of all steering connections and mountings X X X X X
Check anti roll bar connections and rubber mountings
Check torque of front and rear suspension and damper bolts
Check all moving parts for wear and bellows for oil leaks.
X
X
X X
X
X
X X
X
X
X
1:
' X X
X
X
Check front wheel bearing adjustment X X X X X
Check torque loading of drive shaft bolts X X X X X
Check dampers for leaks and deterioration X X X X
Check front and rear wheel alignment. X , , X , X X X
ELECTRICAL
Check security of battery and earth connections and (if applicable)
Check operation of all lights electrolyte level
Check headlamp alignment X X
Check operation of all electrical equipment and instruments X X X
. --
APR 1987 Continued overleaf
Page 8 SECTION 06
MAINTENANCE SCHEDULE EXCEPT CALIFORNIA -Continued l
g- $ 5:. /
Y)
W
5IEg I
z 5I5 . $u
Y)
W
Y)
O
0 ~ o O o O O O o
U ) o o O O O o o o
, -o 0 9 2 % $ 4 2 $
g ( D r r N
N
m m u l l )
~ $ w w w w w a u
L
w b w w W
w S ~ V ) V ) v I V ) m V )
DESCRIPTION OF OPERATION $ d m = z o < m < o
WHEELS A N D TYRES
Check tyre condition and pressures, includirig spare x x x x x x x x x
Check torque of all wheel nuts x x x x x x x x x
Check road wheel balance. X X X
l
BODY
Check all hinge and lock operations X X X X X
Check seat belts and seat adjustments x x x x x x x x x
Check air conditioning operation X X X X X
Top up screen washer reservoirs x x x x x x x x x i
--
- -..-....-
i
CCl\SCDAI
1 1 1 1 1 I l 1
Inspect condition of all major unit mounting rubbers X X X X

Check torque loading of major unit mounting bolts. X X X X
i
APR 1987
SECTION OC Page 9
MAINTENANCE SCHEDULE CALIFORNIA

Recommended Maintenance x
Lotus Cars Ltd urges that these maintenance operations and checks should be made either by you or a
qualrlled techn~c~an at the frequenc~eslndlcated to help ensure proper safety, emissions performance and
d e ~ e n d a b ~ lof
~ t vow
v vehicle Take any problems to your dealer for service advlce Whenever reoalrs are
necessary. have 'them completed at once
Required Engine Maintenance

These operations are the minimum required intervals necessary for Compliance
with California emissions regulations
g3 ;g ; 5; g; s
0 0 0 0 0
0 0 0 0 0
? ? F ' ? = ?
m r ~ m o
~ r n r n . 4 ~ )
w w w m w
.P "2 .o ,U .Y
W
? $ $ S $
W w m r o r o
DESCRIPTION OF OPERA'IIQN
e
U. 0 4 m a v
ENGINE
Check and if necessary top up coolant
Inspect cooling system hoses and connections
Check valve clearances, adjust if necessary
Renew spark plugs.
Check operation of engine management Systems
Check toothed timing belt condition and tension, adjust if necessary
X
•
@
m
X
X
X
X
X
X
X
0
..
X
X
X
X
4
X X
X
X
X
X
Renew toothed timino belt
.
X
check all'V'' belt coidition and tension, adjust if necessary. X X . X X
Renew air cleaner elements x . x X
Renew fuel filter (X* NOT HCI models1 X' X
Inspect fuel system cap, tank, lines and connections @
Torque exhaust system mounting bolts. •
LUBRICATION
Renew engine oil and filter • • 8 0 4 0 .
Renew transmission oil X
l
X i X
Check and if necessary top up transmission oil X X X
Lubricate lower steering swivels. (ifapplicable) X X X X X X X
Lubricate locks, hinges and catches X X X X X X
;~:~:~:~;i
Lubricate speedo angle drive X X X X X X
Repack front hubs
BRAKING SYSTEM
Check brake fluid level
Check entire system for leaks and damage to pipes
Renew hydraulic fluid and seals
Check brake pads/linings for wear. X X X X X
Check operation of brake fail warning lamp
Check torque of caliper mounting bolts X X X
Check handbrake adjustment X X X
CLUTCH
Check and adjust if necessary x x x x x x x x x
Check clutch fluid level x x x x x x x x x
STEERING AND SUSPENSION
Check security of all steering connections and mountings X X X X X
b Check anti roll bar connections and rubber mountings X X X X X
W Check torque of front and rear suspension and damper bolts X X X X X
Check all moving parts for wear and bellows for oil leaks. x x x x x x x x
Check front wheel bearing adjustment X X X X X
g
a
Check torque loading of drive shaft bolts
Check dampers for leaks and deterioration
X X
X
X
X
X
X
X
X
Check front and rear wheel alignment X X X X X
2s I Cwttinued overleaf
Page 70 SECTION OC
MAINTENANCE SCHEDULE CALIFORNIA -Continued

-.-
IO
W I O I O
a * & ' & ' & ' & ' & '
Y I M I O Y I V .
2 :
l~ n I O oO O
o Oo O o o o
O o
O o
r o s ~ lon .v l s. m* Zs
.-8 $ 2 r r uw mw m e m
'
w w m
' > 8 8 8 v u v u u
$ ' "2 'F '2 '
'2 >
.S'w $ $ $ m m $ $ s
DESCRIPTION OF OPERATION u e r n e u e r n e ~
ELECTRICAL
Check security of battery and earth connections and (if applicable) X X X X X
Check operation of all lights electrolyte level X X ~ X X X X X X
Check headlamp alignment X X X X X
Check operation of all electrical equipment and instruments x x x x x x x x x
WHEELS A N D TYRES
Check tyre condition and pressures. including spare X X X X X X X X X
Check torque of all wheel nuts X X X X X X X X X
Check road wheel balance
I l I ^ I 1 x 1 --
I "
BODY
Check all hinge and lock operations X X X X X
Check seat belts and seat adjustments X X X X X X X X X
Check air conditioning operation X X X X X
Top up screen washer reservoirs X X X X X X X X X
GENERAL I
Inspect condition of all major unit mounting rubbers X X X X
Check torque loading of rnajor unit rnounting bolts X . X X X
AQR 9987
SECTION PB Page 7
HEATEWAIR CONDITI ON1NG
SECTION PB - ESPRIT S3 & TURBO
Operation Page
-
A i r Conditioning Operating Principles PB1
Airflow Distribution PB2
Refrigerant Handling PB3
Refigemnt Pipework Precautions PM
Charging Unit with Refrigerant PB5
Refrigerant Quick Check Procedure PB6
Recommended Refrigerant Oil PB7
Refrigerant Oil Level Checking Procedure PB8
Compressor PB9
Remval of Heater/Air Conditioning Assembly PBI 0
Page 2 SECTION PB
PB .l - AIR CONDITIONING OPERATING PRINCIPLES
With the air conditioning control 'ON' and engine running, the compressor clutch
operates engaging the compressor. Low pressure vapour entering the compressor i s
converted into high pressure vapour at the output a d discharged into a condenser. The
vapour i s cooled i n the cortdemer changing into a liquid, from here it flows into the
receiver-drier, where any foreign mntter i s expelled.
A sight glass f o l l o w i r ~the receiver-drier provides a means of checking the system i s full
of refrigerant ord operating correctly. High pressure liquid enters the exparsion valve
where it expands rapidly changing from high to low pressure liquid. As the refrigerant
expands i n the evaporator it begins to boil, absorbing heat from the core a d cooling the
air passing through to the passenger compartment. The compressor draws off the low
pressure vapourised refrigerant completing the closed circuit and recycling the refrigerant.
passenger compattrnent
Condemer
The condenser is located i n front of engine radiator. Air passes over the conderser
coolirtg fins, cooling the 'hot' high pressure refrigerant vapour and condeming it into
SECTION PB Page 3
a high pressure liquid. The comtruction of the condenser is similar to the engine radiator
but i s designed to withstand higher pressures.
Receiver-Drier
Located i n the front comportment on the right hand side ifs purpose is to ensure a supply
of liquid refrigemnt to the expnsion valve i n an opemtional condition. A drier is
incorporated i n the base of Receiver-drier whichabsorbs any moisture that entered the
system during assembly. Any foreign matter i n the refrigerant w i l l also be trapped i n the
drier.
Some models ore fitted with a low pressure cut out switch at the receiver-drier to prevent
damage to the compressor due to lack of lubrication from running with a discharged system.
Expansion Valve
The expansion valve i s located a t the side of the ewpomtor and thermostatically meters
the flow of high pressure liquid refrigemnt into the evapomtor. The refrigerant supply i s
controlled by a capillary tube strapped to the outlet pipe of the evapomtor, as the
temperature changes at the outlet pipe so the refrigemnt flow through the volve changes.
When liquid to the core of the evapomtor exceeds requirement the outlet tempemture
drops, this is semed via the capillary tube, closing down the expnsion volve and reducing
the flow of liquid refrigemnt. The expansion volve i s pre-set internally and has no
external adjustment.
Tempemture Control Switch

.- -
Turning the control clockwise to the required tempemture position w i l l engage the
compressor clutch and drive the compressor. O n some models when the compressor is
running a red light (a light emitting diode above the temperature control switch) is
illuminated.
The output fromt he tempemture sensor i n the evapomtor i s campred by on electronic

comparator with the setting made on the tempemture control switch. When the tempemture
sensed i s greater than the settirg, the compressor i s engaged via the clutch and the red
light i s illuminated. The clutch w i l l disengage when the temperature i s reached and the
red light w i l l extinguish.
Page 4
The electronic comparator is fitted to the rear of the temperature control switch.
PB2 - AIRFLOW DISTRIBUTION
matrix fed with engine coolant v i a a coble/thermostat operated water valve and
a refrigerant evapomtor.
Two fan motors are contained behird a cover i n the front luggage comportment on the
bulkhead. Fresh air is drawn into this cover from a chamber a t the base of the
windscreen via a fresh a i r flap, and i s then blown into the heater/air conditioning
unit for heating/refrigemtion and distribution to the various outlet vents. The
heater/air conditioning unit itself contains two flaps, a mode flap, controlling
airflow through the heater matrix, and a screen flap controlling airflow to the
windscreen vents. The fresh a i r flop ond mode flap ore operated by vacuum
actuators supplied with vacuum on Domestic and ROW cars b y the inlet manifold
.-.:-.- -- ..,..
r---r-k.r- . .. .i m-.l s.a-a -*rA .--a-r-:v
---. . --
m-.ten+nJ A-
.+he .l -. l +."?- L --
a c.+ imnd h s n-. LnrA,
whilst Fedeml Esprit Turbo's are supplied with vacuum from a n engine driven pump.
The vacuum supply is controlled by two valves mounted on a control plate and
operated by a cam connected by cable to the distribution control knob. The screen
flap is mechanically operated vio the distribution control cable, and a bellcrank
I . . I.
lever ana ilnn.
Front Bonnet Fresh air Windscreen

1 intake ' 1
Screen Flap
. _--To Screen Vents
Heater
-- - Matrix
--,
- ---- Centre
Face Level
Fan
Motors
\ Vents
v .- I
rront ---
Bulkhead
B Evaporator
(Air Conditioned
Bleed
Hole (deleted mid '86)
Cars Only)
SECTION PB Page 5
OFF
-
I n the 'OFF' position, the fresh air vent i s closed and the re- circulation vent open.
A l l heater ft~nctiorsare off.

-
This setting should be i~sedduring c i t y driving to ovoid drawing traffic fumes into the car.
With the air conditioning switched on, this is the haximum refrigeration' setting. A i r is
drown by the fan from the interior of the car through the re- circulation vent, and is blown
through the evapomtor to the centre and outer face level vents. Also through the
foohvell bleed holes (deleted mid '86).
SERIES 3 HEATER ONLY

TURBO
OFF VENT HEATER DEF
I=3 C3 U C3
1
CI
COLD HOT/OEF
-
SERIES 3 WITH A/C
Norm
OFF/AC v DEF
Max
U U
COLD HOT/UEF
St?
Page 6 SECTION PB
'7
The control cam releases the fresh air/re-circulation flap wlve, thus closing the re-
circulation vent a d opening the fresh air vent.
A l l heater functions remain-

off. l
Fresh air at ambient tempemture is supplied to the outer a d centre face level vents.
With~tiheair conditioning switched on this i s the 'normal' refrigemtion setting, supplying

refrigerated fresh air to the centre and outer face level vents either by 'ram' effect or
Fon osisted.
-"

TURBO
OFF VENT HEATER DEF
0 U C7 U
INTERIOR
m
U
- r-7
U
COLD
SERIES 3 W I T H A/C
E)FF/AC
0
v DEF
0
M ax
n
OFF V
SECTION P 6 Page 7
The control cam operates the mode flap valve ond starts to move the screen flap link.
The mode flop opens the heoter matrix and shuts off the centre face level vents. The
screen flap moves half way.
With the temperature control i n the red sector, heated fresh air is supplied by ram
effect or fan assisted, to both screen and footwell vents. Ambient a i r i s s t i l l
available from the outer face level vents.
The air conditioning rnoy be used with this setting to prodt~cede-humidified a i r . Close
off the outer face level vents for optimvm perforrmnce.
TURBO
OFF VENT HEATER DEF
l NTERIQR
COLD HDT/DEF
-
SERIES 3 WITH A/C
DFF/AC v DEF
U
C0L.D HOT/DEF
Page 8 SECTION PB
DEFROST
The screen flap is moved full t w e l to shut off the fooiwell vent, ond direct all
air t o the windscreen vents.
This is the defrost position. With the temperature control in the red sector, heated
air is supplied solely to the screen. (keep outer face level venfs closed).

TURBO
OFF VENT HEATER DEF
n o 0
l NTERIOR
COL0 HOT/DEF
SERIES 3 WITH A/C
OFF/AC
U
v DEF
U
SECTION PB
PB.3 - REFRIGERANT HANDLING
The refrigerant used i n the air conditioning system is 'Freon 12' and the followin g
precautions MUST ALWAYS BE OBSERVED.
1. Do NOT leave refrigerant drum open - always make sure the caps are securel,
closed.
2. Do NOT transport drums of refrigemnt i n the passenger comportment of a car.
3. Do NOT expose refrigerant drums to high temperature.
4. Do NOT weld or use a steam cleaner i n close proximity of the air
conditioning unit.
5. Do NOT discharge refrigemnt vapour into an enclosed area where there

i s a naked flame. Heavy concentrations of refrigerant when exposed to a
naked flame produces a toxic gas, which w i l l also attack metal.
6. Do NOT expose the eyes to vopourised or liquid refrigemnt - ALWAYS

wear safety goggles when handling refrigemnt .
PR .4-
- -
REFRIGERANT PIPEWORK PRECAUTIONS
The following precautions should be read carefully before carrying out any work on the
refrigerant pipework.
1 . When disconnecting any pipe or f!exible connection, the system MUST
FIRST BE DISCHARGED OF ALL PRESSURE.

Open either connection of receiver-drier SLOWLY, cover union with a
cloth, so that no injury w i l l occur i f liquid is present i n the pipe. If
pressure i s noticed, ALLOW TO BLEED SLOWLY - slacken the union nuts a

'flat' at. a time; allow pressure to bleed, slacken the nut a further 'flat',
allow pressure to bleed, and so on until a l l pressure has been expelled
(approximately 2 to 3 minutes).
ALWAYS WEAR SAFETY GOGGLES WHEN OPENING REFRIGERANT
CONNECTIONS.
Page 70 SECTION P 5
2. Pipes, flexible end connectiom and components, MUST be capped immedi-

ately they are opened to prevent the ingress o f moisture and/or dirt.
* A l l ---l .------
r ----.-..-L. -.-l Cl. .,.l. . 4
. ... . - -- . "1? 8
1
-
new, and should only be opened IMMEDIATELY PRIOR TO FITTING, A N D
AT ROOM TEMPERATURE, to prevent condensation of any moisture which
may enter when the sealing is removed.
4. The receiver-drier should be the LAST component to be connected, this i s to

ENSURE optimum dehydration and maximum rnoisture protection of the
system.
5. Precautions MUST be taken to prevent damoge to fittings and connections;
minute damoge could cause a leak due to the high pressures used i n the
system. ALWAYS USE TWO SPANNERS OF THE CORRECT SIZE (one on

each union nut), when releasing or tightening pipes, or connectiom. This
is porticurlarly iniportant with the pipes on t h e conderlser as this urlit is con-

crnlctea trnrn oi~~rnarvttrn
6. A l l ioirlts should be coated with refri g eration o i l BEFORE making any

connectiom, as this w i l l a i d seating.
7. A l l pipes and hoses MUST BE FREE from any kinking. The efficienc y of the
system can be impaired by a single kink, or restriction. Flexible hoses
should not be bent to a radius which i s less than ten times the diameter of
the hose.
PB.5 - CHARGING UNIT WITH REFRIGERANT

-
The procedure for charging the a i r conditon system is supplied by the manufacturer of the
charging trolley used; follow this procedure carefull y .
Before chorging the system i t i s f i r s t necessary to evacuate the system for the following
reasons:
1. A l l a i r i s removed from the system to ensure i t can be fully charged.

2. All rnoisture is removed, which could be harmful to the system.
3. It provides a m w r s o f checking for l e a k , which may occur i n a faulty

connection.
Evacuate the sptem to a vacuum to 28 inches of mercury (28in Hg) for NOT LESS THAN
20 minutes. The hold period of 20 minutes w i l l allow any leaks to be seen easily and
purge the system of any moisture.
s ? ~
SECTION PB Page 7 7
The system i s charged with 1 .4kg (3 lbs) of 'Refrigerant 12', which i s made up from
'Freon 12' ond 'Arcton 12'. After char g ing the system i t must be checked for gassing,
using the following procedure:
1 . Start the engine and adjust engine speed to 1200 r.p.m.
2. Turn the a i r conditioning switch fully clockwise, and the fan speed switch
to fast. C.heck that the engine cooling fam hove automaticall y switched an.
3. View the refrigeront through the sight glass on the top of the receiver-drier,
after 5 minutes running there should be no bubbles visible (gassing); a n
occasional bubble is however acceptable. If the ambient temperature i s

0
below 4 C, continuous gassing m y occur, i t is therefore advised to carry
out the checks i n a covered gamge.
4. Increase the engine speed to 2000 r.p.m. and check that the refrigerant
passing the sight glass i s clear of bubbles. If a continuous stream of
bubbles still persists then, the refrigeront charge should be increased until
the bubbles are no longer present.
5. Before disconnecting the service valves from the compressor, check the
system for leaks using a leak detector capable of detecting a leak of 1 ib
in 32 years. This leak standard applies to a l l connectiam except the

following:
1 . C:ompressor front seal
2. Uncapped Schmeder valves
3. Sight glass
The leak standard for the above i s 1 l b in 10 years. I t w i l l therefore be necessary to
have a leak detector capable of covering both standards. I t i s recommended that the
leak test be performed i n a halogen-free atmosphere with m significant draughts of a i r .

Page 12 SECTION PB
ru.0 - ncrtuwcwt-iI w u l ~ h - ~ nr nna c~u u n c

The following procedure a n be used to quickly determine if the air conditioning
v t e m has its required charge of refrigemnt. This check facilitates system diagnosis
by pinpointing the problem to the amount of charge i n the system, or by eliminating
this possibility from the ovemll diagmsis.
Start engine and 'run' at 1200 r.p.m. Set controls for maximum cold, with fan at fast speed
P
Symptom Cause Remedy
a) Cohtinour bubbles System low on Check with leak detector.

present i n sight glass charge. Correct leak, if any, and fill
,+",
,..m+,,- - . .,+c-, , , ,- -.. - -. -
-W- -
b) No bubbles. Sight System i s either Feel high and low pressure pipes
glass clear. fully charged or of compressor. High pressure
empty. pipe should be warm, low
pressure pipe should be cold.
c) No appreciable System empty, or Switch 'off' engine. Re-charge

temperature n&rly empty. system with refrigemnt, and
differential noted check with leak detector.
d) Temperature Even though a Check by disconrwcting the

differential noted differential i s compressor clutch connection
at compressor. noted, there exik (at upper front) while observing
a passibility of the sight glass.
overcharge. A n
overcharge filled
system w i l l result
i n poor cooling.
Refrigerant i n sight System over- Verify with performance checks.

glass remains clear for charged.
more than 45 secs.,
before foaming and
settling away from
glass.
Refrigemnt foam and System correctly Continue checking out system

settles away from sight charged. using checks as previously given.
glass i n less than
45 secs.
SECTION PB Page 73
PB.7 ,- RECOMMENDED REFRIGERANT OIL
The refrigerant o i l recommended for use i n the compressor and to lubricate flared pipe ends
and union threads are:
Frigidair 525
Shell Clavus Oil 33
Texaco Capella E (Waxfree)
Sunisco 5
BP Energol LPT 500
NOTE: (a) The above oils are not given i n any order of preference and a l l are
equally suitable.
(b) Keep the o i l container ti g htl y capped at a l l times.
Add additiorml o i l i n the following amounts for any of the system components listed which
are being replaced:
Receiver-Driver 1 fluid oz.

Condemer 1 fluid oz.
Evaporator (air
conditioning unit) 3 fluid ozs.
PB.8 - REFRIGERANT OIL LEVEL CHECKING PROCEDURE

To check the refrigerant o i l level during servicing of the Compressor or the system, proceed
i n the following manner:
1 . Run the compressor at the engine idle speed for 10 minutes.
2. Recover a l l the refrigerant 12 from the compressor, being careful not to lose any o i l .
3. Place the angle gauge (Sankyo Part No. 32448) across the top of the top fwo mounting
lugs. Centre the bubble i n the level indicator and read o f f the mounting angle of the
compressor to the nearest degree.
4. Remove the o i l Filler plug and looking through the plug hole, centre the internal
parts as they move towards the rear of the compressor (discharge stroke). This w i l l
allow the dipstick to be inserted to its full length.
Page 14 SECTION BB
.. ,- .
,-.-..".,-.-", ".-
. .-.,..... , .,
_ _ ,_ . _ - ...
....-...
l
a..., .,.S I I , . I . I I..,
d. ""L, S U,P.*l.".. , . ,. . . .. . -. - . . "
of compressor, just inside the plug hole. Align the angled bottom of the 'stop' with 1
the top surface of the o i l f i l l e r hole, and iraert the dipstick until i t reaches the
'stop'
i
d. Remove the d i p t i c k and count the number of increments covered with o i l .
7. Compare the measurement taken i n 3 (compressor angle) and the o i l level
increment with those shown i n following table.
l Mounting Angle i n
Degrees ! Acceptable o i l level
i n I ncremenis !
8. I f the increments indicated on the dipstick do not fall between the figures given
i n the above table, add or subtmct o i l until the mid-mnge figure i s achieved.
9. Refit o i l filler plug and tighten to 6 to 9 ft. Ibs. (0.8 to l -2kg-m). Ensure the
0 - r i n g i s not twisted and that the 0- ring seating is clean before fitting. Do not
overtighten if plug leaks, fit a new 0- ring. Re-charge the system with
refrigerant as previously described.
PB .9 - COMPRESSOR
The compressor is factory charged with 6 +- 0.5 fluid ounces (175 +
.- 15cc) of refrigemnt o i l
with a viscosity of 500. Only oils listed i~nderRECOMMENDED REFRIGERANT OIL should
be used when adding or changing the o i l .
To Remove
1 . Depressurise the air conditioning sy;t.em by slackening the union nut sbcuring the
pipe to the receiver-drier. Take the necessary precautions described under the
heading 'Refrigerant Pipework'.
2. Remove the pipe connectiors to the Compressor, taking the necessary precautions
described under the heading 'Refrigemnt Pipework'.
3. Loosen and remove the compressor drive belt and disconnect the electrical
connectiom to the compressor clutch.
4. Remove the two nuts and Solis securing the compressor to the mounting bmcket.
Dmin the o i l from the compressor and measure the amount drained. Make a note
of the amount of o i l dmlned as this information i s required when replacin g the
compressor.
1. Reverse the removal procedure. Refill the compressor with the same amount of
new o i l as that drained during removal, plus on odditional one f l u i d ounce.

Before osse~r~Sling
the pipework lubricate the flared ends and union threads with
refrigemnt o i l .
2. Recharge the system as previously described.
3. The compressor drive belt should be correctly tersioned to give a total movement
of 9 mm (0.35 ins) on the longest run of belt.
Fitting a New Compressor
The following procedure is to be used when replacing a compressor containing
uncontomirmted o i l with a new compressor, when there i s no evidence of oil
having escaped from the system.
1 . Dmin the o i l from the new compressor.
2. Dmin and mwsure the o i l from the old compressor.

3. Refill the new compressor with a n amount of new oil equal to that dmined from
',,W v,.. ""*#,,m ----., r---
# a---. --I --- rt..t~ (qn -,.I p., ,
,a
,,
, n:i
After a major failure involving total loss of fluid and a replacement compressor, it
is necessary to add a n extm 2.7 fluid o z . (80 cc) of oil to the 6 fluid oz. (175 cc)
of oil su pplied in the new compressor.
NOTE: Satisfactory operation of the compressor depends on there being sufficient

oil in the system. However too much oil decreases the cooling efficiency
of the imtollation.
PB.10 - REMOVAL OF HEATEWAIR CONDITIONING

-- -
ASSEMBLY
1 . Disconnect battery. Drain cooling system. Depressurise refrigemnt system.

2. From irside front luggage compartment:
Remove bulkhead ABS cover. Disconnect both fan motors, release the two
3.
-Kemove tile re-clrcuiarion .
screws and remove fhe motor scroll casing from the unit.
. .. vrni :kip, c;,-d :!iic;gh thr: Zpc+t.re expcst?d,
disconnect the inlet water hose from the water valve. Disconnect the
control cable to the valve, and release the valve from the pedal box.
4. Release the dividing panel fixings: Two pop rivets along inner edge of
aperi.ure; flap bracket lower fixing; two additional screws.
5. From irlside vet~icle:
Remove the binmcle, fascia and tunnel trim assemblies together with the
mdio, if fitted.
6. Remove passenger side demist vent. Remove the front bonnet release bar.
Release the return water hose from the heater matrix.
7. Remove the centre face level vent nozzle from the unit, and through the
aperture exposed, release the two screws securing the unit to the tunnel top
bracket.
SECTION PB
PB .9 - COMPRESSOR
The compressor is factory charged with 6 + 0.5 fluid ounces (175 -+ 15cc) of refrigemnt o i l
-
with a viscosity of 500. Only oils listed under RECOMMENDED REFRIGERANT OIL should
be used when adding or changing the oil.
TO Remove
1 . Depressurise the air conditioning system by slackening the union nut securing the
pipe to the receiver-drier. Toke the necessary precautions described under the
heading 'Refrigerant Pipework'.
2. Remove the pipe connectiors to the Compressor, mking the necessary precautions
described under the heading 'Refrigerant Pipework'.
3. Loosen and remove the compressor drive belt and disconnect the electrical
connections to the compressor clutch.
4. Remove the two nuts and 501k securing t h e compressor to the mounting bmcket.
Dmin the o i l from the compressor and measure the amount drained. Make a note
of fhe amount of o i l drained as this information i s required when replacin g the

compressor.
To Replace
1. Reverse the removal procedure. Refill the compressor with the same amount of
new o i l as that drained during removal, an additional one f l u i d ounce.
Before assenlbling the pipework lubricate the flared ends and union threads with
refrigemnf o i l .
2. Recharge the system as previously described.
3. The compressor drive belt should be correctly tersioned to give a total movement
of 9 mm (0.35 ins) on the longest run of belt.
Fitting a New Compressor
The following procedure i s to be used when replacing a compressor containing

unconiuminated o i l with a new compressor, when there i s no evidence of o i l
having escaped from the system.
1 . Drain the o i l from the new compressor.
2. Drain and measure the o i l from the o l d compressor.

Page 16 SECTION PB
3. Refill the new compressor with an amount of new o i l equal to that dmined from
the ola compressor, plus an aaalrlonal one tlula ounce (4U cc) or new o i l .
After a major failure involving total loss of f l u i d and a replacement compressor, it

i s necessary to add an extm 2.7 fluid oz. (80 cc) of o i l to the 6 fluid oz. (1 75 cc)
of o i l supplied i n the new compressor.
Satisfactory opemtion of the compressor depends on there being sufficient

-
NOTE:
o i l i n the system. However too much o i l decreases the cooling efficiency
of the installation.
PB.10 - REMOVAL OF HEATEPJAIR --

CONDITIONING ASSEMBLY p
To Remove:
1 . Disconnect battery. Drain coolin g system. Depressurise refrigemni system.

2. From inside front luggage comportment:
Remove bulkhead ABS cover. Disconnect both fan motors, release the two
screws and remove the motor scroll casing from the unit.
3. Remove the re-circulation vent flap, and through the aperture exposed,
disconnect the inlet water. hme from the water valve. Disconnect the
control cable to the valve, and release the valve from the pedal box.
4. Release the dividing panel fixings: Two pop rivets along inner edge o f
aperture; flap bmcket lower fixing; two additional screws.
5. From inside vehicle:
Remove the binnacle, fascia and tunnel trim assemblies together with the
radio, i f fitted.
6. Remove passenger side demist vent. Remove the front bonnet release bar.
Release the return water hose from the heater matrix.
7. Rernove the centre face level vent nozzle from the unit, and through the
aperture exposed, release the two screws securing the unit to the tunnel top
bracket.
SECTION PB Page 77
8. Remove the hvo s c r e w in t h e passenger footwell securing t h e lower edge of the

bulkhead divider panel. Disconnect t h e washer t t ~ b i n ga n d front wiring
harness a d feed through t h e divider panel. With sharp knife, cut round the
divider panel sealant, a n d withdraw t h e panel into the front luggage compartment.
9. Disconnect the two refrigemnt pipes t o the evopomtor, taking precautiom

detailed in REFRIGERANT PIPEWORK.
10. Releose t h e vacuum supply pipe and fresh a i r flop actuator vacuum pipe.
Release drain pipe from beneath unit.
11 . Corefully withdmw unit towards passenger side of vehicle, taking c a r e m t t o
damage the water valve capillary tube.
To Replace:
Revene the removal procedure, positioning the unit such that t h e dimemion from
tile inboard edge of the large hole in the bulkhead (passengers side) t o t h e end of
the unit (where fan motor scroll fits) is opprox. 150 mm. Also ersure that there
is c e l a m n c e between the vocuvm control valve assembly and t h e bonnet release b a r .
If o new evapomtor is fitted, s e e section PB.7. for additiorml oil quantity.

SECTION QB Page 1
CLUTCH
SECTION QB - ESPRIT S3 AND TURBO
Operation Page
-
General D e s c r i p t i o n
Adjustment
Hydraulic U n i t s
Clutch Assembly
R e l e a s e Bearing
S p i g o t Bearing
Clutch Shaft
Page 2 SECTION QB
SECTION @B Page 3
Key to Clutch System Drawing
1. Cover/Pressure Plate Assembly. Adjuster S c r e w , Release Fork.

2. Centre Plate. Locknu t , Adjuster.
3 . Release BearingICarrier Assembly. Lug, Return spring.
( C a s t Type) Return Spring, Release Fork.
4. Spring, Fork t o Carrier. Master Cylinder.
5. Release BearingICarrier Assembly Slave Cylinder, S3.
( F a b r i c a t e d Type) Slave Cylinder, Turbo.
6. Spring, Fork t o Carrier. Bleed Nipple.
7. Release Fork. Pushrod, $3.
8. Pivot, Release Fork, S3 Push rod, Turbo.
9. S c r e w , Pivot Ball. Flexible Hydraulic P i p e .
10. Pivot, Release Fork, Turbo. Banjo.
11. Split Pin, Fork t o Pivot. Banjo Bolt.
12. G r o m m e t , Release Fork. Washer, Large.
Washer, Small.
GENERAL DESCRIPTION
The c l u t c h assembly c o m p r i s e s a d i a p h r a g m s p r i n g p r e s s u r e p l a t e w i t h a s i n g l e
d r i v e n , d r y f r i c t i o n p l a t e . The f r i c t i o n p l a t e i s f r e e t o s l i d e a l o n g t h e s p l i n e s
o f t h e c l u t c h s h a f t whose r e a r end i s s p l i n e d i n t o t h e g e a r b o x p r i m a r y s h a f t
and whose f r o n t end i s s u p p o r t e d by a n e e d l e r o l l e r b e a r i n g i n t h e r e a r o f t h e
crankshaft.
The c l u t c h r e l e a s e i s o p e r a t e d h y d r a u l i c a l l y v i a a m a s t e r c y l i n d e r a t t h e
p e d a l box and a s l a v e c y l i n d e r on t h e c l u t c h b e l l h o u s i n g On S e r i e s 3 models
u n t i l l a t e ' 8 4 , t h e s l a v e c y l i n d e r i s mounted on t o p o f t h e c l u t c h h o u s i n g
t o g e t h e r w i t h a r e l e a s e f o r k ' p u l l o f f ' s p r i n g . S e r i e s 3 c a r s from l a t e '84
and a l l Turbo models u s e a s e l f a d j u s t i n g s l a v e c y l i n d e r mounted o n t h e r i g h t
hand s i d e o f t h e c l u t c h h o u s i n g .
QB 1 - ADJUSTMENT
1 Pedal
With t h e c l u t c h p e d a l f u l l y d e p r e s s e d and t h e m a s t e r c y l i n d e r b o t t o m i n g
o u t , c h e c k t h e c l e a r a n c e between t h e l o w e r e d g e o f t h e c l u t c h p e d a l pad
( m e t a l ) and t h e GRP b o d y . If necessary, adjust the clutch master cylinder
pushrod l e n g t h t o a c h i e v e a c l e a r a n c e o f 2 - 5 m m , i . e , t h e p e d a l s h o u l d
j u s t touch t h e c a r p e t .
2. With t h e c l u t c h p e d a l r e l e a s e d , a d j u s t t h e p e d a l u p s t o p ( i f f i t t e d ) , o r
d i s c a r d i f n e c e s s a r y t o a c h i e v e 2 - 5 mm upward f r e e p l a y o f t h e p e d a l , i . e .
t h e master c y l i n d e r is ' t o p p i n g ~ u t ' .
I f t h e m a s t e r c y l i n d e r p i s t o n i s r e s t r & c t e d from r e a c h i n g i t s f u l l t r a v e l
i n e i t h e r d i r e c t i o n clutch drag and/or s l i p w i l l r e s u l t .
I f n e c e s s a r y , a d j u s t t h e brake p e d a l pushrod l e n g t h t o o b t a i n compatible

pedal h e i g h t s
Thus s e t up t h e c l u t c h p e d a l s h o u l d r e q u i r e a d j u s t m e n t o n l y a i t e r
r e p l a c e m e n t of a p e d a l box component.
Page 4 SECTION QB
Master Cylinder
Pushrod Adjustment Pedal Upstop
\
Adjustment
Minimal Clearance 2 - 5m Free Play
RlLZASE FORK
The s i d e mounted c l u t c h slave cylinder (Series 3 a f t e r l a t e '84 and a l l Turbos)

is s e l f adjusting, with f l u i d being returned t o the master cylinder a s the f r i c t i o n
p l a t e wcars i n s e r v i c e and the slave cvlinder piston i s p r h o d p r o g r e s s i v ~ l y
f u r t h e r back on i t s return stroke. Z'l~e"adjuster" i n the r e l e a s e f o r k end should
be set such t h a t 22mm of a d j u s t e r p r o j e c t s beyond th-. 1c:cknut 'as shown i n the diagram.
NOTE A previous s p e c i f i c a t i o n c a l l e d f o r the "adjuster" t o be screwed i n f u l l y .

E v e r , the 22mm s e t t i n g allows a g r e a t e r degree of c l u t c h f r i c t i o n p l a t e wear
t o take place before t h e slave cylinder piston l tops out' on i t s r e t u r n s t r o k e
causing c l u t c h s l i p and indicating t h a t clutch replacement i s necessary.
CAUTION: An a d j u s t e r s e t t i n g of l e s s than 22m may cause damage t o pressure p l a t e
and flywheel, and/or incomplete disengagement .
SECTION QB Page 5
I
S e r i e s 3 c a r s up t o l a t e '84 with the top mounted slave c y l i n d e r , require checking
f o r release fork clearance a t s e r v i c e i n t e r v a l s i n the following manner:
i) A t t h e s l a v e c y l i n d e r e n d , unhook t h e release
f o r k s p r i n g , and m e a s u r e t h e f r e e p l a y a t t h e end o f
the release fork.
ii) I f n e c e s s a r y , s l a c k e n t h e l o c k n u t and a d j u s t
t o o b t a i n 3 mm movement E a r l y S e r i e s 3 cars
were n o t f i t t e d w i t h a l o c k n u t , b u t t h e i r u s e
i s recommended t o i m p r o v e a d j u s t m e n t r e t e n t i o n
iiij After a d j u s t m e n t , t i g h t e n l o c k n u t and r e f i t s p r i n g .

A s t h e c e n t r e p l a t e wears i n s e r v i c e t h e c l e a r a n c e
w i l l reduce.
- --
QB 2-HYDRAULIC UNITS
Service k i t s a r e a v a i l a b l e f o r both t h e master and s l a v e

cylinders.
B e f o r e commencing work o n t h e h y d r a u l i c s y s t e m , t a k e
p r e c a u t i o n s a s n e c e s s a r y t o p r o t e c t p a i n t w o r k from b r a k e
fluid spillage.
NOTE: F o r c l e a n i n g p u r p o s e s useONLY c o m m e r c i a l a l c h o h o l ,
methylated s p i r i t o r brake f l u i d . On n o a c c o u n t
should mineral based f l u i d s such a s p e t r o l o r
p a r a f f i n be used.
On r e a s s e m b l y , c o a t t h e p i s t o n s e a l s w i t h r u b b e r g r e a s e b e f o r e
i n s e r t i n g i n t o t h e c y l i n d e r , refit the c y l i n d e r and bleed t h e
h y d r a u l i c s y s t e m of a i r .
Page 6 SECTION QB
QB 3 - CLUTCH ASSEMBLY
The gearbox o r engine/gearbox assembly must f i r s t b e removed

*-em the T I P ~ ~ P h~
~P f n v eI O P F \ F . F . to the clutch centre d a t e o r
s p r i n g / p r e s s u r e p l a t e may be o b t a i n e d . I f t h e gearbox assembly

is t o be removed from a Turbo model, i t may b e found e a s i e r i f
t h e t u r b o c h a r g e r i s f i r s t removed.
B e f o r e reassembly, e n s u r e t h a t t h e s p i g o t b e a r i n g and
N y l a t r o n t h r u s t washers a r e c o r r e c t l y f i t t e d ( s e e QB 5),
and t h a t a s m a l l q u a n t i t y of molybdenum d i s u l p h i d e l i t h i u m
b a s e g r e a s e (NLG1 No. 2) i s a p p l i e d t o t h e c l u t c h s p l i n e s .
Torque t h e c l u t c h assembly t o f l y w h e e l b o l t s t o 2 . 3 - 2.6

kg f .m (17 - 19 l b f f t ) .
Note t h a t i f t h e c l u t c h housing i s t o be r e p l a c e d , t h e
gearbox c a s i n g must b e r e t u r n e d t o t h e f a c t o r y f o r mating
and machining.
A revised C ~ U L C ~cover
I ;ULL;ISSULC. "Lair- asstdui~; i ~ Lsi e ~ i2iiie; LU P; Za~liii
Turbo models from engine number 22728.
This new cover has a diaphragm spring with curved f i n g e r s , instead of s t r a i g h t a s
used previously. This necessitates a corresponding change t o the r e l e a s e bearing
assembly from a curved thrust face t o a f l a t face.
It is most important t h a t 'old' and 'new' specification components a r e not mixed
on the sane vehicle although l a t e r type covers and r e l e a s e bearings may be used
a s a p a i r on any c a r .
g ~ . 4- RELEASE BEARING
S e v e r a l d i f f e r e n t t y p e s o f r e l e a s e b e a r i n g have been u s e d , and g r e a t c a r e

must be t a k e n t o e n s u r e t h e c o r r e c t f i t m e n t .
Summary - S e r i e s 3: P r i o r t o t h e i n t r o d u c t i o n o f t h e C35 t y p e gearbox ( l a t e 1983)

S e r i e s 3 c a r s were f i t t e d with a c a s t i r o n r e l e a s e b e a r i n g c a r r i e r , whereas C35
equipped c a r s u s e a f a b r i c a t e d c a r r i e r " Both t y p e s u s e a f l a t f a c e adaptor. p r o f i l e .
Turbo: A l l Turbo models u s e t h e f a b r i c a t e d t y p e r e l e a s e h e a r i n g c a r r i e r ,

but w i t h two t y p e s of a d a p t o r p r o f i l e . P r i o r t o Eng. No. 22728, a curved p r o f i l e
was used ( f o r s t r a i g h t diaphragm f i n g e r s ) w h i l s t l a t e r c a r s u s e a f l a t p r o f i l e
( f o r curved f i n g e r s ) . E a r l i e r c a r s may however. be f i t t e d w i t h t h e l a t e r c l u t c h
cover and r e l e a s e b e a r i n g a s a p a i r . See P a r t s L i s t f o r d e t a i l s .
On r e a s s e m b l y , l u b r i c a t e t h e o u t e r s u r f a c e of t h e r e l e a s e
b e a r i n g c a r r i e r with molybdenum d i s u l p h i d e , l i t h i u m b a s e
g r e a s e (NLG1 No.2) and apply a l s o t o t h e c o n t a c t p o i n t s of
r e l e a s e arm and c a r r i e r , r e l e a s e arm p i v o t , r e l e a s e arm
a d j u s t e r t o p u s h r o d , and s p a r i n g l y t o t h e f r o n t f a c e of t h e
release bearing.
F i t t h e b e a r i n g c e r r i e r i n t o t h e g u i d e t u b e and c l i p t o t h e
r e l e a s e arm.
SECTION QB Page 7
Turbo Priior t o Eng . N . 22728

O
Turbo After Eng . No. 22728
All Series 3
Curved Adaptor F1 3 k A d a p t n r
1 I P r ~ f i l ~ Profile
and Carrier
QB 5 - SPIGOT BEARING
The s p i g o t b e a r i n g (A907E 6319F) must b e f i t t e d i n t o t h e

c r a n k w i t h i t s i d e n t i f y i n g numbers f a c i n g o u t w a r d s
( i . e . t o w a r d s gearbox) , and p r e s s e d i n ONLY UNTIL FLUSH
with t h e r e a r f a c e of t h e crank. Ensure t h e b e a r i n g i s
l u b r i c a t e d w i t h e i t h e r Esso U n i r e x N3, o r S h e l l A l v a n i a
Spigot b&ring MlJST BE

FITTED flush with crank
I \
Thrust washer
I t i s e s s e n t i a l t h a t t h e N y l a t r o n t h r u s t washer
(Ao79F 4029F) i s f i t t e d between c l u t c h s h a f t and s p i g o t
b e a r i n g a s shown.
Page 8 SECTION QB
QB 6 - CLUTCH SHAFT
The c l u t c h s h a f t i s s p l i n e d i n t o t h e gearbox primary s h a f t

a
s
'
" rr*ar..au "J a csrcssr u r u ry---a.
Old t y p e c l u t c h s h a f t A079F 6066F h a s been r e p l a c e d by

modified s h a f t B085F 40685 which i n c o r p o r a t e s a hardened
s t e e l s l e e v e (A089F 0404F), t o run i n s i d e t h e s p i g o t b e a r i n g .
T h i s s l e e v e i s f i t t e d t o t h e s h a f t u s i n g Permabond A148, and
i f t h e r e i s any doubt about t h e s e c u r i t y of t h e s l e e v e , i t
should be removed and r e f i t t e d a s f o l l o w s : -
i) Roughen i n s i d e s u r f a c e of s l e e v e w i t h 320 g r a d e
emery p a p e r . Degrease, c l e a n and d r y .
ii) Apply Permabond A148 (A089F 6060) t o s p i g o t s h a f t

and i n s i d e s u r f a c e of s l e e v e . F i t sleeve onto s h a f t
and r o t a t e two o r t h r e e times t o e n s u r e even
d i s t r i b u t i o n of adhesive.
iii) Remove s l e e v e , re- apply a d h e s i v e and r e p e a t i i )
iv) To e n s u r e s l e e v e t o s h a f t c o n c e n t r i c i t y , t h e f i n a l
f i t t i n g should be performed w i t h t h e s p i g o t s h a f t
i n a v e r t i c a l p o s i t i o n and l e f t i n t h i s p o s i t i o n u n t i l
cured i . e . cannot be moved w i t h l i g h t f i n g e r p r e s s u r e
(approximately 4 - 1 hour).
NOTE: Ensure t h a t a l l t r a c e s of a d h e s i v e a r e removed

from t h e c l u t c h s h a f t s p l i n e s b e f o r e reassembly
of t h e c l u t c h .
NOTE: E a r l i e r modified s h a f t A085F 40685 used a s h o r t e r

(15mm) s l e e v e A089F 0400F, which may be r e p l a c e d
by t h e l o n g e r (18.5) s l e e v e A089F 0404F.
Page 1
INTERIOR TRIM
-
SECTION \JB - ESPRIT E 3 & TURBO
Centre Consolc
Tunnel S i d e s
Instrument Binnacle
Fascia
Cant R a i l s
'A' P o s t Covers
W i n d s c r e e n Header R a i l
R e a r Bulkhead T r i n
Door T r i m P a n e l
Page 2
VB.1. - CENTRE CONSOLE
To remove:
1. P u l l o f f centre tunnel top armrest.

2. R e l e a s e t h r e e screws s e c u r i n g choke/window s w i t c h p a n e l and
lay aside.
3. Remove r a d i o , o r r a d i o blanking panel and r e l e a s e knobs from
h e a t e r a/c c o n t r o l p a n e l . Remove g r a p h i c c o n t r o l p a n e l .
4. On c a r s p r i o r t o VIN 82/85 D2153, r e l e a s e t h e h e a t e r a / c c o n t r o l s
from t h e i r l i g h t box.
5. On c a r s a f t e r V I N 82/85 D2270, r e l e a s e t h e two wing n u t s , v i a
t h e r a d i o a p e r t u r e , s e c u r i n g t h e t o p of t h e c e n t r e c o n s o l e .
6. R e l e a s e t h e f i x i n g a t t h e r e a r of t h e c o n s o l e and remove t h e g e a r
l e v e r knob. Withdraw t h e c o n s o l e , unhooking t h e tongue a t i t s
f r o n t end from t h e f a s c i a .
Choke/wi ndow
switch panel
VB.2. - TUNNEL SIDES
A f t e r removing t h e c e n t r e c o n s o l e (VB.l) r e l e a s e t h e two screws each

s i d e s e c u r i n g t h e t u n n e l s i d e t o t h e f a s c i a , and f o u r screws i n t o t h e
t u n n e l t o p . R e l e a s e t h e r e a r bulkhead t r i m f i x i n g s i f n e c e s s a r y t o
e n a b l e t h e r e a r end of t h e t u n n e l s i d e t o be withdrawn.
Fixing to tunnel 0
fascia
Page 3
VB.3. - INSTRUMENT BINNACLE
Domestic & R.,O.W. c a r s . B e f o r e t h e b i n n a c l e may b e r e m o v e d , i t i s n e c e s s a r y

t o d i s m a n t l e t h e i n s t r u m e n t / s w i t c h ~ ' a n e l si n o r d e r t o d i s c o n n e c t t h e
w i r i n g h a r n e s s , s p e e d o c a b l e , o i l and b o o s t p i p e s , and s c r e e n v e n t
ducting.
P r i o r t o 1985, S e r i e s 3 c a r s used a b i n n a c l e l a y o u t s i m i l a r t o t h a t o f
S2 m o d e l s , w i t h s l i d e r t y p e h e a t e r c o n t r o l s i n t h e r i g h t h a n d s i d e , and
a f a c e l e v e l v e n t i n t h e l e f t . The c e n t r e i n s t r u m e n t p a n e l and s i d e s w i t c h
p a n e l s must he r e l e a s e d and t h e wires marked and d i s c o n n e c t e d f r o m t h e
s w i t c h e s and g a u g e s . R e l e a s e t h e s p e e d o c a b l e , o i l p r e s s u r e g a u g e p i p e ,
h e a t e r c a b l e s and v e n t d u c t i n g .
D u r i n g 1 9 8 5 , t h e S e r i e s 3 f a s c i a and b i n n a c l e was c h a n g e d t o t h a t o f t h e
DOM/ROW Turbo t y p e . On t h e s e c a r s , t h e r h e o s t a t knobs a r e p u l l e d o f f t o
r e v e a l two o f t h e f o u r i n s t r u m e n t mask s c r e w s . A f t e r removing t h e
i n s t r u m e n t mask and mounting p a n e l t h e s w i t c h s i d e p a n e l s and masks a r e
r e l e a s e d by removing t h e s c r e w s o n t h e b i n n a c l e u n d e r s i d e .
Instrument panel s c r e w
I~ t r u m e n mask
t screw
The b i n n a c l e , c o m p l e t e w i t h mounting b r a c k e t , i s removed by r e l e a s i n g

t h e f o u r b o l t s s e c u r i n g t h e mounting b r a c k e t t o t h e s c u t t l e c r o s s beam,
a c c e s s i b l e from w i t h i n t h e b i n n a c l e .
s c u t t l e beam fixings
"Page 4 SECTION VB
u.S.A (Federal) Models
On these cars it is not necessary to dismantle the instrument panels

to remove the binnacle. Release the four bolts beneath the fascia
securing the binnacle mounrlng DracKe~tu r u e a t i u ~ ~ r r ---.U. L A ~ O -
Raise the binnacle sufficiently to enable the wiring connector blocks

speedo cable, oil pressure and boost gauge pipes and demist vent hose
to be disconnected.
-J-z=\
:.,
>--
. ,- . ..
--_I l
., &
i
v,/iri,jt! ,:.: ~,:;e::kor
t;l<;:i : ;,
Q
',.; , ! - -1;\sc.1
.... 4
-
a . ..--,.... ,= -.L..-,.+ --..-.. . -.
AA - . . W . L:-- a-
ru ~ e m o v c : scuttle fixing boli
i Keiauvf t G !:* I , l ' : . , u1!1- . i . 3:b:umnshrouds

..u;ii:i: !.~i:t.:
,+A
2: Hu1n.21i. il?sll .i;o(.,:: I : l (l 5 : : t:: dismantle instrument,

. .
. : W !
. ' ir:ii;j t t i d : i r ;:rt ; iiarness, pipes and
.
< L, ., .! ;::
3 Reicshs
a : 1
lilt
t
:.h;
., . L .
fir:11~ssrcur i n g i!?~ glovebox floor to the
n
"
pus; C G V ~ T S <'?E G >
4. Relensc the four !11i n u t s securing t h e fascia to the scuttle
br:lm, 3nd t h e t u i S ! i,i!ss SC.CLII.~!I~~ t l i u lowex. edge of the fascia
: o t h r . ' A ' p(!i;l. li<?!i,a:-i. t!. : ; i l ~ g l c . fixing on the tunnel top
5 l ! 3 ! : a I : * 1 lrlji race level vent
I F , :
l!<?:jes . 1 :
.! ;lr!i:
,
1%l1 ic;, .. . n., ].in&:harness clips etc
su,~
: . + L , : i , . tci.,s;,. i ; ~ , ~ . , i :U 5r11t; l - L:! :IIU
SECTION VG Page 5
VB.5. - CANT RAILS
The c a n t r a i l s a r e s e c u r e d by a s i n g l e s c r e w a t t h e i r f r o n t e n d , by
two s c r e w s from o u t s i d e t h e d o o r a p e r t u r e a n d , o n s u n r o o f m o d e l s ,
by t h e t r i m m a t e r i a l wrapped i n t o t h e r o o f a p e r t u r e .
VB.6. - ' A ' POST COVERS
Remove c a n t r a i l (VB.5) and p u l l Off d o o r S e a l from a r o u n d f r o n t

o f d o o r a p e r t u r e . P e e l o f f ' A ' p o s t t r i m from a p e r t u r e and p u l l t r i m
c o v e r o u t , s i d e w a y s from i t s t h r e e push f i x i n g s .
VB.7. - WINDSCREEN HEADER RAIL
On c a r s w i t h a g l a s s , o r r e m o v e a b l e r o o f p a n e l p u l l o f f t h e w e a t h e r s t r i p
from t h e f r o n t o f t h e a p e r t u r e and p e e l o f f t h e h e a d e r r a i l t r i m
m a t e r i a l . Remove one c a n t r a i l ( V B . 5 ) and r e l e a s e t h e t o p of t h a t s i d e s
' A ' p o s t c o v e r . R e l e a s e t h e f o u r s c r e w s s e c u r i n g t h e h e a d e r r a i l and
withdraw, w h i l s t d i s c o n n e c t i n g t h e c l o c k l e a d s .
VB.8 - REAR BULKHEAD TRIM
P u l l o f f t h e w e a t h e r s t r i p from a r o u n d t h e r e a r o f b o t h d o o r
a p e r t u r e s , and o n g l a s s o r removeable r o o f c a r s , from t h e r e a r of
t h e r o o f a p e r t u r e , and p e e l o f f t h e t r i m m a t e r i a l . R e l e a s e s e a t
b e l t f i x i n g from s i l l .
<
.,
..a;
Page 6 SECTiON VB I 1
..
+*on U.S.A. c a r s , t b e t a i l g a t e r e l e a e e handle must be r e l e a s e d from t h e
bulkhead ( s e e E D . . l a ) . Remove t h e f o u r screws s e c u r i n g t h a t r i m p a n e l
t o t h e bulkhead, and. on sun roof models, t h e screw above each roof
- ...,..-
c a t c h , concealed bg t h e ABS t r i m .
-. -. -...A ..-..- a
,-
. . ... Withdraw t h e bulkhead t r i m ,
-
. . .... - -.- -.-- - ..
- - --- "- m
. .
,.. - -*. m"
l S u roof'
~ cars Fixed roof can
Top fixing beneath

Fixing screw-
ABS finisher
U .S .A. type taiigate

c4nose hand12
'JE.
- I- DOOR THIM PANEL
The t r i m p r n e l i s secured by a s j n g l e screw a t t h e f r o n t and

r e a r o l r h e p a n e l , a l i p along t h e t o p aCge and t h e i n t e r i ~ rr e l e a s e
handle b e z e l . To remove t h e b e z e l , s l a c k e n t h e two screws s e c u r i n g t h e
handle t o tile 300r snd s l i d e out t h e two h a l v e s of t h e b e z e l .
Door
handle
bezel
screw

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CE NOTES

Norwich, Norfolk, NR14 BEZ, England Telex 97401

Port N o . AOD2T0327Z g Lotus Cars Ltd . 1986

@ Lotus Ccln Ltd .June 1986

This publication has been designed primarily for Lotus Dealers,

Lotus policy i s one of continuous product improvement and the

Whilst every care has been taken toensure correctness of information,

Tkchnical Data - Engine - E s p r i t S3 TDA

F r o n t Suspension - P r i o r t o '85 M.Y.

Brakes - P r i o r t o '85 M.Y.

E l s c t r i c a l - E s p r i t S3 and Turbo, DonjEkport

This n-, together with the engine n m k r (see TDA or TDB~should be

G= 1986 H= 1987 I= 1988

D= Danestic Puerto Rico

number and prefix letters to establish the engine specification. This

number i s stamped on the right hand rear of the cylinder block,

For the purpase of clarification i n the TECHNICAL DATA SECTION ONLY,

FIRST PREFIX SECONU PREFIX TEafNIC4L

(907) Single Prefix

LEITER LEXTER DATA SEc1'ION

(907) Single Prefix

(907) CrDrZtLr CALIMIRNIA ' 76-' 79

(907) CrDrZtLr 49-STATES

(907) CID, ZrLr

Max. rpm of engine 7,000

Engine number location O n tap of cylinder block adjacent

Material Aluminium alloy

CAMSHAFTS AND VALVE TIMING

* A l l cams are symnetrical w i n g closing

Angle of valve seats and faces 45O

Valve clearance (cold)

Valve Seat Irserts

Valve seat irsert bore (cant .)

+0.025 mm (0.001 in) - lnlet 37.260/37.285 mm. (1 .467/1 -468 in.)

+ 0.050 mm (0.002 in) - Inlet 37.285/37.315 mm. (1 .468/1 .469 in.)

+0.127 mm (0.005 in) - lnlet 37.365/37,390 mm. (1.471/1 .472 in.)

Outside diameter of seat

Standard - Inlet 37.325/37.350 mm. (1 .4695/1 .4705 i n . )

Free LE?I Tth I Rate

Length - Inlet 53.34 mm. (2.100 in.)

+0.025 mm. (0.001 in.) 11.940- 11.950mm. (0.4700- 0.4705 in.)

Auxil iary Shaft

klance (inc. flywheel and clutch) Within 15 gr .cm. (0.2 oz.in.)

- Max wear l i m i t 0.30 mm. (0.012 in.)

- Type Steel backed, leaded bronze

* Bearing cleamnce i s measured with Plastigage.

MMN BEARING SHELL CWIGURATI(X\I

907 E l i t e / E c l a t UPPER G r o o v e / H o l e Groove/Hole Groove/Hole Grme/Hole Growe/Hole

907 Esprit w i t h UPPER G r o o v e / H o l e Groove/Hole Groove/Hole Groove/Hole Groove/Hole

912 E l i t e / E c l a t UPPER G r o o v e / H o l e Groave/Hole Plain/Hole Grme/Hole Groove/Hole

912 Excel w i t h UPPER G r o o v e / H o l e Groove/Hole Plain/Hole Groove/Hole Grme/Hole

Type 'I' section

Gudgeon (Piston) Pin

Type Fvlly floating

Piston and Liner

Piston - Type Solid skirt

2 0 LITRE 907 '0 LITRE 907

2 2 UTRE 912 22LITRE 910 2 2 LITRE 9 l O

- Rings 2 compression, 1 o i l coritrol l

- scraper (rails) 0.38/1 -14 mm (0.015/0.045 in)

912 HC - top 8 second 0.40/0.65 mm (0.016/0.026 in)

APR 1987 - o i l control 0.30/0.60 nlrn (0.01 2/0.024 in)

912 HC - Compression 0.040/0.072 mm (0.001 6/0.0028 in)