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| Joined: | 03-14-2005 |
| Location: | Atlanta, Georgia USA |
| Posts: | 406 |
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To know the 907 is to love it...most don't understand what it is, its potential or its quirks. The MkI version of the 907 found in the earliest JHs was barely out of prototype testing and was sold to Jensen w/o warranty by Lotus. For all intents and purposes, Jensen did Lotus' real-world development work.
Few know the story of how Lotus debuted the engine in full Formula trim, pumping out 230 some odd horsepower. Most only know about the chronic (fixable) problem of oil dripping on the headers.
Fragile? The 907 rods, pistons, and crank are the same size as a Chevy 305/327/350 series V8. When compared to most 2.0 engines, the 907 is huge. If you adopt some of the later 910/912/920 features, it's basically bullet-proof.
907s 'die' only for a couple of reasons:
1. When the timing belt isn't properly adjusted (bent valves).
2. When the oil, carbs, and/or ignition aren't properly maintained (won't run).
3. When the valves aren't properly adjusted (dropped valve).
The only 'weak' part of a 907 is the engine builder and his machinist. The 907 is an exotic engine, and just like Porsche or Ferrari, it's not for the timid. So ask yourself: "Do you want an engine originally designed for a truck or do you want an engine designed for a Formula Car."
Keep me in mind if you want me to build you one...
Judson Manning
DLC Motorsports Div
Atlanta, GA