I also ordered a circlip for the output shaft of the transmission.
Edit: For the "output" shaft ? What circlip for the output shaft? I read too quickly, or comprehended too slowly, but I wrote the following with the "input" shaft in mind. I'll leave it, but ignore it if I was barking up the wrong tree.
If you need the circlip, then go for it. But if you're proactively replacing the circlip because of all the online concern about the input shaft popping out and doing damage, that scenario applies to Turbo Esprits, and not S1-S2-S2.2 Esprits. There's a step on the early Esprit input shaft that bears against the circlip. The shaft CAN'T get by. With the Turbo's extra power, there were concerns over the Citroen transaxle's ability to cope. So they went through the gearbox eliminating steps, sudden transitions, adding radii... stuff to remove stress concentration points. The early step for the circlip was replaced by a taper, and it's the later taper that can wedge it's way past the circlip. That's the problem, and the S1-S2-S2.2 doesn't have it. If you're going into the S2's gearbox for something else, then certainly, do the circlip while you're in there. But, if you're going into the S2 'box just for the circlip, save your effort for something more worthwhile.
BTW, the upgrade snap ring is one of the smallest snap rings you'll ever seen in a gearbox. "That's bigger??" It's not like you're going from a wimpy little wire circlip to a big SNAP RING... you're going to a cute, tiny snap ring. It fixes the problem in a Turbo Esprit's Citroen, but there won't be any 'manly' satisfaction when you see it.
I'm wanting to do what I can to beef up the transmission.
In a naturally aspirated Esprit, the transaxle's only weakness is the bearing in the outer end of the output shaft housings. The N/A Esprit's rear suspension uses the halfshaft as the upper suspension arm, and the transaxle wasn't designed to carry those inward loads. The bearing fails progressively, and any tell-tale noise gets lost in the overall din of the engine bay. The output shaft moves inward until the flange starts rubbing on the end of the output shaft housing, effectively machining it shorter and shorter. Eventually, it tears up the seal, and a significant leak starts. By then, the damage to the housing is to great to allow simmply replacing the seal... it's trashed.
There is a brake mounting bracket that straddles the disc down low. It's easy to see from under the car. Normally, with the car's weight on the wheels, the disc is very well centered in the gap. When you can see the disc moving off center toward the inner side of the gap (toward the output shaft housing), it's time to rebuild the output shaft housings. The last time I checked, the bearings were hard to find or unobtainium. If you can't find the bearings, then Harry Martens can machine the housings to take another bearing he has found. To avoid having the car 'down' while the housings are being re-manufactured, Harry will sell you rebuilt housings out of stock. When he receives your old housings, and if they're in good, rebuildable condition, he'll credit your credit card for the amount of the core charge. You can have bolt-on replacements for just shipping time. If you're paranoid about the Citroen transaxle in a N/A Esprit, that would be the #1 job to look into. If the brake discs are centered in the bracket, you don't have a problem.
A lip on the inner face of the output shaft housing telescopes into the side of the gearbox/ bell housing. The depth/ height of that lip, plus some spacers, determines the total dimensional stack-up that sets the CWP backlash and the pre-load in the differential support bearings. The lip's height has a tolerance, and varies from housing to housing. So, whenever you install different output housings, plan on re-shimming. At a minimum, measure the heights of the old and new lips, and adjust the shim thicknesses as required to maintain the same overall total.
The OEM differential support bearings have a reputation for failure (POLAND is engraved on the side of the race). If they haven't failed yet, they're at least old. That basic bearing is very common, and INexpensive (cheap) given it's size. IF you go in deep enough to re-shim the backlash and pre-load, plan on replacing the bearings while you're in there. It's a common 30000 Series tapered roller bearing, "30208A". I prefer the SKF 30208J2/Q, but most major bearing manufacturers make one (*** 30208A / Koyo 30208 / Timken 30208M / NTN ET 30208 / etc).
Edit: I think I'm being censored. The *** is a bearing brand name... an F
, an A
, a G
. I really don't care what someone's personal preferences are.
Other than that, the 1-2 synchros wear out long before the rest. If they're working, then don't sweat 'em. If they need to be replaced, then that's a full tear-down of the gearbox. As long as you're going in all the way, what else do you want to do while you're in there? Harry Martens has everything you'll need for the Citroen transaxle... or has developed work-arounds, like the output shaft bearing.
Greg at jhps has been amazing too figuring out what to buy.
Certainly, use Greg as a resource if you wish. But keep in mind that he has a Jensen-Healey point of view, which in many ways, is contrary to the usual Lotus Esprit point of view. JH guys are always trying to tone-down the 907, making it easier to drive below 5000 rpm, and in traffic below 3500 rpm. Lotus drivers are bouncing off the rev limiter. I subscribe to the JHPS forums, and know Greg from there. He and I are pretty much at opposite extremes about how to rebuild or tune a 907. Greg was very proud of his first JH and how perfect the 2.2 converted engine was... but then he sold it. A friend near me bought it. After a while, he brought it to me, complaining about the lack of performance. "Can you tune it for me?" Well, no, not without replacing a bunch of expensive parts. The 107 cams are for 'de-tuning', not for hopping up. And the small DHLA 40 carbs with 34 chokes are for commuter traffic, not performance. The Esprit would be better served by Lotus 104 or Kent L14 cams and DHLA '45' carb bodies with 36 chokes... 37 chokes if you're a 'sporty' driver or autocrosser. My friend lived with Greg's old JH for a while, then sold it on. Greg is very 'into' Jensen-Healeys, and that's more of a silk scarf/ wicker basket gentleman's culture. He can help you attain peace there. Or, if you know what you want, he has sources... but stick to your guns about what you want, or he'll sell you a wicker basket for the back of your Esprit. ;-) Greg means well, he just has different goals; just stay true to your own mission.