deanteam

Edward, Sounds like you may have an early Lotus, which I believe had virtually zero camber. In those days cross-plies (tyres) were the norm. (Funny as today ACB10s are possibly the best for ultimate dry grip ) If you have the zero camber set-up and switch to ca. 2-3degree camber then you can take the advantage of radial tyres. You must realise that you have to put a hole in the body work to fit the half-top-link.

The difference on the road might be marginal if the front is already well set-up. Don't forget the original design was for a car running 4.5-5.5in 100 aspect ratio cross-ply tyres. The loads that modern conditions can put on to the front end are a bit higher. We find that that the new set-up has much better control especially for track days and sprints. The new set-up does in fact restrict changes to the caster. With the orginal system a couple of washers where the arb goes into the top link changed the caster. With the orginal system when the bushes are worn the car can pull to one side. The stiffer bushes are better.Camber changes are only really important if you are changing tyre construction.

I believe it will fit to series II. You have to make a hole in the aluminium to attach the extra bracket that goes on the back of the anti-roll mounting position, which might cause you concern if orginality is an issue. I got the bits from Redline 01883346515, check with Mick my information.

We fitted the top link and it works well in comparison to the orginal set-up. With the orginal set-up the anti-roll bar can slide changing the caster/camber during cornering. The additional top link is the cheapest way, the full wishbone can be fitted which may give more choice of ARBs also if you have the cast top link gives adjustable camber. We already had adjustable top link. There is also less compliance during brakeing.

Hi everybody I changed the electrics last winter and put a new piece of aluminium beneath the scuttle so I could mount all relays,coil, safety switch and general bits and pieces on this. It makes work on the electrics so much easier no high bloodpressure whilst sitting upside down in the seat. I have two scuttles one with windscreeen, where I have mounted a bracket to the uprights so the motor stays on the scuttle. The other one I use just has two mirrors on it.What a grin I get on the track! The 4 screws are welded in to the chassis. http://home.sunrise.ch/deanteam/eigenesweb8/stammseite2.htm A picture of the electrics

The propshaft does run off-centre. Check all the bushes also at the front especially the anti-roll bar. Height maybe a problem at the back suggest 145-155mm. Otherwise springs maybe too soft or spring/dampers tired.

We have two cars fitted with Twin Cams and are interested in the discussion. One car is standard ignition, points etc. the second has Lucas electronic. Not in Scotland some geographical simlarities - Switzerland.

Thanks Roger for your response, I called Steve and he has the parts. However the points made by Chris have sent me off doing a bit more research.

By adjusting the ride height via the platforms the track rod angle changes and therefore toe-in. I understood that the optimum to reduce bump steer was to have the track rod horizontal. Is this correct? What height adjustment can be made without having toe-in reset?

Has anyone fitted disc brakes to an RS2000 live axle? Objective is to improve feel and control rather actual braking efficiency. The drum brakes get hot and fade and the automatic adjustment is not always reliable. Geoff

Sorry about the four-letter syllable, I cannot help the German language. W.a.n.k.e.l?

A very interesting line of discussion, but I can only be an interested bystander, if you recall at LeSept, we run Lotus Twin Cams, 4-speeds and live axle cars in various states of tune. Sophistication such as Vx, DeDion and 6-speed we can only dream of. But that is the point, the 7 development has had various twists and turns, and individuals have also taken the theme in personlised directions, that hopefully will continue so that discussions like this will continue. I have only briefly driven ‘standard’ Vx and K engined cars and the understeer of the Vx was noticeable. The K series was a ‘softie’ Caterham and so with body-roll and no LSD had difficulties putting the power on the road. In other words both were different. The equation is car+driver=performance and some drivers like using torque others perhaps favour peak power. Chassis settings are also done ‘to taste’. An out-of-context example is Berger/Alesi comments after taking over Schumacher’s Benetton as “Undrivableâ€. Not that I am a Schumacher fan, it is just an example that there is no perfect answer to the discussion. How many engines have been fitted to the chassis, some of the weird ones I know of, Rover V8, Mazda ****el ( now, there is a light engine.) Turbo-Ford and Turbo-Vauxhall are a local specialty. I personally believe that the spirit of the seven is the highest power for the lowest weight in a ‘relatively’ unsophisticated package (cost?). So what about the Blackbird ? Geoff