CRAJ
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Everything posted by CRAJ
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Stag steels and Rostyles for me Jim. Colin
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Matt when I bought the pi it had the original rear springs and with 2 children in the back it would bottom out over bumpy roads. I put some Witor 395 prefacelift springs in and the difference was amazing. The car is to my mind fine even four up with luggage.......but if I put our largish trailer on the back for camping or filled with show equipment the limitations of these (mildly uprated springs) are there again. Your original springs will be very tired. The mk2 has a large overhang on the rear and if 40+ yrs old they have given their best. Springs are cheap from Chris and pretty easy to change so get a couple of pairs, but remember that ride quality for daily use will be compromised if you go too hard and don't load the car up very often. Chris also suggested to me that springs need 1000+miles to 'bed in' ;) Colin.
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On our estate I have what was said to be a Stag rack (recon), it is much heavier than the original S rack was (strangely), but I have also lost a little lock each side which means a bigger turning circle than before. This is caused by slightly thicker nylon end stops on the rack in a Stag rack in comparison to those on a big saloon one. A between the cones type of driving test at last year's Register National highlighted this and was verified by Charles Harrison when we swapped cars for a second go , 'turn you bas@*£d' was I believe what Charles was shouting at the estate. I drove a friend's Stag the other night and would agree that the steering was way too light and certainly much lighter than the PAS on our estate or our pi saloon and that was with a 13" motalita wheel fitted! Colin.
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My Dad's T6 (Chris knows the car) is road trimmed with a headlining, wood cappings and dash, standard seats modded for headrests, standard glass, opening rear quarterlights, spare wheel, Graham's roll hoop, standard mk2 engine and d-type o/d box etc etc. It weighs 840Kg, or about 50lbs less than a standard mk1 GT6. Fibreglass, particularly good fibreglass like the T6 is not as light as you think. I know this GT as well, my blog shows it under construction at Yorkshire Triumphs, according to Pete Johnson the roll cage is made of tubing that feels as heavy as scaffolding. My estimate would be it weighing 850-875Kg, I have seen it on the road though and it does accelerate like a sportsbike, whatever it's power to weight ratio. Colin.
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The only real difference between an early mk2 or later mk2 pi engine is the cam and as Dave says that is an earlier 132bhp engine. The head is slightly different but the compression ratio is still good. The 219016 head fitted to the 2500S/TC engine never featured on a pi engine from the factory and gives a lower compression ratio than a pi engine. It can be skimmed of course. If like me you had a version of each car you would know how much difference there is in the two engines that you have, they are like chalk and chees in standard form. Perhaps an amalgamation of parts from both engines would be the way to go. I believe Andy Thompson uses a late MM block to good effect on his mk1 racer. Colin.
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most unusual cars used
CRAJ replied to Stuart Wilson's topic in Round Britain Reliability Run (RBRR)
timbancroft61 wrote: Also, I would love to see a Standard Vanguard of any type take part. Lee Godfrey and I were talking about an Ensign estate at Ferry Meadows yesterday and how one with an injected 2.5 but no visual outward signs would make a great RBRR car. Colin -
The Newman website does state that you should spec the followers to match the cam (material wise), so that should be borne in mind, as too hard a follower may just cause problems with the cam, which echoes what Colin has said above. Colin
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Colin your assumption about the A signifying estate is correct, the diff on our estate is marked MGA and the Register service notes confirm the lettering sequences. Colin
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The above is true but you will need ones with a long bracket for the bottom fittng of the belt to fit behind the inertia reel (and use the same mounting bolt) without fouling on that reel. A set from a late mk2 is best, but if buying aftermarket beware of this. Colin.
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I'm not familiar with the seats but I'm assuming the switch will be up against the door. Why not try the passenger seat on the drivers side and vice versa, may give you the extra room. Colin
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CRAJ wrote:Got ours today Tim, thanks very much. I'm sure Amanda will be very pleased with her engraved picture frame, when she gets home from work later. Colin Yep very pleased with pic frame, it's gonna have a team photo in it I have been told!
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Got ours today Tim, thanks very much. I'm sure Amanda will be very pleased with her engraved picture frame, when she gets home from work later. Colin
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Never a truer word was spoken Lee.
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The term ET originates from the German word 'Einpresstiefe' which translates as 'insertion depth'. (I googled it) A good starting point is http://www.willtheyfit.com/ The 14" Stag/S alloys have an ET of +19 afaik. Colin
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2235 wrote:dont forget that the rear drums are wider than the standard saloon hence as I said on your other post you will have to press out the top of th rear arches Not totally true, the drums are wider at the point where the shoes touch but are the same width at the hub flange and don't alter the rear track. The drum is recessed towards the hub on the outside. You do need to make sure that the wheels will fit the Stag drums as those with a large mounting face will not fit in the recess of the drum but be held off by the outer part of the drum. This is not a problem with Stag/S wheels but is with some others where a 5mm spacer will be required to bridge the recess. See my blog from April 2011 for pics of the drums. Colin
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Are we talking front or rear tyres Andy. I would have thought that tyre wear on the inside would still be down to alignement rather than the car being lowered, but I haven't any direct experience. Colin
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In the latest issue of Club Torque I noticed the reprints of 2500S roadtests from 1975, much to my surprise under Consumption and again under Specification it lists engine oil as SAE 10w/40. So am I and many others wrongly clinging on to 20w/50 in our sumps? Colin
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RBRR Only For The Big Boys?
CRAJ replied to Deleted User's topic in Round Britain Reliability Run (RBRR)
ferny wrote: Pick team members carefully! Almost more important than the choice of vehicle I would say ferny, in fact it is more important than the choice of vehicle. Colin. -
I think that measuring would prove the mk1 nonnet was a bit narrower at the front end than a mk2. Mk1 wings dont have an extra piece on the top of the front wings before they weld to the inners, mk2s do and this is covered by the extra width of the bonnet. One of the subtle changes in the mk1 to mk2 restyle. Colin
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Having driven Andy's car, I think the default option of a Rover v8 install is very last century. The standard P6 V8 output is what 155bhp? Andy has 170bhp even with the emission stuff and cat when installed in the BMW. It is an all alloy lump like the RV8 so benefits of weight loss are there just the same. Manual boxes are freely available for the engine and at 2.5litres it will return similar if not better mpg to the original Triumph engine. It's still a straight six too so sounds very similar, but with a touch of D type about it on the over-run. It's also VERY quick. I loved it! Colin
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699 wrote:Not all Saloons had the 3.45:1 ratio. According to the Robson Book; MkI 2000, Manual 4.10:1, optional 3.7:1, Auto 3.7:1 MkI 2.5PI, Manual 3.45:1, Auto 3.45:1 MkII 2000, Manual 4.10:1, Auto 3.7:1 MkII 2.5PI, Manual 3.45:1, Auto 3.45:1 MkII 2000TC, Manual 3.7:1, Auto 3.7:1 MkI 2500TC + 2500S, Manual 3.45:1, Auto 3.45:1 So it looks like you need to look for the 2.5 engined cars for a 3.45:1. Something tells me there is a difference in the rear diff mounting between Saloons and Estates, or was that MkI and MkII? From the factory all 2.5 engined saloons and estates had a 3.45:1 axle. Saloons have a different back plate incorporating the rear mounting. Estates are similar (but not exactly the same) as a Stag with the same wide steel mounting bolting to the rear of the diff. AFAIK an estate diff can be bolted straight into a Stag, but the propshaft flange on the nose of the diff would need to be swapped to the larger Stag item. Colin.
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Thanks Richard, if it was my left leg out of action I could have had a yawnamatic to use but.... Maybe I should commission Pete to develop me some hand controls! Colin.
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As an aside, if you wire it as original, if you disconnect it in the future the engine will not run. Colin.
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Loose connection on the lampholder? Colin.
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I had an oil cooler and oil temp. gauge on a turbocharged Lancia, oil temperature was always the same, summer and winter, whether driven hard or not. The only time the oil temperature ever rose was (as JohnD said) when I was towing a caravan on very long motorway inclines. The rest of the time the oil cooler was superfluous. As an aside, if you do keep the cooler, I hope it has a stat inline to regulate flow, overcooling a decent oil will do more damage to the engine long term than the oil getting hot. The engine will never reach a proper operating temperature. Colin.