Lotus Rear Hubs, the Ongoing Saga

Last August I bought this rare little beastie. Very quickly it began to hint that mechanically it might not match it’s exterior appearance.

Now I suspect that it was prettied up for sale and sent into the market place mechanically unsound. The last buyer paid to have the paint cut and polished and everything looked very tidy if you didn’t look close.

My gut says it will be all right after I’ve gone through some things. It will not be as nice as I was led to believe for a long time but I can check out some suspension items and take it a long way toward the finish line.

The current issue is rear hubs. These can be a major sore spot for the Lotus Europa but should be fine if properly assembled.

To my amazement I found that the maintenance and care to this part of the car suffered the same dastardly short comings as other parts I’ve inspected and corrected or repaired.

The drive lines consist of the stub axle at the wheel, an intermediate drive line, and a yoked drive line that goes on the trans axle output shaft. Two Universal joints hold each drive line together. Dual roll pins hold the inner drive lines on the trans axle.

The outboard drive line, or stub axle, runs through the bearing carrier which holds inner and outer bearings which are separated by a hardened cylindrical spacer. Beyond that is another spacer and then the hub. It holds the wheel studs and is a slip fit with splines over splines on the stub axle. Then there is a hardened D-washer with locking tabs to hold the Hub nut in place when it’s torqued to 150 ft lbs. The hub and axle splines are to be coated with high strength loctite 635 retaining compound.

Chasing the source of scraping sounds I discovered that the hub nuts were not torqued at all and the splines were dry on one side and greased on the other. Pretty neglectful in my opinion.

I was going to replace all the u-joints and bearings but that won’t be necessary. I’ll open the bearings up and furnish them with new grease but they look good. The U-joints look good also. Someone welded two of the caps in place with washers. I’ve removed that and put in circlips like should be there. I’m pretty sure someone lost their circlips and didn’t feel like waiting to find replacements.

Fact: I believe all the more now in “Trust but Verify” when following someone else. I also strongly recommend subjecting a classic or antique or exotic vehicle to more than a visual inspection. This one would not have passed. Even with a drive test that went well, knowing what I know so far I would have paid two thirds the asking price or walked.

It’s mine now and I think it will be a very nice vehicle, but not without thoughtful attentions and proper care. Failing that it would likely bring no lasting joy.

So that’s why I’ve taken apart and cleaned the rear hubs. I’ve assembled the supplies and gone over the steps I must take. Next I do a dry run install. Then it’s on to the actual deed and the drive lines and bearings will be right. I’ll also replace the lower links with adjustable ones that I made for the other Europa which will get these lower links and new bushings.

Old spacers flank the new hardened spacers

Retaining compound, lower link bushes, and outer roll pins

New spacers and bearings. One would expect to machine the stub axle to accept a 30mm inner bearing but my machinist is swamped and the old Swiss bearings look fine. So they go back in for now. 6206 is outer. 6006 is 30mm inner.

bearing carriers. So these connect the drive lines which also serve as upper links, the dampers, the lower links, and the trailing arms. and the wheels and brakes. You’d think a mechanic would want to make sure they’re set up right.