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Nick Jones

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Everything posted by Nick Jones

  1. Title says Herald estate…. And yet, the tub being manhandled in the background looks like a saloon one to me?🤔 Good luck with the toenail….
  2. Dunno really. They are raised up a little on 20mm box cross-members, so perhaps a bit more upright seating position (I like it like that) and legs more flexed at the knee. The seats are as far back as they can go. It's also possible that my MGF seats are not the same as yours as there seem to be quite a few variations. Mine are pretty early ones I think. Nick
  3. I’m 6’3” and long in the leg. Works for me. Nick
  4. Early 4 speed car or later 5 speed? Totally different axles. Nick
  5. That’s good 🙂 Just got to diagnose and repair now….. Was someone advertising and M/OD box on here very recently…..
  6. Have MGF seats in my Vitesse, which have proven comfortable over very long distances. However, they are too wide in the back to recline in a convertible as the hood bin gets in the way. MX-5 tombstone style are narrower and can still recline if installed right. Nick
  7. Clicky clicky from the UJs is usually because one of the yokes is slightly splayed making the distance between the cups a bit too big, allowing the UJ spider to shuttle back and forth tapping against the ends of the cups as the shaft rotates. Usually twice a revolution (one axis affected), but could be 4 if both axes are doing it. This end float can be eliminated by using thicker circlips (if you can find them) or putting shims under them (can be cut from drinks cans). Hardest part is usually identifying which UJ axis is the culprit as the excess movement is usually quite subtle. Nick
  8. Sliding fabric sunroofs were made by either Britax or Webasto. Not sure they are available new…. Nick
  9. This!! In my experience the others are the wrong profile/too long/ rubber too hard making them very difficult to fit and not sit right in the corners of you do manage to get fitted.
  10. I do.…. Think you were lying on the tarmac when first spotted- thought you were having a cardiac event….. Apart from my now departed second A8 which was an armchair on wheels, the Vitesse is the comfiest car I have for serious distance - and it’s been well tested. Least comfy is the wife’s Audi TT. I’m completely broken after a couple of hours in that and have been spotted crawling around the car park at Fleet services after dragging myself out of it.
  11. This spigot bearing between the input shaft and mainshaft is a known weakness on all the small chassis 3 rail gearboxes. The 1/2” tip on the mainshaft is too small for the job. It’s there to allow the two shafts to move at different speeds in gears 1-3 and as well as enabling the rotation is also has to withstand the side loads (pushing upwards) generated by the meshing gears. As the bearing and shaft wear, the mainshaft deflects, meaning that the loads are taken on the ends of the rollers accelerating the west rate and tending to taper the tip. If the input shaft bearing is worn, loads on the spigot bearing increase. Likewise if the pilot bush in the back of the crankshaft is worn or missing. Lubrication is marginal as the bearing is above the oil level and although there is a complete maelstrom of oil in there flicked up by the gears when the engine is running, it’s mostly being flicked away from the bearing. Triumph experimented with various different oil feed holes in the input shafts over the years culminating in holes drilled through the root of the input shaft gear so that the meshing action would positively force oil into the bearing. Note that flat-towing causes the mainshaft to turn inside stationary gears and input shaft at higher relative speeds than would normally happen when driving, without the splash lubrication…… While the service life is mostly “acceptable” on the 4 cylinder cars, on the 6 cylinder cars it really is not. All sorts of “repairs” get done, some better engineered that others, but nearly all fail to recognise the lubrication issue and make matters worse by blocking what provision there is. Single rail gearboxes have an 18mm tip, which survives very much better. Aftermarket mainshafts exist for the 3 rails, though the input shaft must be modified to suit, and are well worth the extra effort and expense IMO. There are also some 16mm tips out there, I think originating from John Kipping. Some words and pics on the subject from my GT6 resto a few years back… https://sideways-technologies.co.uk/forums/index.php?/topic/7535-nick-chriss-gt6-mk-3/page/5/#comments
  12. That mainshaft tip is badly worn. It should be cylindrical at (or slightly larger than) the largest diameter at the tip. Could possibly be recovered by turning back to cylindrical and press/shrink fitting a hardened bearing sleeve. Not recommended for hard usage. Nick
  13. Struggling to make sense of the picture of the damaged part…… Had it previously had a tip repair? Is the inside surface on the input shaft ok as it looks like something bad happened there?! If both parts are damaged I suggest getting an uprated mainshaft with the 18mm tip and modify input shaft. More costly for sure, but much stronger. Nick
  14. Hmmm…. Not sure I can always answer yes to all of those at the same time…. And I’m only 55 🤔 Slightly relevant; we had long time family friends to dinner on Saturday. He’s 91. Could pass for early 70s. Was complaining he can only marshal at the local Park run these days as he injured a foot last year and it’s not fully resolved…. Judge by condition, not age or mileage!
  15. Bit distant for an evening, could possibly manage if Thursday or Friday. Nick
  16. I bought a cheap one from India to help me refurb the injectors on my A6 TDI. Worked ok but leaked alot as delivered.... Just needed the various screwed joints remaking with proper sealant.
  17. Do you have access to a pop-tester as used for diesel (old fashioned diesel now) injectors? They are intended for higher pressures but should still be good for checking that your injectors pop at 50psi.
  18. Beat me to it…… Looks like a decent usable car though.
  19. Have you found this info already? http://vitessesteve.co.uk/LucasStuff/Lucas_Petrol_Injection_Manuals https://fredmillturnparts.com/reference-material-and-downloads/ http://www.lucasinjection.com/MANUALS.htm Especially the service notes.
  20. Some of the original PI injectors can be dismantled for cleaning and servicing. Care needed - small parts and springs!
  21. It’s true they are not identical (and there are a few different styles within the K-jet family with different packaging, flow rates and spray cone angles. However, AFAIK they are all sprung-pintle type with a 50 psi pop pressure. The way they behave is down to what feeds them; a continuous but variable flow from K-Jet (also sometimes called CIS) or timed pulses from PI.
  22. Absolutely! If the pump sounds like it’s full of gravel, that’s most likely cavitation, caused by suction restriction. Too small pipes/fittings, partly blocked filter, fuel level very low, warm/hot fuel are all factors. You need to have a reliable 105 - 110 psi fuel supply before you can really judge the rest of the PI system. The PI system is diy rebuildable/ serviceable/tuneable if you are patient and methodical. The parts are available and the information is out there. A few basic special tools are needed, which are also available. Have you found the service notes/cards yet? I would suggest overhauling the MU with an ethanol friendly seal kit. Also close attention to the throttle linkage is needed. At 46mm each the butterflies are too big really and this makes the balance really critical for idle and low load running. Wideband O2 sensor really useful for setup and tuning. The MU needs to be tuned to the car, not the test bench! Plenty of others know more about this. I cheated and converted mine to EFI and coil pack ignition….. Nick https://sideways-technologies.co.uk/forums/index.php?/topic/5167-nick-mk2-pi/#comments
  23. No it is not standard. Would normally have a Lucas gear pump sucking directly from the big filter mounted on the wheel arch (top left of your pic). That pumps to the relief valve, which is still present and original, and from there a spill line back to the filter housing (also still present)plus the line forward to the metering unit (which your gauge is connected to). You have to have the relief valve as unlike the K-Jet system, the PI metering unit doesn’t have one built in. There is also another overflow line that comes back from the metering unit to the filter. This is just to carry internal leakage from within the metering unit back. So, you need: pre-filter, pump, relief valve high pressure filter. Accumulator not required. It is quite common for the Lucas pump to be “upgraded” to a Bosch one. Some kits work better than others but the considerable extra flow can cause problems with the suction filter, the relief valve and also the pipes from pump to relief valve and return line from relief valve to filter housing. The length and type of hose sometimes has to be changed to reduce noise from resonance. The conversion kits usually keep the original filter housing as it’s really handy as a swirl pot and connection manifold. In my opinion it would be better with a strainer fitted in place of the fine filter element, but mostly it seems to work as it is. You definitely don’t want a second suction filter as you have now. I have had a couple of Audi 90s and a Golf GTI with K-jet in the past. Ran very well, good economy and not many problems. I think it’s possible to use the same injectors with the PI system.
  24. You have a Bosch pump (or a copy) fitted already. Can you see the part number on it? Generally with Bosch you need to choose a pump as used on one of the K-jet cars in order to get the pressure capability. This usually means a big flow too. Much more than the original Lucas gear pump. This can cause problems with the relief valve and also on the suction side. The suction side is important as the Bosch pumps don’t suck all that well and are prone to cavitation. Looks like you have two filters on the suction side and that might well cause problems and be restricting the pumps flow. Normally with Bosch pump installs they have only a coarse strainer on the inlet side, a finer strainer inside the pump itself and the proper, fine filter after their pump. Nick
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