Clive
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Everything posted by Clive
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Uneven fuel mixture, or ignition issue etc, Vitesse mk1 2litre
Clive replied to daver clasper's topic in Engine
A compression test my help, do wet and dry at WOT, all plugs out. However, a leakdown test can be more revealing if you have a compressor and kit available. It could be rings or valve guides letting a bit of oil past. A "workaround" would be to fit a hotter plug to that cylinder to burn the deposits off. I doubt it is the timing, though you could fit that electronic ignition. It may help with a better spark for all cylinders. And yes, you may need to richen the front carb a tad to get 1+3 the correct colour. No 2 is rogue! -
Not unusual. It lowers the rear a bit, depending on the block size. Can be used if a new spring is too high, which seems more common now.
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Following on, relays alone make an imporessive improvement. I assume because they take out several connectors and switches from the power circuit. And yes, never underestimate the issues a poor connector can make. I recently had ythat on my Dolomite. The fan was poorly fitted/wired by the previous owner. This caused fuses to get so hot they stopped working, the heat damage being at one end, not melting in the middle as is usual. And getting far too hot to touch. (all that seems to have resulted in a blown head gasket. A damaged thermostat housing and split hose didn't help 😩
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untilThe Inter-Club International Weekend will be an exciting, engaging, and lively show packed with entertainment and attractions for all the family. There will be trade stands offering car accessories, crafts, food and more plus lots of non-motoring attractions. For the classic motoring fans, there will be Concours D’Elegance, autojumble, live action arena, indoor and outdoor car displays, evening entertainment, live music Auto-Test and local runs with marque-specific display areas for attendees’ cars to be enjoyed by all. The event follows in the footsteps of the hugely successful collaboration events between the Triumph clubs (TSSC and TR Register) and the MG Car Club, initially in 2021 and then again in 2023 where the many clubs that cater for both MG and Triumph came together to celebrate their centenaries jointly at Silverstone. Now, rebranded as the ‘The Inter-Club International Weekend’ the show is opening an invitation to any UK-based vehicle club to come and join other clubs to create a truly magical event with the celebration of the diversity of the UK vehicle club community firmly at its heart. For full details and tickets please visit https://www.interclubweekend.com/ For the Club Triumph discount code and more details, please visit
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untilFull details here: https://www.clubtriumph.co.uk/triumph-spares-day/
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Any chance you can post a pic? The RAI is not familliar to me, but I wonder if it is teh body number (it would be on a bit of steel, about 3"x1" (at a guess) with rounded ends. If so, the number was not recorded anywhere.
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Bit crap is the answer I think there was so much confusion about exemption and declarations etc they gave up and decided to just mark them all as exempt. Whole thing is a mess.
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It will all happen here, on this website, as all CT events do. We are planning to open late November, but I understand the team are waiting for a few things to be "firmed up"
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Not that I can remember. I do find it odd that you try to pick up on issues that people mention. And as to rest, all participants know not to drive tired, and all are adult enough to, dare I say it, be sensible. But badly adjusted headlight?? I reckon it is because our cars are small compared to most on the road, and lower. And yes, they tend to have a load of stuff in the boot meaning the headlights are probably higher than ideal. But other road users are unlikely to be distracted, just those in their 50+ year old sportscars. In all honesty, apart from the big main roads and motorways, you don't see too many cars at night apart from fellow participants.
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Definitely not. The event is not a race or competitive in any way. To scrutineer a car would imply otherwise. Club officials are not qualified to check cars (OK some may be) but the club would not take any resonsibility for checking the cars. That is done by the owners and hopefully the MoT man. Plenty of new cars have horrendously bright headlights, it is not just a trait of some RBRR-ers.
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So I should hang on to my 0.75 cylinder. Been in a cupboard since I took it off my Vitesse, it did 10 years on that.
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Something is niggling away in my brain about master cylinder brackets and angles, and maybe being different between some models. (the brake one always has a reinforcing bar AFAIK) Of course, you could get your original cylinder resleeved in stainless, but not a cheap option.
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I recently fitted some to my 1964 vitesse. It had never previously had seatbelts fitted. The fixings are there, just hidden. The top of B post ones are 2 tapped holes behind the top front corner of the rear/side 1/4 trim panels. The centre one is a pair of 5/16 tapped holes on top of the prophaft tunnel about halfway between the back of the handbrake and the rear seat. Bottom of the B post I couldn't find anything, so drilled and bolted. I used Securon belts in silver/grey which seems more "period" than black. I used these https://www.ebay.co.uk/itm/252826767132 I used a piece of 3mm steel bar to make brackets for the top of the b post. And the same for the top of the prop tunnel, but welded an upright section of the seattbelts to bolt to. I can take some pics on Sunday when the car is returned by my daughter after it was borrowed when hers went wrong a month ago...
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John, does the return from the engine bay not feed into the swirl pot? That is the "usual" way to do things so the lift pump only needs to keep up with the fuel used, as opposed to how much the injection pump wants. Downside is that the fuel can warm up, but with an "open" return from the swirl pot to the tank it shouldn't be too much. I really like the VW fuel pump I have used in my Spit tank. It has a built in swirl pot, and despite no extra baffles, and the pump being over on the RH side of the tank, it will run the tank almost dry. However, I doubt that pump is high enough a pressure for PI. My injection has the PRV set to 3.5bar. (std ford PRV)
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My gut feeling is that you need to revisit the timing. It is essential to set it by ear rather than a timing mark. Drive the car, light throttle up a sslight incline. Adjust the advance until it just pinks, turn it back a smidge. That will be the best setting. Also check that the vacuum advance and teh mechanical advance work. That does require a timing light... Try http://baileyperformance.co.uk/ , I know he has done a GT6 or 2, and is a decent chap. He spent a day on my injected spitfire, sorted many things the previous tuner hadn't bothered with.
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Well worth checking both the downpipe and manifold mating faces are perfectly flat. I have several T shirts associated with those downpipe gaskets (eventually fixed by tapping to M10 so I could use cap head bolts that don't break/strip) However, I bought some extra long brass nuts from an ebay supplier for my dolomite, worth a thought.
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Worth noting that some cars with the Bosch 0044 pumps fitted as OE had a 12mm feed from tank to pump. And below the tank. That ties with Nicks excellent response above. If there is a more suitable pump, it may well be worth seeking out.
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Inner was a CV from a 1500 spit propshaft. I think.... So all trumph parts
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I have sent you a message
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Yes, the factory added the lever arm brackets to a normal chassis. They were the CDD driveshafts, they are available for non-roto cars, and usefully the needle rollers do not run on the shaft. Not sure why they failed. But speaking with another owner who has them on his vitesse, he sent all his stuff to CDD to get them to assemble them. And there my knowledge expires!
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With a CV conversion, you can use the std herald/spit shocks.
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That is NOT a cv type shaft, but a solid swing spring setup. I spoke with the owner earlier today. And a few months ago we were on the autobahn at near 130mph...
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The herald and vitesse discs are barely any different in diameter. The vitesse calipers are bigger, and not a straight swap. The 13/60 brakes are very good as long as they are in good condition, and quality pads are used.
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Nicks conversion was never really sold as a kit. He used to get a few bits made, but the owner needed to find the Volvo lobro joints, the Rover100 shafts (there are a few lengths, but only one is suitable) and the outer rover100/MGF CV and hub. Nick had the inner adaptors made, and got the uprights machined. Nothing particularly secret, and others have done the machining too. Not sure which setups have a weakness. The canley classics conversion seems pretty bombproof, but no longer made. The CDD setup again looks to be strong. Which variety broke?
