Pete Lewis
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Posts posted by Pete Lewis
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the door seals should be a single flip lip not a giant tube/balloon sold by many,
sounds like the tub needs all its fixings slackening and move the baulkhead and rear tubs apart
if the doors proud at the bottom and shuts hard on the B post (wing top) then suggest you have tub spread, take the seal off the apperture and see if the flange to door gap is same all round
and does the door shut ok with the seal off ???
Pete
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if you cant add a new indent drill a small hole and add a roll pin or split pin to stop rotation and reposition the wear to a unmarked section
Pete
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some good clues and pics of up grade pin ideas on Buckeye
https://www.buckeyetriumphs.org/clutch
clutch loads if the disc is thin the pedal loads go up as the clamp loads reduce
disc thickness clamped ( nipped in a vice) is 0.290" to 0,270"(min)
Pete
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these kits are universal and not model related its a one kit can or might fits all
its a box of pipes hoses and brackets where and how you fit it is variable
lots of differing ideas out there .
we shortened the battery tray on the Vit6 and moved it to the n/s popped the servo in the gap
facing fwds.
others are mounted across the top of the clutch Mcyl.
all down to preference
pete
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its easy if the needle climbs /moves in a slow damped operation its a thermo bi metal gauge and needs a stabilser to maintain a steady votage of the gauge will change as driving voltages change
these use temp sender GTR108
if the needles swing to a reading as soon as switched on and tend to wag around on bumpy roads its a moving iron gauge with two coils inside and not voltage sensitive these must use sender 121997
you cant inter mix the two unless you like funny results ,
wont be the first time ive come across engine changes for running hot when it just the wrong sender
they used to be coloured but generic makes all seem black these days
caerbont instruments still make and supply smiths /jaeger intsruments
pete
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you can re route the 1600 breather to run over the spin on
and the groove the seal ring sits in is stepped its easy to think its fitted in ok and the filter body chops the new seal .. , get down eye level and look in the groove/recess
not unusual for two rings to be inside
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i would also check the brake shoes , make sure of no detached or loose lining and the trailing shoes are on the right way up ( ie rear shoe has handbrake slot at bottom )
free play on prop can be just float on the planet gears , and broken sun or planets can loose /lock drive
pete
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think i would have a look for a perforated carb diaphragm
Pete
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tssc club shop members price £65 if that helps
stubborn ones best left under tension overnight , its off in the morning ......or not
do check the hub flanges are not distorted , when its off get a local machine shop to shim the face to reclain it.
Pete
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with the brg. cap removed you can use a thin tool to press/rotate the upper shell around the crank once its started to move roll it fully round till it drops out
if they are a dull grey they are fine , you often get light debris score lines in shells
the shell should show a dull grey all round , no wild worn contact marks certainly no copper or base metal, google 'pictures of ' if uncertain
sump screws can find stripped threads in the front alloy bridge, if too long have been fitted
and been over tightened
you can tap over size or get a aftermarket steel bridge ( a belt and braces solution)
Pete
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from the books 3334 come from a 71-73 dolly 1850 and CDSE no V
if that helps
has temperature compensators , that benefit from resetting (easy) one choke on the front one ,
would need new needles to suit the 2ltr.
Pete
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being a single row ball race there will be some waggle/float , but once supported by the flywheel spigot or the tail housing it all holds steady . no float or waggle is possible when all assembled.
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why get woe full about drain back its only lasted 50 years without a problem
just dont rev the nuts off as it fires just let idle and there you go
spin on's are much less hassle to change than the canister originals as if you get the canister new seal in without chopping it , youre lucky.
Pete
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you can to reduce unwanted push rod free play slot the bracket to baulkhead fixings and move the assy to reduce free travel,, there must always be a small play on the pushrod
it also can raise the pedal and start point ,
you must use good washers over the slots
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Do keep a record of what screws go where the sump and others into the alloy block are shorter, if long get used then they bottom out and you strip the alloy sealing block that bridges the front main brg.
There is a mixture of long shorter and cheese head set screws each has a place
If the alloy block is stripped you may resolve with a retap to M8 or even M10 , being more like unc ,
It suits alloy better than unf.
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Do keep a record of what screws go where the sump and others into the alloy block are shorter, if long get used then they bottom out and you strip the alloy sealing block that bridges the front main brg.
There is a mixture of long shorter and cheese head set screws each has a place
If the alloy block is stripped you may resolve with a retap to M8 or even M10 , being more like unc ,
It suits alloy better than unf.
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apart from the inboard sphericals which ive always found are always shimmed there is athe pre load on the idler gear this may need a shim adding if its been set too tight
easy test unscrew the big nut under the greaser a fraction see if it easier .
Pete
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and if the float has two needle arms you can fit the float upside down and that causes chaos
to the fueling heights
Pete
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the problem here is the use of too long bolts , they bottom out and tightening just strips the threads, m10 or 3/8 unc will work on sump or timing cover into the alloy block but do check the bolt lengths or you will just repeat the stripping
invest in a steel one if needs must , they are belt and braces
Pete
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or Canley have this summary
https://www.canleyclassics.com/technical-archive/different-differentials
Pete
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my mkIV parts list is clear wide to the card small end to the door as was the case with this design on so many marques in the heyday it not triumph this was used by so many other makes .
the spring applies pressure to the door card , keeping escutcheon in place to retain the pin
so a simple push on the card lets the pin fall in the grass !!!!
and if you dont have a spring them a 1" thick foam doughnut will work just as well
pete
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my mkIV parts list is clear wide to the card small end to the door as was the case with this design on so many marques in the heyday it not triumph this was used by so many other makes .
the spring applies pressure to the door card , keeping escutcheon in place to retain the pin
so a simple push on the card lets the pin fall in the grass !!!!
and if you dont have a spring them a 1" thick foam doughnut will work just as well
pete
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ive seen old fuel go gooey, and it does loose its umph! ive not heard of acid attack
and being old its unlikely to be ethanol problems
my car was laid up for 20 yrs and its had not a hint of any fuel issues
over the past 3 years , not even the hoses , so ....pass on that one
do we have a metallurgical / fuel chemist out there ???
and hoses best replaced with some Gates R9 ethanol proof, dont go for wildly specified fleabay copies reports of many supposed high spec hoses failing in months
eg http://www.early911sregistry.org/forums/archive/index.php/t-125074.html
Pete
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Many places sell a long life neoprene gasket which sits nicely on the flat face for 4 and 6cly covers. It wont fit tin covers
Eg tssc shop and rimmers
I was instrumental in the idea to develop, a seal a long way back
Pete
Putting it back together: door alignment, etc.
in Body
Posted
the door seals should be a single flip lip not a giant tube/balloon sold by many,
sounds like the tub needs all its fixings slackening and move the baulkhead and rear tubs apart
if the doors proud at the bottom and shuts hard on the B post (wing top) then suggest you have tub spread, take the seal off the apperture and see if the flange to door gap is same all round
and does the door shut ok with the seal off ???
Pete