Scottish Elises

The V6 clutch is the new HGF ... as many theories and fixes as there are failed cars ... and always someone who (rightly) thinks it's reliable because their car has done so many 1,000 miles on original clutch, never had an issue.

Best of luck everyone!

Cheers,
Robin

I understand there are changes in the ‘boxes from the v6 to the 350, and again changes on the 380/410/430. As robin says there are a number of different theories but the common theme seemes to be smelly clutch when driven hardish, I.e. slipping between gear shifts, I didn’t get this but I expect as the fault would have progressed this would have happened. Car creeping forward when selecting gear, I have this. Poor gear shifting on down changes, with grinding, I had this. Strange noises from synchros probably on downshifting, I had this occasionally. I think, if you’ve got a good one you’ll be all right, if you don’t your in trouble. Had the dealer replaced the ruined flywheel or even refaced it, my problem would probably have been fixed. Let me see if I can upload the pics....

To be honest my theory is a hard driven mainly track car will use consumables and the clutch is one of them. It’s going to wear and need replaced at some point. Sooner if you do lots of launches.

This doesn’t mean yours shouldn’t have been fixed, it should, as it was just bought and should’ve been fixed under warranty but once you’ve had them a few years you have to factor in consumable replacements. That doesn’t mean they are bad parts or prone to it, just that the car is used harder than it would if it were a road car and so there’s more wear and tear.

Does the engine need to come out to change clutch or is that just an evora thang?

Lazydonkey wrote: ↑

Tue Dec 11, 2018 11:34 pm

Does the engine need to come out to change clutch or is that just an evora thang?

https://www.thelotusforums.com/forums/t ... it-entail/


Steve.

Not sure if you saw, there was a thread on a Facebook lotus page pointing to the clutch slave cylinder being the part that's causing the damage to the clutches. Maybe just another theory but it did prompt a number of people to say that the salve cylinder was the part that was identified as the problem. Each also having had the same similar symptoms and ultimately led to clutch replacement. So maybe not the clutch itself but the slave cylinder. Interesting. I do get a smell now and again but to date the box has behaved as expected. Keeping a close eye on it....

Ferg wrote: ↑

Wed Dec 12, 2018 2:21 pm

Not sure if you saw, there was a thread on a Facebook lotus page pointing to the clutch slave cylinder being the part that's causing the damage to the clutches. Maybe just another theory but it did prompt a number of people to say that the salve cylinder was the part that was identified as the problem. Each also having had the same similar symptoms and ultimately led to clutch replacement. So maybe not the clutch itself but the slave cylinder. Interesting. I do get a smell now and again but to date the box has behaved as expected. Keeping a close eye on it....

I did ask the dealer about this and they said they checked it and it was fine. Whether they did is a different story.

Be interesting if the slave could be the culprit - what sometimes happens when an engine is mated to the gearbox using an adaptor plate (not sure how thick, perhaps 15-20mm typically), the slave cylinder runs out of stroke (as the g'box input spline and hence slave bearing are further from the clutch release springs) resulting in poor clutch disengagement and ultimately high wear.

I assume this would have been identified by now? I know of 2GR-FE engines attached to other Toyota gearboxes that don't use an adaptor plate, and no real reported issues..

Someone needs to do an E153 conversion (5-speed MR2 turbo gearbox - bolts straight up, and very strong!)

5 speed? What century are you in boyo?!

campbell wrote: ↑

Wed Dec 12, 2018 6:17 pm

5 speed? What century are you in boyo?!

Knockhill only needs 4, everything else is weight

campbell wrote: ↑

Wed Dec 12, 2018 6:17 pm

5 speed? What century are you in boyo?!

The non-marketing BS century where a ~1,150kg car with ~300lbft needs 6 gears..

Rosssco wrote:

campbell wrote: ↑

Wed Dec 12, 2018 6:17 pm

5 speed? What century are you in boyo?!

The non-marketing BS century where a ~1,150kg car with ~300lbft needs 6 gears..

Lol

How many for a 220 at 900kg then. 4?!

campbell wrote: ↑

Wed Dec 12, 2018 8:21 pm

Rosssco wrote:

campbell wrote: ↑

Wed Dec 12, 2018 6:17 pm

5 speed? What century are you in boyo?!

The non-marketing BS century where a ~1,150kg car with ~300lbft needs 6 gears..

Lol

How many for a 220 at 900kg then. 4?!

2-Speed auto..

1 forward 1 reverse

Rosssco wrote: ↑

Wed Dec 12, 2018 5:34 pm

Be interesting if the slave could be the culprit - what sometimes happens when an engine is mated to the gearbox using an adaptor plate (not sure how thick, perhaps 15-20mm typically), the slave cylinder runs out of stroke (as the g'box input spline and hence slave bearing are further from the clutch release springs) resulting in poor clutch disengagement and ultimately high wear.

Surely if the issue is the slave cylinder running out of stroke (would make sense given the symptoms) then would an adapter plate for mounting the slave cylinder allowing it to be positioned 2mm further in towards the clutch release fork (effectively allowing 2mm further movement of the fork) not be sufficient to solve the problem?
I'm guessing probably not that simple or it would have been done by now...

I've said 2mm as in my case at least Its only just catching so there can't be much in it but hopefully you get my point...