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| Sump Baffles | Rate Topic |
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| Posted: 12-28-2006 09:32 pm |
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1st Post |
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James Wilson Member 
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I've finished stripping the block from a '74 Elite that I'll rebuild for my J-H and have found the sump already has baffles welded in. These are alloy plate 1/8" thick welded in that compartmentalize the area around the oil pickup- they leave small gaps at the top, bottom and sides, along with triangular cut outs at the front of the bottom. These look like they'd be effective for controlling oil movements. Is this something Lotus did, or was it a later modification by an owner. It looks pretty neatly done. Attachment: sumpbafflefs.jpg (Downloaded 67 times)
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| Posted: 12-29-2006 02:12 am |
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2nd Post |
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Judson Manning Member 
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James, What you have appears to be very similar to what is in all 907 engines supplied in MkII & JH5 cars. The stock baffling is actually pretty good, the pan is just shallow compared to later 910 & 912 pans. Adding any more baffling or trap-doorswon't really help that much. About the only thing you can do is go to a dry-sump system if you are building a serious competition car. For a street-car, the stock baffling is fine. You may run into clearance problems when using the Elite oil pan in conjunction with the JH x-member. Used JH pans are easy enough to source if it proves to be a problem. BTW what cams were supplied with your engine? Would they be the much fabled 'D' or 'E' cam? Judson
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| Posted: 12-30-2006 05:47 pm |
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3rd Post |
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Jon Plowe Member
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Judson, What are the fabled properties of the D or E cam that make them better than what I might have in my 907? Thanks Jon
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| Posted: 12-30-2006 06:36 pm |
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4th Post |
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Judson Manning Member
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The 'D' cam has about .010" more lift than the US 'C' cam and 270^ duration vs. 272^ duration. It is denoted by a single groove around the nose of the cam. The 'E' cam has 260^ duration and is denoted by a double groove around the nose of the cam. Both cams were supposedly found only in European 907 equipped cars (i.e. Elite). The 107 cam (252^ duration) was the natural progression from the 'D' and 'E' cams. Lotus realized the engine didn't need as much duration as originally thought (especially on the exhaust). They did find, however, that the intake could utilize more duration, hence the 104/107 cam combo in the Excel SE. The 104/104 combo is essentially the same as the stock 'C' cam, with more lift to accommodate the 2.2 engines. On dyno plots the 104/107 produces the same amount of HP as the 104/104 but about 1000rpm lower in the rev-range.
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