Beans' Triumph TR7 BlogBeans' Triumph TR7 Blog
Plans for the '76 FHC
Club Triumphs 10CR 2013 (part 2)
Enjoying the DHC and finishing touches
New wheels for the DHC
New project (1976 FHC)
Club Triumphs 10CR 2013 (part 1)
10CR Preparations last part ... hopefully
A Silver Jubilee
10CR Preparations part 3
10CR Preparations part 2
10CR Preparations part 1
Back axle version 1.2
IAE 2013 & The Lakes
Preparing 't Kreng for the IAE
Taith o Amgylch Cymru
Back axle version 1.1
Getting ready for summer
New back axle set-up for 't Kreng
Lots of things going on
Christmas period shopping
Back axle strengthening
The RBRR 2012 from the co-driver's seat
New Sprint engine (part 4)
A little experiment
Plans for the '76 FHC
While waiting for the last few jobs that need finishing on the DHC (Wheel centres and radiator) I have been putting some thought in what I will do with the "new" FHC. As mentioned earlier I want to restore it to late '70's specifications with some period "aftermarket" upgrades. To start with I have a set of banded steel wheels in black that came of the DHC and should look very good on the car. Especially with the colour I have in mind, Topaz Orange ...
And to make sure it doesn't become to orange I have decide to replicate one of the many striping designs that Leyland invented for the TR7 over the years. In this case I will be going for the striping as used on the Victory Edition TR7's, also sold in 1976 but for the US market only.
I have made a vector file using the scanned picture from an old brochure as a template. With this a friend should be able to cut it from black adhesive foil with his plotter/cutter. But first will make a life size plot for trial fitting ...
Also the door handles and all trim parts will be treated to a black finish, as on the DHC. I think this contrasts nicely with the bright colour scheme. The only item I am not yet sure about is the fuel filler. I want to use the original (large diameter) filler cap. But I am not sure if this is possible, as all three caps I have, have rotten seals. And these seem to be no longer available ...
On the inside the interior really needs a fresh up. And although I am a big fan of black interiors, I really like the red or green tartan as used in the cars built from 1977 onwards. So at the moment looking if I can have some new cloth made to use on the inside. Which should look rather nice and bright with a matching (red or green) carpet set ...
Remains the engine and transmission.
A few people have already asked if this one is going to have a V8 installed. Rest assured, it won't. Fist thoughts where to stick to the original 8 valve engine. But as I have a brand new Sprint head and most of the parts to built an engine with it, I've decided to fit it with a standard tune Sprint lump running on SU HS6 carburettors. This engine will drive the rear wheels through the O/D Sprint 'box that came with the car, if I can get it fitted properly that is of course. And for the final drive I will use one of the 5 speed back axles I have lying around. I am not yet sure what CWP ratio I will be using, but at the moment I am leaning towards a 3.90:1 ratio, with 3.45:1 being too long for a Sprint engine. I have been thinking of sticking to the original 4-speed (3.63:1) back axle, but I am afraid it won't be strong enough for the approximately 140 BHP that the Sprint engine will throw at it.
posted by Beansnoreply@blogger.com 08th December 2013 5:30pm gmt
Club Triumphs 10CR 2013 (part 2)
10CR Day two; Laffrey - Cheresco (448 km)
"... It was a quarter to 5 in the morning, time for a well deserved bit of sleep ... "
Which we had, well sort of, as it turned out to be a rather short rest. We were woken up by a few Triumph 6-pots blasting at full chat up the hill by 6:00 o'clock. Although it was still a bit early I have to admit that it was the best wakeup call ever! As I felt pretty good and Roger in the TR4 couldn't sleep at all we decided to hit the road too. A quick check of the car showed there was nothing wrong, no visible leaks and all fluids were still at the correct level. And less than 90 minutes after we stopped, we were back on the road again. By this time it was close to sunrise, which was an added bonus as we could enjoy the ever more impressive scenery of the French Alps.
From Grenoble till Gap the route would follow the N85 which is probably better known as the "Route NapolÃ©on". In Gap we left the N85 and turned east onto the D900B. So far traffic had been light but here we got stuck behind a heavy logging truck. Luckily I managed to pass it within a few kilometres, but Roger wasn't so lucky. And this meant that when we pulled over at a fuel station in Remollon they didn't notice this, despite my navigator waving feverously at them by the side of the road. So we had to carry on alone. Via the D900 and the N64 we eventually reached the high pass of the Col de la Bonette. Despite a (mandatory?) idiot on a motorbike it was a great drive up to its 2715 m high summit, made even better by the nice smooth new road surface. As the weather was very fine we decided to take the road around the Cime de la Bonette, reaching 2802 m above sea level. And because of the fine weather this detour was rewarded with some very fine views.
After enjoying the views for a few minutes we headed towards the "Camp de Fourches", an abandoned workers colony and the first control stop for the Friday. Here we met up with Roger and Els again. But there again were some issues with their car, but in that they were not alone ...
Again the problems with the TR4 were not life threatening, and the abandoned buildings provided a nice backdrop for some pictures of my car ...
From the abandoned village we wanted to join Roger and Els again, but when they got held up by slower traffic I decided to follow Andy and Michael down the D2205 for a while.
Right from the start I didn't have the intention of going to Nice or Monaco, because I didn't fancy the dense traffic along the coast. Especially as there is a much more entertaining option available, in the form of the Col de Turini. So after following the D2205 through the Gorges de Valabres and past Saint-Sauveur-sur-TinÃ©e we took the D2565. Heading ever deeper into the mountains. It was by now almost noon and as we hadn't had a decent breakfast yet, we decided to stop in the little village of Saint Dalmas for lunch.
After lunch we drove further down the D2565, through rather French villages like Saint-Martin-VÃ©subie and RoquebilliÃ¨re, until we reached the D70. And one of the three roads going up the Col de Turini. So far traffic had been very light since leaving the D2205, with hardly any traffic worth mentioning, and it stayed that way right till the top. It certainly added to the entertainment value! While reaching the top of the Col de Turini we met two familiar cars reaching the top just before us and coming from the LucÃ©ram direction of the D2566. And as they were heading down the Col in the same direction we had planned, towards Moulinet and Sospel, we followed them for a while.
At Sospel we turned onto the D2204, to rejoin the official route. From here it was rather straight sailing towards the border crossing at Tende. My original plan had been to cross into Italy via the Col de Tende but in the end I decided it was not worth the risk of taking this (partially unsurfaced) pass, so we took the tunnel into Italy instead. Which meant a 15 minute wait (yes it is a one way tunnel) before we eventually crossed into Italy. After which it took less than an hour and a half to reach the finish of the second day. And shortly after 5 o'clock in the afternoon we turned into the parking lot of the Holiday Inn hotel in Cherasco. Day 2 was almost at an end, time for a shower, a thorough check of the car, and a few well deserved beers. Sadly this turned out to be very few beers indeed, as the hotel ran out of beer very early in the evening with teams still coming in. So after diner we went of to bed for a very welcoming sleep. At least this way we would be fully rested for the third day. And the next evening we'd be in Germany, good food and beer guaranteed :-)
10CR Day three; Cherasco - Singen (563 km)
Fully rested we woke up next day and after breakfast we headed for the carpark, were we were again greeted by some lovely weather.
As I had done a full check already the previous evening, I only checked for leaks underneath the car and the usual suspect locations in the engine bay. But everything was fine so we loaded our luggage in the boot, and went over to Roger to see how he was getting on. Not very well, as the spanners were out again ...
Turned out that after checking the gearbox oil level he nearly set fire to the wiring loom. So in true TG style we left him there and at a quarter past eight we hit the road, heading North towards the Lago Maggiore and Switzerland. But first we had a few hours of Motorway driving ahead of us. As it was still pretty early in the day we made good progress through the western part of the Po Valley and the Piedmont area, reaching Arona and the shores of the Lago Maggiore at around half past 10.
About time for coffee but still too early for lunch. So we settled for coffee at the Lesa control stop. But we managed to drive past there without noticing it. Later I heard that the "Diner" had been boarded up. And as traffic thickened and parking space became almost non existant, we decided to skip the coffee and go for lunch at the earliest possibility in Switzerland. Seeing how some people parked their cars (or slammed doors into neighbouring cars), certainly did help in this decision! As ever the views along the entire shore were very nice, but that showed in the traffic ...
With heavy traffic all the way to Ascona in Switzerland, were traffic started to thin out a bit. And about time for some fuel for the car and ourselves, or lunch in Cadenozza. Although we were in Switzerland they didn't speak a language which one of us understood, so ordering food was a bit of a challenge. But we didn't starve, and after a simple but very good lunch we headed north-east a bit till we reached the A13, which we would follow for a while. There were only two relatively short detours from the A13. One for control 10 and the San Bernardino Pass. But when we got of the A13 and into the parking lot were the control stop should be we saw no Triumphs at all. As there was a tiny bit of rain in the air we just carried on towards for the San Bernardino Pass. Here we at last saw (and passed) a few Triumphs, so at least it looked like we were on the route! At the top it was rather grey and so crowded that we drove on, cherishing the memories of the 2011 event
After the descent of the San Bernardino we rejoined the A13, which we followed right across Switzerland, and through some stunning scenery, till the Bodensee. As all control stops so far on this day had been nonexistent, we decided not to bother with Austria and Lichtenstein. We stuck to the A13/A1/A11 till the Bodensee were we followed the southern shore towards Konstanz. This last stretch was dominated by two aspects, very fine views over the Bodensee (aka Lake Konstanz) and bicycle tourist seeking self-destruction. Although some were trying rather desperately I am glad to mention none succeeded in his quest and didn't scratch my cars paint work either. But the end of day three was in sight and shortly before six o'clock in the afternoon we turned into the parking area of the Holiday Inn hotel in Singen. Here we were greeted by the sight of Mike Weavers Stag sitting there all alone. And at the far end of the parking lay what looked like a very nice and very traditional Gasthaus.
Gasthaus Kreuz indeed was everything it looked like. And I think it is safe to say that all the teams who were there, had a good evening. And around 21:15 hrs it got even better, when Roger & Els turned up as well. The TR4 was still going, albeit with some problems from time to time ...
And despite some heavy thunderclouds in the (not to far) distance the weather remained fine, so we could enjoy a lovely evening outside.
10CR Day four; Singen - Rolduc (590 km)
On the last day of the event we were greeted by some very wet cars in the car park outside the hotel. Clearly the thunderstorm that had been threatening in the back ground all evening, had passed over Singen. Glad to say the DHC's hood is fairly weatherproof, as no water had reached the interior. But this meant I had to drive the first few miles with the top up so it could dry out a bit before folding it down. We hadn't done the last control of day thee so we decided to stop there and see if there was anybody there. Turned out there were a few Triumphs lingering there. But as it was rather chilly we decided to head on. As the roof was still rather wet I decided to keep it up for little longer.
From control 13 we headed north on the A81 till we reached the B27. And after some failed attempts to find the correct exit (navigator not yet fully functional) we joined the B27. From here it would be BundesstraÃe almost all the way till the French border. But the mishap with the motorway junction meant that we had lost Roger & Els. As they were now somewhere ahead of us, I presumed we would catch up with them sooner or later. Which we did pretty soon afterwards. In the small town of Schramberg we bumped into them again when I pulled into a petrol station to fill up the car and lower the hood as it should be dry enough by now. Although the weather was dry it looked like it could start raining any minute. It would remain that way all day.
After a short break we carried on, but I soon lost sight of the TR4 behind us. Don't know exactly where because the road was rather twisty as a result of which they were frequently lost from view. But as my navigator couldn't contact them on the phone we presumed they were still going. So we carried on, covering the roads towards Offenburg reasonably quickly. And just after half past ten we crossed the Rhine. We were back in France again. Sadly we missed the entry to the control in "Le jardins des Deux Rives" due to a van standing in front of it, blocking the entrance from view. Twenty minutes later and having seen a large part of Strasbourg's harbour area, we were back at the entrance to the gardens. And this time I did see the entrance hidden beside some road-works and signs. As I was on the wrong side of the lane for us to enter, and we had seen enough of the bleak scenery of Strasbourg, we carried on towards the motorway. Luckily this turned out to be rather straightforward and soon we were on the A4 heading north-west back towards Germany. We crossed the Saar, being the border between France and Germany, just past noon. About time for a lunch stop which we didn't find along the route (maybe I am too picky). Decided to carry on till we found something decent. But as it turned out restaurants were either overflowing with guests or closed, not good. Luckily we still had some chocolates and drinks left, so we wouldn't starve.
By now we were well into Luxemburg, and as the route had been changed around Luxemburg City, the scheduled control stop had been dropped. So there was no need to stop and we decided to head towards Spa for the last control stop, see if someone was there. And maybe find a nice Friterie along the route. But first I filled up the tank with cheap fuel just before heading into Belgium and towards Spa. But best of all was that the weather had started to improve slightly with the sun even making an appearance so now and then.
On arrival at the Spa control we again were on our own. But when getting out of the car Mike Weaver also stopped there. At least it looked like we had the location correct. So no reason to hang around to long so after a chat with Mike we started for the last leg of the trip. Over familiar roads towards Rolduc.
The road book would take the quickest route, over the E42 and E40 towards Aachen and from there towards the finish at Rolduc. But I decided to take a shortcut from the E42/E40 junction, heading due North towards Teuven. Here we had a rather relaxed light and late lunch in glorious sunshine outside one of the pubs there, before starting on the last 25 kilometres of the Run towards Rolduc. At 17:15 we entered the gate of the monastery. I think we deserved a few beers ...
Some boring statistics etc.
Distance covered: 2876 kilometres;
Fuel consumption: Â± 282 litres;
Average fuel consumption: Â± 29 Mpg
Maintenance needed: none
Well I only had to take the torque wrench out on a regular basis (about every 300 kilometres), because the freshly powder-coated wheels were fitted only days before the event. So as the wheels get hot the powder-coating on the mating face also warms up and softens, resulting in wheel nuts that slowly come loose and need to be re- torqued. By the time we reached Rolduc they were fine!
For the rest everything on the car worked more or less as it should, the engine was running fine, with the temperature sitting stubbornly somewhere on the Â¼-mark. The gearbox was another of my worries as it had only covered 600 kilometres since its rebuilt, as a result of which it was rather notchy at first. But over the weekend the gear changes became better and smoother. They still are slightly "rough" at times, but all gears can be selected without any problems and there are no funny noises.
The only real problem I encountered was with the brakes. Sometimes, and only if the brakes hadn't been used for a while, the brake pedal would lock up when I wanted to apply the brakes. Easily sorted by applying more force on the pedal, but not very confidence inspiring in case of an emergency when a quick reaction is needed. Still haven't got a clue what's been causing this. I have driven the car a few times since and the problem hasn't occurred anymore, strange indeed.
Also the fuel gauge decided to throw in some entertainment on the last day. After filling up shortly after the start of the last day I noticed that the fuel level was still the same as before I filled her up. But over the next 50 or so kilometres the gauge slowly went back to its normal (full) position. At first I thought that the sender might be sticking but when I switched the engine of the gauge would point at the empty mark. But again it would slowly rise to its proper position over with some kilometres. Probably something wrong with the low fuel delay unit? Not yet got around to fitting another one from the spares department.
posted by Beansnoreply@blogger.com 24th November 2013 11:23am gmt
Enjoying the DHC and finishing touches
As I had a day of from work and the weather was rather fine today I decided to take the cover of the DHC and went for a few hours' drive in the surrounding area. Was lovely to be out in the autumn sunshine with the top down. Also a good opportunity to see how the new wheel/tyre behaves. The same tyres on 5,5Jx13" original TR7 alloys gave a good ride but sometimes slightly wallowy ride. But on the 6Jx13" Wolfrace wheels the feel is markedly better. Probably helped by the wider stance of these wheel. But in my opinion they look rather splendid on the car...
But as you can see there is something missing on the wheels, the centre caps. There was only one cap left when I purchased the FHC. And so far my search for a set of new centre caps has been fruitless. I have been toying with idea of having them machined from solid alloy, but then I remembered that nowadays you can have this sort of parts fabricated with 3D printing equipment. So that question is now away to a small local company. Very curious after their reaction. This is how they are meant to look when they are ready ...
Edit; got a quotation for 3D-printing the wheel centres. Have to admit that the price offered was a bit over the top for me. Maybe in the future this method of fabricating will become more cost effective. But for now I will look at a more traditional approach. Either have them machined from alloy or visit some breaker yards in the area and see what they can provide.
posted by Beansnoreply@blogger.com 13th November 2013 9:53pm gmt
New wheels for the DHC
Over the past few weeks I have been busy with getting the Wolfrace Turbo's from the FHC refurbished. But first I had to remove them from the car without immobilizing it completely. So fitted this set of wheels I had lying around, to keep the car mobile ...
With the Wolfrace wheels of the car it was time to inspect them in more detail. Although they looked rather tatty they were completely straight and undamaged. But definitely in need of a new coating ...
Probably the biggest challenge might be the rather special wheel nuts and washers, some of which were badly corroded ...
For (powder)coating the wheels I used a guy in Belgium to do the job (VRS Workz in Opglabbeek) and I must say that he did a very good job indeed. Reasonably priced and ready in a week, what more do you want? And while looking around for someone to re-chrome the wheel nuts and washers, a friend pointed me to a company in the neighbouring village. Was a bit embarrassing in that I pass by there every day when I cycle to work. They too did a very fine job. Leaving me with the final job of fitting some new original specification tyres (Continental Ecocontact3 185/70-R13) and fit the new wheel/tyre combination to the car ...
Only one job remaining, finding some decent wheel centres. Or have a set made?
And the black steel wheels? They will find a new home on the '76 FHC.
posted by Beansnoreply@blogger.com 11th November 2013 10:50pm gmt
New project (1976 FHC)
I really didn't want to buy another TR7, but when I saw this one advertised and I noticed the Wolfrace Turbo wheels, my interest was generated. I have been looking for a set of these for the DHC for as long as I drive my TR7's. Also it has been a public secret (for those who know me) that I have been longing for an early original Dutch FHC for an almost equal long time. So I made an appointment to view the car. And the first impression wasn't too bad ...
It is an original Dutch car, which was first registered on the 6th of October 1976 (Chassis number ACG2693L) And it turned out the overall condition of the car was pretty good, considering it is 37 years old. Some rust/rot in all the usual areas ...
But overall a good solid car ...
The biggest problem areas are the boot, which has been butchered to accommodate a twin exhaust system ...
Also the rear deck panel between the rear window and boot lid has been replaced somewhere in the past with a later type panel with the small filler cap. But they forgot that the position of the filler cap is different as a result of which the filler neck doesn't fit inside the shroud in the boot. And it looks like the panel wasn't fitted properly as the boot lid doesn't fit correctly. It sticks out a bit at the rear of the car.
The interior is in fairly good condition considering its age. Which means that the doorliners are warped by moisture. And the dashboard has some extra gauges added to it, which probably means a fair amount of ugly holes. Will see if I can get them repaired, otherwise I will have to raid my parts bin again.
The engine when ticking over sounds nice and quiet, but when revving it there is a very pronounced rattle from inside which gets worse while moving and sounds very much like a very worn distributor chain clattering against its guides. So the test drive was kept short, just long enough to test if the (Dolomite Sprint) gearbox had all gears still inside, which it had. And to check that the fitted overdrive is working, which it did. But the gear shift is a bit vague (more like stirring a 'box full of gears instead of changing gears). And the overdrive is a bit slow in engaging, but then it was cold so not to worrying. Nothing that can't be sorted with the bits I have lying around I think.
So to sum it up, overall not a bad car. Or maybe it is better to use this (also early) bodyshell that has been lingering in various sheds over the past 10 years ...
It comes complete with spare wheel well and correct rear deck. But it is missing the front panels (wings and headlight panel). But I have a few new panels lying around. So I will have a chat with the body man soon and see what is the best way to tackle the various problem areas.
So this car has changed my TR7 plans a bit. Instead of dismantling 't Kreng for a full restoration and rebuilt as a rally car, I will now start on this car first. And 't Kreng will get more of a rolling restoration/adaptation. But I will start with the wheels and get them refurbished so I can fit them to the DHC ...
posted by Beansnoreply@blogger.com 27th October 2013 1:10pm gmt
Club Triumphs 10CR 2013 (part 1)
They don't want to go ...With the car ready and fully loaded for the event I did one last check of all the fluids on the Wednesday morning before setting of to our overnight stop in Watou (Belgium). Only to find out that the oil level in the sump had risen mysteriously during the night. And as the oil smelled of petrol it was time to remove the fuel pump and check it for leaks, which it had! Long story cut short, I managed to find my only decent spare one (at a friend's place in Belgium of course and not at home ...) and fitted it. And together with an oil change and some more tinkering this meant that I left home some 5 hours later than planned. But we got to the B&B in Watou in time for some proper Belgian frites and a few proper Belgian beers from the neighbouring brewery.
But there was a problem. Roger's car for the event (a TR4 borrowed from Robbie) had a completely flat battery. And as the shops were all closed by now we had to wait till next day before we could do anything ...
So day one of the event started the same as the previous day, with some spannering going on, glad to say it wasn't on my car this time. As the battery of Roger's car was fairly flat he thought that something must be wrong with the battery itself. Which meant we would have to drive to nearby Poperinge to find a new battery. As this would at least take us till 10 o'clock we phoned Ellis to say that we wouldn't be able to reach the start in time for the briefing and the official start. We would start from the earlier continental starting location at Steenvoorde.
But while checking under the bonnet again Roger found out that one of the cables from the (new) alternator had dropped out of its connector. And after the slightly fiddly job of refitting the connector it was time to see if we could get some life in the engine with the aid of some jump leads ...
The engine started almost immediately, and after letting it run for some time to charge the battery, we even found out that this was back to normal. But it was nevertheless too late to reach Calais/Coquelles in time for the official start of the event. Which left us some time for a relaxing coffee break, before heading of to Steenvoorde which was only a stone's throw away.
10CR Day one; Steenvoorde - Laffrey (888 km)
So again our 10 CR started at the services on the A25 just north of Steenvoorde. First thoughts were to wait for the first crews to get past Steenvoorde before setting of, but we were so eager to go that we set off at around half past eleven, towards the first control stop in Reims. This first leg is of course dominated by a fair amount of motorway driving to get some quick 'n' easy miles under the wheels. But after Valanciennes we left the motorways behind us and switched onto the old French road network, or the Routes National. And with the very fine weather it was a rather enjoyable drive. Although right from the start the car behaved rather well, there remained some doubt in the back of my head. I kept hearing all sorts of funny noises (in my mind?), but in the end these worries turned out to be unfounded.
After leaving the A2 motorway south of Valanciennes we soon got onto the D934 heading south towards Laon and from there towards Reims for our first control. But that was still a few hours away. As it was by now well past noon we decided to stop at a truckers restaurant in La Groise for a light lunch, which they didn't do. And as none of us did fancy a full three course truckers menu yet, we decided to have our own lunch, consisting of Mars bars and drinks from the thermos bag, before hitting the road again. So far everything was going well with no problems, traffic was light, both cars behaved as they should and the weather was rather enjoyable.
And just before 3 o'clock in the afternoon we were approaching the outskirts of Reims, turning from the D944 onto the motorway for the last stretch towards the remains of the Reims-Gueux circuit. But what should have been a 10 minute journey, became a 40 minute ordeal, wandering from toll booth to missed exit to unclear situation etc...
In the end, and fairly fed up with the French motorway junction's layouts we headed back north towards the D944, so we could approach the circuit using some nice simple country lanes, which worked out very well. The frustration was soon over when we met up with some of the other teams and took some time to explore the remains of the circuit's buildings, like watching Roger's (well actually borrowed from Robbie) TR4 from the grand stand cooling down after the Reims motorway ordeal ...
Wedge meet in the old pit-lane ...
The grand-stands seen from behind, with the tunnel running underneath the road, between grand-stands and pit-lane ...
Rather green TR7 DHC in the pit-lane ...
After setting off from Reims we immediately lost sight of Roger & Els in the TR4. As it later turned out they took a slightly different route past Reims. So alone we carried on, but not before having some more problems around Reims (don't mention French cross-road lay-outs for the next two years or so). But quickly we left Reims behind us heading ever more south. The organizers had done a good job in selecting the roads, they were very nice to drive and navigating was fairly straightforward. And the car still behaved as if in the previous months nothing had happened. Only the viscous coupling is still a bit stiff, as a result of which the fan is a bit noisy when revving the engine in the lower gears.
But to prevent us from settling down an old lady thought it a good idea to keep us alert. While approaching a cross-road (with right of way for us) an old lady in a mouse grey French hatchback was patiently waiting for me in the road on the right. But at the last minute she decided that the wait had been long enough, and she turned (slowly of course) left onto the road crossing just in front of me. I managed not to hit her, but there was a margin of only a few centimetres between my front bumper and the rear of her car. As I said it keeps you alert ... Luckily that was most of the entertainment we got during the run.
In the early evening we entered the outskirts of Bar-sur-Aube, where we saw a familiar car standing at a service station, accompanied by the Charlton's with their the Spitfire. This was the second time we caught with them, the first time being in Vitry le FranÃ§ais. But then we lost them again while they were legging a bit behind. So they didn't notice that we had stopped for some petrol at the Carrefour in Brienne-le-Chateau.
Turned out that both the TR4 and the Spitfire had developed some problems, luckily both not to serious. Actually they were just about ready to hit the road again. As it was about time for some diner we decided to stop at the first possible restaurant we would come across, which we eventually did about half an hour further down the road in the village of Clairvaux. And although the food wasn't bad I still don't see why France pretends to have such a marvellous cuisine. At least ordering the food was rather entertaining ... And with some food inside us we started on the last leg towards the second control stop (and the last for the Thursday), the Dijon-Prenois racing circuit. Again everything went smoothly, with some very nice driving roads. But shortly before reaching Dijon, in the village of Val-Suzon-Haute, Roger pulled into a lay-by, just visible in the back ground ...
The engine was lacking power due to what seemed like fuel starvation and his first impression was that the (electric) fuel pump was on the way out. Changing one of the fuel filters did help, but only a little. At this point we were only half an hour from the next control stop in Dijon. So we decided he'd try to get to there, as it was likely that there would be some knowledgeable people around to lent a hand and some advice to find a solution for the TR4's problem. We did make it to the control, and our assumption was right. With some help we managed to eliminate the fuel-pump as the cause, and trace the fault to the front carburettor. It had some dirt in the float chamber and the piston had a tendency to stick a little. After cleaning everything out the engine was running much better.
And by 22:40 hr we set of into the night for the last leg towards Grenoble, and a few hours sleep on top of the old citadel, the Fort de la Bastille. But that was still some five hours ahead of us. It's strange that driving through France at night always feels very relaxing to me. Only a slight "dip" round two o'clock in the morning, but this coincided nicely with a much needed stop for fuel and some snacks and drinks from the thermos bag. We had arrived in Montalieu-Vercieu, less than two hours away from a few hours sleep. As we drove on we didn't notice the Triumphs in the Carrefour car-park, when we passed through Voiron ...
Entering the outskirts of Grenoble also meant entering one huge works-site with lots of temporary traffic lights which were adjusted to switch to red as soon as a car approached, irrelevant of the fact if there was other traffic or not. In the end we decided to generously ignore them and head for the narrow and very steep (33%) "Chemin de la Bastille". This would lead us to the top of the old fort and a few hours sleep. As we were more than an hour behind schedule we expected a parking lot full of Triumphs. There were none. And after driving around the complex without spotting a Triumph, we decided it was time to give Ellis a phone call and see if he could clear things up a bit. He could. The location for the rest had been moved because they couldn't get a permit, and we had missed the briefing in Calais. But at least it was a fantastic drive up with great views over night time Grenoble. But although the views from the top were fantastic, we were less impressed by the youth hanging around so we decide to head down again and drive on till we would find a decent lay-by to have a few hours sleep. This we found by the side of the D1085 near Laffrey. It was a quarter to 5 in the morning, time for a well deserved bit of sleep ...
posted by Beansnoreply@blogger.com 29th September 2013 7:55pm gmt
10CR Preparations last part ... hopefully
(Or; how the DHC is trying desperately to stay out of the event ...)
A few weeks ago the car left me stranded on the hard shoulder of the motorway, with what turned out to be water in the tank. After draining the tank completely and fitting a new tank sender I thought it a good idea to check the half shaft bearings. One clearly was on the way out, so that had to be addressed. My initial plan was to remove the original half shafts and replace them with a second hand pair that I have lying around. So I got the tools out again and started with removing the half shafts from the back axle, which turned out to be pretty straightforward as ever;
â¢ remove the brake drum;
â¢ undo the 4 nuts/bolts that hold the half shaft in place;
â¢ leave two bolts in place to keep the back plate in the correct location;
â¢ re-fit drums the wrong way round and tap them with a rubber mallet until the shaft comes out;
â¢ Use a slide hammer to remove the outer bearing race from the back axle ...
Sadly on closer inspection, and after trial fitting one of the spare half shafts, it became clear that these were no better compared to the original ones. This left me with the most labour intensive but also by far the best solution for the problem, fitting new bearings to the original half shafts. As there have been some horror stories on bad replacement bearing kits on various forums I made sure to check all the original parts dimensions, against the various parts in the kit ...
But it turned out that all the parts were fine, so time to remove the old parts. Here an angle grinder to weaken the retaining collar and a hydraulic press came in very handy. The last piece of equipment was also used to press the new parts on to the shafts. But first I had the rather simple but oh so messy and time consuming job of packing the bearings with grease. But eventually I was satisfied with them, and all the parts could be fitted to the half shafts.
After which these in turn could be refitted to the back axle and I am glad to say that the end float on both sides was well within tolerance.
With the half shafts sorted I switched my attention to the remainder of the fuel system, the fuel lines and the carburettors. Again a rather straightforward but also rather time consuming job. Removing and/or disconnecting everything, cleaning it thoroughly and putting everything back together. Also used the opportunity to polish the inside of the dashpots, and the rims of the pistons (years ago I found out that this helped with the pistons action and would smoothen the engines behaviour slightly, and all little bits count :-). And while tinkering with the carburettors I found "proof' that a fair amount of water had indeed entered them, as one of the needle guides already had some surface rust on it. But with everything cleaned, reassembled and reconnected (including a new inline fuel filter) it was time for the test. And with 15 litres of fuel in the tank I found out I again have a working fuel gauge, and after cranking the engine over a few times to get some fuel back in the float chambers, the engine fired up without any problems.
But by that time I had noticed a fluid spill underneath the car, which needed a closer look. As it was right underneath the radiator, didn't smell of petrol, and it hadn't been raining for a while, it was pretty safe to say it was coolant. An inspection of all three hose connections didn't reveal any leaks, but when I checked underneath the car with a small torch I noticed a small drop of coolant coming from the left-hand lower mounting pin, not good. And as I don't fancy driving arcos half of Europe with a suspect radiator, I decided to take it to a local radiator repairer and have it tested. It indeed was leaking in two spots, both at the top and one on each side of the core, where the radiator tubes pass through the end plate and enter the side tanks. The initial verdict was a manufacturing fault. Needles to say I wasn't pleased with that, especially bearing in mind that I fitted that radiator new just over three years ago. (I have contacted the supplier and sent an e-mail which they forwarded to their manufacturer, but so far no reply, so to be continued).
Sadly enough the radiator repairer wasn't able to help either as they don't work on alloy radiators. But he pointed me to another small local firm who might be able to repair it. And he agreed to open up for me the next Saturday morning to see if they could help. His verdict also was a manufacturing fault, and he wasn't positive on repairing the leaks. According to him that wouldn't be a long term solution, if possible at all. His opinion was that the used core is incorrect, they used a "standard" alloy radiator core, designed for plastic side tanks instead of welded alloy tanks. This explains why the end plates at either side radiator tubes are flat. As a result of which the welding for the side tanks has to be done to close to the tubes, weakening the pressed joins between the end plate and the tubes. The same applies for the two large hose connectors. He predicts that when the radiator is repaired it will sooner or later develop another leak somewhere else. The fact that we found the radiator to be slightly warped certainly won't help with longevity. As time till the start of the 10CR was getting rapidly shorter, I decided to order a new radiator, which he promised would be ready for collection on the Monday before the 10CR at the latest.
So to kill the time while waiting for the new radiator to be ready I fitted the original radiator of the car so I could drive her a bit and see if everything works. So of for a short trip across the border into Germany for some decent 102 RON octane fuel and a little test drive. After filling her up I noticed that fuel gauge would move up and down rather violently under acceleration, braking or going over bumps. Initial thoughts were a loose connector, but over the next 40 to 50 kilometres the movement became less and less till it stopped completely. Might have to do with the NOS tank sender I fitted recently needing some time and fuel saturation to settle down? And while driving (well actually while waiting for traffic lights) I found out that the carburettors needed some tweaking, because when on temperature the engine would idle @ 1500 rpm. Which was an easy fix, also used the opportunity to balance the carburettors. And last but not least I flushed the hydraulics of the brakes and the clutch. Especially the clutch fluid was rather murky to say the least. It also cured a slight spongy feel of the brakes.
And today I picked up the new radiator ...
It not only looks the part, but it is also about an inch wider compared to the original one. Not really necessary from a cooling point of view, but the space was available, it didn't add to the price and it adds a bit of extra capacity to the coolant system just in case ...
And returning home from a short 150 kilometre test drive revealed it works perfectly, with the temperature staying on the lower part of the scale of the temperature gauge. Only problem was the left hand side hose was leaking a bit when the system was pressurizing after I switched off the engine. Turned out that the hose clip had come loose slightly causing a small leak but that was dealt with easily. Remains fitting the steel wheels and the badges, and load up the car for out departure on the Wednesday morning. Oh ... and make a new right hand rear mud flap as I managed to tear it of while reversing into a parking space.
posted by Beansnoreply@blogger.com 02nd September 2013 11:21pm gmt
A Silver Jubilee
Rather unnoticed the date passed that it was exactly 25 years ago that I bought my very first car, GB-16-YP. Bought her as a present to myself for my 25th birthday, the rest is history as they say ...
posted by Beansnoreply@blogger.com 23rd August 2013 8:05pm gmt
10CR Preparations part 3
(Or; Is the DHC trying to tell me something ...)
Went to the tyre shop today to have the front wheel alignment checked. When changing the front anti-roll-bar recently I made sure to take some measurements so I could get a decent base set up when I re-assembled everything. And judging by the way the car behaved when I drove her to the tyre shop showed me that it was pretty much spot on, only the steering wheel was a bit askew. And so it proved to be, as a result of which I was on the way back home well within half an hour, Which meant I would have lots of time left to work on the car, like changing the fuel tank's sender. So I was pleasantly surprised when the "FUEL" warning light came on with some 20 kilometres to go, more than enough fuel left to get me home, and a nice empty tank to change the sender without spilling lots of fuel. But it wasn't to be, with less than 10 kilometres to go I lost power and within a few hundred meters the engine cut out completely .... bugger.
Luckily I came prepared with a spare can of fuel, but after putting that in, the engine still refused point blank to start. So nothing I could do but call the ANWB and wait for one of their vans to arrive (I hadn't expected I needed any tools so ...)
And after waiting in the rain for well over an hour the promised mechanic turned up. First impression was that there was no fuel reaching the engine, but removing the hose from one of the carburettors showed that more than enough juice reached them. Also the ignition turned out to be quite OK ...we clearly had a problem.
Long story cut short, turned out that the juice that was reaching the carburettors wasn't petrol but water. Strange to say the least, until I remembered that the car was soaking wet when she returned on the back of a truck after the previous 10CR. And I haven't driven her much since, and mostly with a fairly full tank. I can only conclude that she sat in some fairly heavy down pours in the 4 weeks that she was away.
So the next wait, now for the tow truck, began. Luckily this time I had someone to talk to. And three hours after my scheduled arrival the car and I were dropped of at my home. At first I just wanted to leave the car there till after the weekend (yes time again for the Historic Grand Prix @ the Nürburgring) but after a well deserved lunch I decided to take out the tools again.
Draining the tank revealed a fair amount of water. This picture shows the water that came out when draining the tank by disconnecting the fuel hose ...
Clearly visible are the water "marbles" at the bottom of the bucket. But the tank was far from empty. There still was some 3 litres of fluid left, most of which turned out to be water. But in the end I managed to empty the tank and switch my attention to the fuel sender. Checking it underneath the car with a multimeter a few days ago showed me that something was not good. As the "FUEL" warning light had come on a few time at least showed that the mechanical side of the switch was still OK, well sort off. As you can see the float has developed a tiny leak. Not yet big enough to cause problems, but that probably wouldn't have taken long.
Luckily I had an NOS FI tank sender in my spares attic. And with the new sender in place and the rear of the car still jacked up I thought it a good idea to check the bearings of the back axle's half shafts. I shouldn't have done that, as that adds another item which I have to address after this weekend and before the start of the 10 CR. Time to cover her up ...
posted by Beansnoreply@blogger.com 07th August 2013 11:18pm gmt
10CR Preparations part 2
(Or tackling the last job from the aftermath of the 2011 edition of the 10CR ...)
I finally got round to changing the damaged front anti roll bar. The powder coating on this was badly damaged, which in its own might not be enough to justify the work involved. But as the tracking had suffered slightly from the accident (so had to be reset anyway) and I didn't want to be reminded of the incident in years to come, the decision was easy! (this is how it looked once removed).
The actual job of removing and refitting the front anti roll bar is pretty straightforward. But in my case I adapted it all a bit with a stiffening plate and a homemade anti-dive-kit, making removal and refitting a little bit tricky. Also putting the clamps and the retaining washers over the freshly coated anti-roll-bar without damaging the coating, was a bit of a nightmare which took much longer than expected.
But the biggest problem yesterday was the weather. First the temperatures rose to a very humid 30ÂºC before plummeting down 10ÂºC during a fierce thunderstorm, reaching well over 30ÂºC again soon after that. Needles to say I needed lots of breaks to wipe the sweat from my eyes and to refill my body's fluid levels. All those breaks off course meant lots of small things wore forgotten, so more time wasted to rectify them ...
As said the actual removal and refitting of the anti-roll-bar is pretty straight forward, as long as you do it correctly. Most people jack up the car, put axle-stands to support the body and remove the wheels. After which they start the struggle to remove and refit the anti-roll-bar's ends from the track control arms. And there's only one reason for this struggle. Due to the suspension being at full droop there's a fair amount of tension on the anti-roll-bar. You can try to get the ends closer together with ratchet straps or even hydraulic pull cylinders, but it is far easier to use two trolley-jacks.
After securing the front of the car with axle-stands and removing the wheels, the trolley jacks are placed underneath both the suspension struts, at a right angle with the car's axis. Now you jack up both ends of the car till you have maximum load on the suspension, so with the body just free from the axle-stands. This results in the track-control-arms being almost horizontal and as such the anti-roll-bar's mounting points sit further apart, making removal and refitting of the anti-roll bar a manual job which doesn't need much strength. Only problem you might encounter is not enough room to fit the rear bushes, retaining washers and nuts. But that depends on the jack's position and the shape of the lifting plateau. In my case no problems there.
Remains a check of the wheels alignment, hopefully I will be able to make an appointment to have that checked soon ...
posted by Beansnoreply@blogger.com 28th July 2013 1:20pm gmt
10CR Preparations part 1
With the start of the 10CR less than 50 days away it was time to start preparing the chosen car for the event, the DHC. But first she needed a new valuation for the insurance. The valuator (same guy who did the valuation after the restoration three years ago) was positively surprised by the new paint job, and how well the car had "aged" despite three trips to the Alps. And this showed in cars new value ! And the insurance as ever were rather quick to change the insurance policy! With this administrative job done, it was time to start on the car itself.
First job was fitting some extra equipment, like a pair of drink bottle cages. First wanted to fit them somewhere on or near the B-posts. But in the end I thought this location would be much better...
Also fitted a map-light-magnifier, to aid navigation on the night time section through France, on the first and longest stage of the event, together with an invaluable pen(cil)holder to prevent loose pens all over the foot wells ...
And while checking the fuel gauge I found out why part of the instrument panel was not illuminated. One of the bulbs had decided to pack up, but not before overheating badly and melting part of the green cover. Clearly something wrong with this bulb as the other covers were in perfect condition despite their bulbs (with the same Wattage) having seen much more action in the past three years ...
The fuel gauge turned out to be OK, so next item to check is the tank sender, but for that I'll first have to drive the car for a few more kilometres to get the tank a bit more empty ...
Another item on the to-do-list was some maintenance to the leather seats. This had been postponed several times because I hate the job, as it's rather boring and time consuming applying hide food with a cloth or a brush. But over the past few weeks I have been searching for better and easier options, which in the end I found in the shape of a spray bottle of Nikwax Leather Restorer. I have been using Nikwax products for my walking boots for years now, but I missed the fact that they also had for other products. And as with all their products it's rather easy to apply, spray on, wait a few minutes, wipe of excessive product, ready. Covering the car's interior to prevent overspray took longer. Some shots before, during and after treatment ...
Remaining list of things to do;
â¢ Get some more miles on the new gear box;
â¢ Fit banded steel wheels with new tyres;
â¢ Get the fuel gauge working, now looking for another tank sender;
â¢ Check back axle bearings;
â¢ Fit new front anti-roll-bar and check alignment;
â¢ Fit new badges/stickers;
â¢ General service;
â¢ Connect map light magnifier and fit some extra interior lights.
I have started on the last item on the list, fitting some extra lights to aid retrieval of dropped items from the foot wells in the dark. For this I will be using small green LED's which will be strategically placed to illuminate the foot wells and the glovebox. The ones in the steering column shroud fitted already ...
posted by Beansnoreply@blogger.com 17th July 2013 6:34pm gmt
Back axle version 1.2
I should have been away on a walking trip to Süd Tirol now, but sadly we had to postpone that. Hopefully we will get another chance in the second half of September. Decided not to return to work immediately but start with some preparations on the cars. Over the past few months I have been toying with the various options for locating the anti roll bar to the new back axle set-up for 't Kreng. Initial plan was to use adapted upper links for all four parallel links, but that left me without mounting points for the anti-roll-bar. But there were a few available options, and the following options have been studied;
1. The anti-roll-bar mounted against the rear bulkhead above the back axle, with drop links from the end of the anti-roll-bar to the back axle. This was hampered by lack of space between anti-roll-bar ends and the underside of fuel tank. Also problems with the routing of the exhaust;
2. The same as above but with the anti-roll-bar mounted underneath the back axle. Here there were clearance problems with again the exhaust and the propshaft;
3. The anti-roll-bar fitted behind the back axle, underneath the spare-wheel-well with mounting points either on top or below the back axle. In both cases there might be issues with the exhaust;
So in the end I decided to model the original lower links and rear anti-roll-bar in AutoCad to see if that set up could be adapted and used. But first I had to find a spare set of lower links, which in the end I found hidden somewhere in the shed. I got them many years ago from a friend, but never used them as they are of the earlier (4-speed) type, thus lacking the bump stop at the rear to prevent the axle from twisting upwards under power.
And after taking some measurements on one of the lower links and a spare anti-roll-bar I was able to model them on the computer ...
As you can see adapting the lower links to accept rose joints should be rather straightforward. This is of course helped by the fact that they won't get the loads from the springs as these are already fitted directly to the back axle. And with everything "fitted" it was time to load everything up in the main file to see how the clearance is. Especially the clearance between the anti-roll-bar and the back axle's stiffening plate, and between anti-roll-bar and the Panhard rod are crucial.
Clearly visible is the fact that clearance between anti-roll-bar and Panhard rod is fine, although I think in real life it might be a little less. Well pleased with that as it makes life a lot easier because I can work from a (well) known suspension set up, and don't have to try out all sorts of (custom ) made anti-roll-bars.
And with that sorted it is time to start with preparing the DHC for this year's edition of Club Triumphs 10 Countries Run, which will be run in early September.
posted by Beansnoreply@blogger.com 11th July 2013 9:34pm gmt
IAE 2013 & The Lakes
Returned from another trip to Britain last Friday. This time for a walking holiday in the Lake District and to take part in the International AutoEcosse (organised by the Caledonian Classic & Historic Motorsport Club).
The IAE 2013;
It was again a top event with some fabulous roads and driving, and the official report of the event can be found here, on the website of the CC&HMSC. For me the highlight of the first day was chasing a Porsche Boxter-S and a (at that stage badly smoking) Chrysler Sunbeam rally replica over the Trossachs. Turned out that the smoke was caused by a blocked engine breather, as a result of which the engines oil was blown onto the exhaust. Luckily the owner found this out just in time before he ran out of oil in the sump.
The first day finished in Fort William, and as the start of the second day was also there we booked a hotel there, which turned out to be a big mistake. There was nothing wrong with the hotel, but Fort William itself turned out to be a pretty sad place. At least we were well rested for the second day!
The second day started with a test on an old disused kart track on an industrial estate in Fort William ...
... after which we started on the second leg of the our approximately 500 mile blast through Scotland. The second leg turned out to be even better then the first day, with the highlights being the 24 mile long single track along the southern shore of Loch Awe. This stretch was also the scene of the Tractor Incident. We were in a three car convoy with one Mr. Ellis S driving in front in his Mk1 saloon. At a certain point he went round a left hand corner. But the moment he disappeared from view a huge tractor appeared from the left, bouncing over the green shoulder of the road. Turned out that they just missed each other. Luckily Ellis' co-driver came well prepared, he had some spare underpants with him :-).
From Loch Awe it was a short quick drive to the newly resurfaced Rest-And-Be-Thankful hillclimb. It was a brilliant drive up the hill, but sadly my navigator didn't quite manage to use the camera properly, or maybe I was just too quick ...
The fact that all of the crews had a huge smile on their face when they came over the finish line tells it all.
After the "Rest" we carried on with the route at a nice pace, heading towards the finish in Scone/Perth. Sadly enough we were often hampered by moving chicanes, mostly of the mouse grey euro-box/caravan/campervan variety). In Killin we caught up with the Sunbeam again, but this time without the smoke screen. And with this car as pacemaker we started on the last part of the route, at a brisk pace we headed along the Northern shore of Loch Tay towards Aberfeldy. And from there the traffic thinned out almost completely. And this turned out to be an even better drive than the Rest-And-Be-Thankful, with some very spirited driving. Resulting in two well trashed cars at the finish in Scone ...
How did 't Kreng behave;
I had some doubts when setting of towards the ferry as I still could hear quite a lot of funny noises. But as everything was working as it should, I decided that it was better to ignore them and concentrate on the driving. But coming of the ferry and driving towards the Lake District all this was forgotten when I noticed that the volt meter in the dashboard didn't register anything (it is hidden behind the rim of the 13" steering wheel, so can be missed easily). At first all sorts of horror stories crossed my mind, but I decided to check underneath the bonnet first. Turned out the connector at the back of the alternator had come loose. So easy to rectify, but how did it come of ? Probably didn't fit it properly and then also must have forgotten to secure it with the locking clip. At least it cured the problem. But by the time we arrived at our B&B in Keswick it was clear to me that the car didn't like a fully laden boot. Luckily we liked the B&B there, and they had a room available for the week after the IAE, which meant we could leave most of the luggage there, nice.
During the first week I didn't use the car, but a routine check on the Friday before the IAE showed what at first glance looked like a leaking waterpump. But it turned out that the coolant came from underneath the thermostat housing, and the leak stopped during the first day of the IAE. And while driving the IAE I soon forgot all the funny noises and gave the car a good trashing, which she took rather well. Nothing broke or fell off, there were no excessive oil leaks, and everything else (suspension/brakes/transmission) worked as it should. Although I had to add 0,5 litre of engine oil to keep it on level. But taking into account the sort of driving I did, that is not very worrying. In the end she covered another 2200 kilometres from door to door, again without any problems and with an average fuel consumption of slightly over 30 mpg. It almost feels like a betrayal to even think about dismantling her ...
(for the anoraks, the oil spill visible underneath the front of the car is from someone else's car :-)
The week before and after the IAE 2013 were spent walking in the Lake District, a short pictorial review of some of the highlights;
The beautiful but slightly crowded Derwentwater ...
The lovely Buttermere ...
And Langdale ..
So it's now about time to get the DHC from her winter hiding and finish the remaining few small jobs.
Also received a message that there is some progress on various fabrications, needed for 't Kreng V2.0.
posted by Beansnoreply@blogger.com 09th June 2013 9:02pm gmt
Preparing 't Kreng for the IAE
During the "Taith o Amgylch Cymru" two weeks ago the car really behaved quite well over the 2263 kilometres I drove during that trip. But there were some issues that needed investigating after returning home. The most irritating one being some rather loud squeaky noises coming from the rear after braking. Soon found out that pulling the handbrake would silence this, so clearly pad related. The other and more worrying problem was a funny noise (something between a vibration and rattling noise) that seemed to emit from underneath the gearlever and got worse as time and miles progressed. First thoughts were that one or more of the gearbox bearing's were worn. But there was no noise at all with the 'box in neutral.
So last weekend I put the car on axle stands and started with a (hopefully thorough) inspection of all things wrong. As the most annoying fault came from the rear brakes (squeaky pads) I decided to start at the back of the car and work my way forward. So dismantled the rear callipers for a good clean. And to add some copper grease to the back of the pads to keep them quiet for a while. Also cleaned and checked bearings and handbrake mechanism. No problems there, only the inside of the RH rear wheel was rather polluted with what looked like oil. As there were no visible leaks on the back axle I cleaned everything and made a mental note to check underneath the car thoroughly.
But with the rear sorted I first switched to the interior, for a first check on the 'box noises. This turned out to be a rather short job. When removing the trim around the gearlever I found that the two screws holding the two parts of the centre console together were completely loose. The two square plastic plugs holding the screws had completely fallen to bits. So looks like the noise was caused by something rather simple, because a thorough check of the gearbox extension showed nothing loose or wrong. There was some oil again though, so about time to get underneath the car ...
A quick inspection showed lots of oil coming from, what looked at first glance, the rear of the engine. And as all usual suspects like oil pump, transfer plate and connectors for the oil cooler were dry, the main suspect was the rear crank shaft seal. And as I was not going to change that, I cleaned of as much as possible and carried on with the service and checks. One of the last items of the check list underneath the car was the oil level in the gear box, it was spot on. So nothing to worry there.
Next point of call was the front suspension, which only needed a bit of a clean. As a result I could start on the last part of the inspection, the engine bay. And when opening the bonnet the source of the oil became a bit more obvious. There was some oil splattered against the right hand chassis leg, towards the front of the engine. As the oil cooler's thermostat connectors were clean there was only one possibility left, a knackered front oil seal.
Luckily I always have a few spare seals lying around so it was a matter of taking of the front pulley exchange the seal and refit everything. Despite all the horror-stories about undoing the pulleys big bolt it was of within 5 minutes. How it was done? Select 4th gear and put on the handbrake (disc brakes on the back axle certainly help here ...). Then you take a large 38mm spanner, put it on tension counter clockwise and start hitting it with a not to heavy (250 gr) copper hammer. Easy!
It was not so easy to get the pulley of. As the outside of the pulley (the damper part) is held in place by a bit of rubber, it is not advisable to put force in this part. But a block of wood wedged against the sub-frame, a tyre lever and 30 minutes of steady prising against the centre part of the pulley, while slowly rotating the crankshaft, got it of in the end. But something had to go wrong, well sort of. Turned out that one of the seals (recently supplied) was incorrect, spot the difference ...
Indeed the one on the left is an original one. Clearly visible is the difference of the inside diameter. Just glad I usually tend to check everything before fitting. And with the correct seal in place, refitting the other parts was easy. Last thing on the to do list was greasing the steering rack and the prop-shaft. After which the car could be dropped back to the ground, ready for another trip to Britain ...
posted by Beansnoreply@blogger.com 25th May 2013 11:49pm gmt
Taith o Amgylch Cymru
Last weekend saw another setback in the work on 't Kreng and the DHC. But this time it was because of an extra (short) trip to Britain, to take part in Club Triumph's first edition of "Taith o amgylch Cymru" (or a Tour of Wales). I had been toying with the idea of taking one of my sisters sons for a driving weekend some time, so this was an ideal opportunity. To teach him some old school navigational skills like map reading that is ...
The event started on the Saturday morning from Ross-On-Wye. This meant we had to leave the Low Countries on the Friday morning, with the goal for the Friday afternoon being Gloucester. Here we met up with some of the other teams for a few well deserved beers, not all of which went down to well :-)
Next day started pretty nice for Welsh standards (read dry-ish), as we headed for the start at some services on the A40 just outside Ross-On-Wye. Here we met up with the other teams and it was nice to see that among the 20 teams there were 5 who turned up in a TR7. After a short briefing and a huge cup of coffee we were on our way. And most of the soft top teams even dropped their roofs to enjoy what little Sun there was, sadly it wasn't going to last.
The first stage (green line) was just under 300 kilometres so we had plenty of time to stop at interesting places or just to admire the views. I could now bore you with a long tale of the nice roads we drove on the first day, but it's best to experience Wales yourself. A few pictures of some of the first days highlights ...
And with about half an hour's drive from the finish in Aberystwyth left, the heaven's decided to open up properly. With some very heavy rain and hail coming down I was glad that 't kreng is fairly rain proof now. Didn't really want to swap places with the teams driving behind me with the top down. Luckily for them they didn't have to stop and by the time we arrived at our hotel for the night, the rain had stopped. The evening was spent mostly at the bar ...
The second day's drive was much shorter, but again with some fabulous roads. Sadly the weather changed for the worse with lots of rain. Which of course meant that the stops to admire the views were down to an absolute minimum. And when we did stop we made sure to get out of the car and into the pubs as quickly as we could. The rain also meant that visibility was poor, forcing me to drive at a for me rather sedate pace. At least that gave me the opportunity to investigate the funny noises that seemed to be emitted from the gearbox in more detail. At first it sounded like the noise was only there while not in fourth gear. Which might point to a worn bearing between the input-shaft and the main-shaft. But after a while I found out it was there in all gears but not at all speeds. But as the gear change was still as it had been for the past few years and the 'box is still quiet while in neutral, I didn't bother to much about it. Something to investigate before the International AutoEcosse in less than two weeks time.
And by the time we reached the finish in Newtown it had almost completely stopped raining. But when we passed the "Flying Shuttle" we didn't see any Triumphs there. So after another check to make sure there was no one, we carried on towards our hotel in the centre of Newtown for a quiet night.
On the Monday after the event we took a scenic route from Newtown, heading south across the Bristol Channel, for a visit to Neil Revington's premises. Needles to say it was rather nice chatting with Neil and Alan on things Triumph, even learned some things on TR7's. After the visit we headed east towards Salisbury, where we'd planned to spend our last night. We even managed to find a hotel within walking distance from the city centre and with a room with a lovely view ...
Our original plan was to use a scenic route along the southern coast to drive home on the Tuesday. Sadly the forecast (and the weather) turned out to be pretty wet. So as we had seen enough wet British country side through misty car windows, we decided to walk into town and pay a visit to the Cathedral ...
And a few hours after noon we headed back home. Many thanks to Michael for organising this great event and to Ants for a very nice route. It was a lovely weekend, clearly CT the Club that does :-)
posted by Beansnoreply@blogger.com 20th May 2013 10:42pm gmt
Back axle version 1.1
When I started the restoration of my DHC it was to provide me with a reliable TR7 to bridge the gap while working on the next and hopefully last stage of the upgrades for 't Kreng. Which automatically means that I won't start with any physical work on 't Kreng before the DHC is in proper working condition. But so far the DHC has not shown the reliability I am used to with my TR7's. Since the car came back on the road almost three years ago I had the change or repair a lot of items. As there were two leaking water-pumps, one leaking clutch master cylinder, two bad gearboxes, one worn clutch assembly, one shattered door mirror, one worn viscous coupling, one cracked fan, one broken prop shaft and of course the problems I encountered with the paint ...
As a result of all these problems with the DHC so far work on the rejuvenation of 't Kreng has been postponed for the time being. But not completely. As I had not much better to do with my spare time I decided to have another look at the digital version of the back axle set up for 't Kreng. And it was good to revive my AutoCad skills a bit! So I decided to model the axle and the necessary modifications in 3D, as this gives a much better impression on clearances etc.
Next on the to-do-list are the adaptations to the cars body, like the new upper axle mounting points, the chassis mount for the Panhard rod and the roll bar. Also looking in detail at a new rear brake set up.
And got a phone call today that the stiffening plates for the back axle are going into production soon and that the alloy sheets for the sump guards have arrived too. It looks like it's going to be a busy summer.
posted by Beansnoreply@blogger.com 30th April 2013 10:01pm gmt
Getting ready for summer
... Or the last major finishing touches for the DHC (hopefully!). There have been several failed attempts over the past 5 months to work on the car, but due to illness (both mine and the workshop's owner), work commitments or just no motivation to work on the cars for various, reasons they were all postponed. But today I at last had a go at changing the clutch assembly, gearbox and prop shaft of the DHC. In preparation for the swap I brought the DHC out of its winter hibernation last Saturday, and the car behaved rather well from an engine and suspension point of view. But the overall experience was spoiled pretty thoroughly by very bad gear-changes in all but 5th gear. Especially changing down a gear after driving at constant speeds for a few minutes was very bad. Needed brute force to get out of gear and into neutral. And when it got out of a gear, it felt as if it was smashed out with a hammer. Not good, but I arrived at a friend's workshop with no problems.
Changing the clutch assembly and gearbox proved to be a pretty straight forward job. Mainly thanks to some proper tools, like a 4-post lift and a rolling hydraulic gearbox/axle stand. And inspecting the parts coming of the car didn't make me any wiser. OK one side of the clutch plate was slightly contaminated with oil but not enough for any big problems. And compared to the "new" 'box, the old one felt pretty loose, but again nothing clearly wrong with it.
So the only thing I could do was put the new 'box on the axle stand and slide it in place, which went rather smoothly. And before long only the exhaust and interior remained. And of course something had to put up a fight. This time it was (again I should say) the tubular exhaust manifold, or more specific the lower rear mounting bolt. This refused point blank to get in its allocated place. After a rather frustrating hour or so I manoeuvred the manifold out of the engine bay to check the threads. Needles to say the bolt slipped in without any problems, and the thread was fine. But it turned out that the thread insert I fitted a few years to the upper rear bolt had somehow got dislodge a bit and as a result it got damaged. With the insert removed we tried again, but the result was the same.
And although the bolts all looked undamaged, in the end the problem was solved with new bolts. After which refitting the rest of the exhaust and the interior took just over 15 minutes ...
As it was well past 5 o'clock by now it was time to pack my gear and head for home. And needless to say it was with some anticipation that I started the engine and drove out of the workshop. Well all gear are working and although in the beginning it was a bit notchier compared with a good LT77 'box, after a few miles the gear changes became progressively better, result! Also the clutch feels much better compared to the old one (maybe not so surprising as the old assembly was almost twenty years old), and the car has become much quieter. The only problem so far is that the new 'box has a bit of a rattle with the engine idling and 'box in neutral. But I have to confess that the engine needs a tune up as it idles @ Â±500 rpm at the moment (if you can call that idling)
oh ... and I forgot my camera ...
posted by Beansnoreply@blogger.com 29th April 2013 9:41pm gmt
New back axle set-up for 't Kreng
Today I at last found some motivation to take one of my Triumphs out of hibernation, in this case 't Kreng. As she had stood idle for quite a while, it took the fuel pump some time to create enough fuel pressure to get the engine started (almost empty tank), but she did in the end. As she had been sitting outside underneath the car-port since I returned from the 24th edition of the Nachtrit in early November, it came as no surprise that she ran a little rough. The still low temperatures for the time of year didn't help there. But after a few careful kilometres to get everything on temperature she started to behave quite nicely indeed. And with some fresh German 102 RON petrol in the tank I quickly forgot that she hadn't been used for almost 5 months, it really felt good driving the car again.
And that also reminded me of the fact that, as it stands now, she'll be taken apart for the final part of a 15 year upgrade. I mentioned earlier that I have planned some body and suspension modifications, like ditching the horrid sunroof (probably will get a Viking burial!), add a welded in cage, a new suspension set-up front and rear, adding lightness and a new paintjob. And mainly thanks to the rather unseasonal weather (still rather Brrrrr.) I have managed to put some ideas for the back axle on (digital) paper.
As those of you who follow my ramblings on a regular basis know, I have been toying with the idea for a 5-link Panhard rod or a 6-link Watt's linkage set-up for the back axle. So after taking lots of measurements of the back axle and the car and doing some simple mathematic calculations I have decided that the Panhard rod option is the one to go for ...
It is fairly easy to accommodate a Panhard rod with a length of 965 mm (or 38" in old Imperial measurements). Together with my current spring set-up and ride-height the back axle should have a maximum bump travel of 85 mm. Although judging by the markers on the rear dampers 50 - 75 mm of travel is a more realistic figure. And with the mentioned rod length of 965 mm that gives a sideways movement of less than 3 mm, which shouldn't be noticeable when driving the car.
Some other advantages of this Panhard rod set-up are that I only need one fairly simple bracket for the car's body and one for the axle itself. Also this set-up should fit in the original space between the rear of the back axle and the front of the spare wheel-well.
Apart from the very positive fact that with a Watt's linkage there is no sideways axle movement, choosing for a Watt's linkage has some disadvantages. Using the linkage from the Rover SD1 back axle means I have to fabricate two mounting brackets for the body. But I also have to adapt the front of the spare-wheel-well a little to create some much needed clearance. The other option is to fabricate a central pivot point on the front of the spare-wheel-well and add two mounting brackets to the axle. So a lot more work and some extra weight compared to the Panhard rod.
But before physically starting with any work on 't Kreng I first have to finish the DHC ...
posted by Beansnoreply@blogger.com 30th March 2013 7:12pm gmt
Lots of things going on
Been rather busy with Triumph related stuff over the past few weeks. But first a little milepost in the life of Baerke, my little Land Rover. The previous Saturday morning, while on route to a friend, the odometer passed the 100.000 kilometres.
On arrival at my destiny I was greeted by the job for the day, this rather different (or should I say tasteless) lookingTR7 ...
The appointed task was dismantling the interior of this car completely so we can transport it to a (more or less) local roll cage manufacturer to discuss the possibilities/detailing for two custom cages and get a price offer.
Whilst working through the various parts of the interior we encountered lots of botch jobs, some so bad that you start to wonder what inspired the previous owner to do this. Of course there were loads of wiring bodges, lots of extra gauges and switches, and rather dodgy seat mounts.
But the biggest surprises came after the interior and all (glued!!!) carpets were removed and we put the car on the lift for some measurements for the sump guard. The bad news is that all cavities (sills, chassis legs etc.) have been injected with PUR foam. So now looking for a course in PUR foam removal. The good news is that the car is pretty solid, so a pretty good basis for a rally car, after all the foam is removed that is.
Some progress on the DHC. I received some brand new original TR7 steel wheels recently to replace the previous set. This set was a bit of a mixed bag of problems. One wheel had an air leak through the rim, one had a leak though one of the spot welds that secures the centre to the rim, and one had oxidation inside the steel causing a part porous weld while banding it. And the only good wheel got damaged by a piece of rock "crossing the road".
The new set was dropped of at a workshop last week to have them banded, from 5,5J to 6J just like the previous set. And as they will be used for more sticky tyres (again Yokohama A021-R, 185â70 R13) I have decided to go for something different and more aggressive for their colour. The general opinion so far is "Don't Like", but then I was never good at following sound advice. A little bit of Photo-shopping to give an impression how it will look ...
Also been across the border into Germany to pick up an adjustable cam sprocket for the new Sprint engine, and get some info on fabrication of the bits needed for the 5 or 6 link back axle location. Turned out there are even more firms in the area where I live that are able and possibly willing to do small quantity or one of jobs then I imagined.
And yesterday we had the traditional start of the "official" driving season, the already 10th edition of the "Nacht Van Het Oosten", better known as the Chinese Rally. Sadly I haven't had the time/motivation/conditions to prepare 't Kreng, so the Land Rover was put into action for this one. Which was surprisingly good fun. Again a good event with some interesting cars at the start...
And some of the usual suspects who found their way across the pond ...
posted by Beansnoreply@blogger.com 17th March 2013 7:43pm gmt
Still rather quiet on the Triumph front, with still no physical work done to one of the cars. I had planned to change the DHC's gearbox, clutch and prop-shaft some two weeks ago. Even went as far as checking that the car was running, tyre pressures etc were OK, and even moved over all the tools and parts to the workshop the day before. But sadly a rather persistent flu has prevented that till date. So I have to find another time slot to carry out the swap ...
On the back-axle-strengthening-front also not much progress, as the guy who is coordinating the job has been out of his work for 2 months due to an injury. At least that gave us some time to make a wooden template using a full scale print out of my design. I have to admit that I was rather pleased by the fact that it was a near perfect fit, no adjustments to the dimensions are needed ...
Some of the holes around the differential didn't line up 100% but that was due to the fact that we used a rather crude drill to do the job. Most importantly the mounting holes for the clamps on the outside of the brace are centred nicely around the axle-tube.
Than a more worrying bit, I can't seem to make up my mind whether to modify the back axle to four parallel links + Watt's linkage or stick to the original layout. At the moment I think the best thing to do is use one of the spare body shells somewhere this spring and use that to make a mock-up for the pickup points for the axle, Watt's linkage and anti roll bar. That at least should give a decent indication of the work involved with the set-up I have in mind.
So to keep my mind occupied for the time being, I decided to see how the new AutoCad version which I installed recently works, and had a go at designing a 36-1 trigger wheel which I'll be needing when I convert the Sprint engine to EFI. Not yet sure if all the dimensions are 100% but I think this should do ..
And with the computer fired up I also had a go to work out the rough outlines for a sump guard, loosely based on the ones used on the works' rallye cars. Another one that will need one of the cars, this time to determine the mounting points ...
And of course, being Dutch and with the Pound loosing rapidly against the Euro, I have been ordering various parts for the engine and back axle
posted by Beansnoreply@blogger.com 27th February 2013 9:32pm gmt
Christmas period shopping
Been a while since my last update. And I have to admit that I have done nothing physical to one of my Triumphs. Mostly caused by other commitments, like starting work full time again after my illness and playing around with my new version of Photoshop. Which means I have been going over some old RAW images in my spare time, to see if there was room for improvement. Actually there was, as these pictures, shot during the maiden trip of the DHC into the Alps in the summer of 2010, clearly show ...
But that doesn't imply I have been completely idle on things TR7 related. Over the past month or so I have been busy sourcing parts for my new Sprint engine and the rejuvenation of 't Kreng. First parts I received were a brand new matched crown wheel and pinion set for the back axle I will be building and a set of +0.040" Sprint pistons from Australia ...
But then one of my friends spoiled it all, by pointing me to an advert on the internet for a brand new and ready to fit Sprint head still in its original box, and not that far away from home either ...
So maybe the DHC will get a Sprint engine too somewhere in the future. And it turned out that the guy advertising the head also had some original (Austin/Rover) TR7 panels for sale. You never know when you are going to need them ...
And with the shiny bits done it was time to start sorting through my spare parts in search of an engine block suitable to use for the new Sprint engine. I wanted to use the original Dolly Sprint engine I took apart some time ago but as this is in such good condition I will probably put it back together as a spare engine. So I choose the engine block and parts from a very low mileage Californian spec DHC. The added bonus with this engine is that it does need a light rebore, and there is no way I am going to use those silly low compression pistons (indeed no plans for a turbo or blower yet) ...
With the engine removed from the storage shed I went through my spare back axles. Because I have decided on converting the rear suspension of the car to four parallel links with either a Watts linkage or a Panhard rod, I will have to weld some new mounting brackets to the axle. Which is why I choose the worst looking axle from the three I have lying around ...
This immediately explains why I bought a new CWP set, all three axles have a 3.45:1 ratio and for 't Kreng I really want the shorter 3.90:1 ratio as it suits the car much better. The remaining 3.45:1 axles and parts will be kept as spares for the DHC. But at the current rate of wear they might be in the storage shed for a very long time yet.
On closer inspection the worst axle (from a fairly low mileage Solihull FHC that had been lying abandoned out in the open for over 4 years) it turned out to be in pretty good shape too. Internals are very good with no noticeable play. And even all the brackets are in pretty good shape, with only surface rust on them. Almost blasphemous to cut them of ...
And of course I wanted to change the DHC's gearbox during my Christmas holiday but that is postponed for another few weeks.
posted by Beansnoreply@blogger.com 09th January 2013 1:09pm gmt
Back axle strengthening
This is one in the category that I wouldn't have done to my car, were it not for the fact that a friend managed to break the back axle of his rally car at the end of this stage during the Deutschland Rally. And because he doesn't want to source and adapt a 4HA Jaguar based axle yet, we had a closer look at what had happened.
The problem was caused by a failure of the two puddle welds holding the right hand axle tube into the differential casing. Clearly the amount of torque available from a modified V8 together with the rough stages had been just that bit too much. So we needed a modification.
Searching through some old CCC articles on building a TR7V8 rally car, learned how to solve what is apparently the only weakness of the 5-speed back axle, i.e.: the fitting of the tubes into the differential casing. These tubes are normally pressed into the casings and welds are built up on the tubes through holes already in the casing. These welds are not intended to bond to the casing, but act as spigots or retaining pins. Unfortunately there are only two of these 'puddle' welds per side, and in this case the two on the right hand-side failed.
According to the people at CCC all that appears to be necessary to solve the problem is to increase the number of puddle welds to four per side. But we decide that we would go one stage further for the rally car, so we had a good look at the stiffening plate from a friend's Mk2 Escort back axle. And after some careful measuring on a spare axle and underneath the car, and a strength analyses we came up with this stiffening plate ...
At the time of writing the drawing file is away to a company to give us a quotation to get the plate laser-cut and the brackets machined. And after all the work I put in to get this far I don't see a point in not using one myself. So we will have a small batch made, depending on the price ...
posted by Beansnoreply@blogger.com 20th November 2012 12:37am gmt
The RBRR 2012 from the co-driver's seat
It has taken much longer than I hoped for, but at last I finished the photograph's I shot as co-driver with team 44 during Club Triumph's RBRR which took place last month. This was completely caused by the fact that shortly after the event (which coincided with my holiday) I received my new computer, only to find out it wasn't quite the spec I ordered. This issue was sorted without any problems, but it meant I could only start with installing all the software transferring data etc. well after my holiday. Which meant it had to be done in the evening hours. But since last weekend (almost) everything is working as it should, so I could start with the photo's in earnest. Below you'll find a selection of the pictures taken during the run. One way or another there are a fair few wedges in there ...
Meeting up with Gurtie, the car that Dave, Steve and I would have to share for the next 48+ hours;
At the Plough it was business as usual, with a parking area overflowing with Triumph's, lots of last minute spannering going on, and rain of course;
Just after 18:00h we were flagged of, to join the Friday evening rush hour traffic of Enfield and the A10. Heading into the night towards Blythe, Carter Bar (don't mention Lambrini in Scotlandshire for the next decade or two) and towards Edinburgh Airport. Best moment of this part of the route must have been the HGV that almost literally came flying at full blast, over one of the many blind brows in the A68 (which north of the border seems to be called the 'roller coaster' for obvious reasons)
From Edinburgh Airport we headed further north towards the next stop at Skiach Services ...
and from there ever deeper into the night and further North towards John O'Groats for breakfast ...
After a hearty breakfast it was time to start the long haul down South towards Land's End. But first we had to cross Scotland from North to South ...
... to get back to England and into the twilight zone of Tebay Services. One way or another we were constantly being chased by or chasing wedges ...
Next stop, Gledrid Services ...
Deepest darkest Wales, the Sugar Loaf control ...
Whitehouse Services ...
And finally dawn (and breakfast) at Land's End ...
With breakfast finished it was time for the final stages back to Enfield. So we left Land's End and headed North for the picturesque control stop at Bude Castle ..
After Bude I was so busy with the navigating that I didn't take much more pictures. So to finish this selection a few photo's of some of the people who made it all possible, a tribute to all the volunteers who marshalled at the various control stops. And a handful of the supporters in the night ...
Did anyone mention Lambrini?
For a more complete write-up of "our" RBRR have a look at Steve's weblog.
And a few more pictures can be found in the photo album on the Club Triumph website
Oohh ... and as for the car of the event, in my humble opinion that must be Mike Weaver's fantastic Stag powered 4x4 Mk2 Estate prototype, here with Mike busy with his routine-control-stop-check at Bude Castle ...
And will this be the car of the event for the RBRR 2014?
posted by Beansnoreply@blogger.com 17th November 2012 2:02pm gmt
New Sprint engine (part 4)
It's been a while since I dropped of two Sprint heads for some old fashioned modifications. But last week I got a message on my mobile phone saying that the head was ready. Needless to say I couldn't wait to pick it up! Have to say that it certainly has been worth the wait.
But before the actual work on the ports started, first thing to do was decide which of the two heads would be used for the treatment. So to start with they were pressure tested to check for cracks and porosity, and they both passed this test.
Next test was checking if they were warped. This showed a clear winner, the head that came from my spare Sprint engine turned out to be completely flat. The spare head I acquired many years ago turned out to be slightly warped (0.25 mm concave). This is certainly re-usable but no point in not using my best parts.
The chosen head after it had been removed from the engine ...
And when I entered the work shop last Saturday this clean and very shiny cylinder head greeted me ...
Work that has been done to the head includes opening up the ports slightly and polishing them, blending in the valve seats, re-cutting the seats and grinding in the valves.
Also the inlet manifold I acquired over a year ago (how time flies) was matched to the head and doweled for a smooth flow from the throttle bodies into the cylinders. And the manifold's ports received some extra attention.
And last but not least the head was skimmed to increase the compression ratio from 9.5:1 to about 10:1. Added bonus was that this skim got rid of all the pitting caused by corrosion.
posted by Beansnoreply@blogger.com 11th November 2012 10:18pm gmt
A little experiment
In one of my earlier posts I reported on the new rear axle links for 't Kreng. One of their disadvantages is that I now have to find a new location for the rear anti roll bar, as the mounting points to the lower link will be gone with this new set up.
In order to give me an indication on what the rear ARB does or doesnât on this car I decided on a little experiment. I removed the rear ARB and took the car for a little spin in the area. First impression, driving carefully to warm up everything gently, was rather positive. The car felt as she had done since I fitted the rear coil-overs.
But with everything on temperature I put my foot down a bit more. Normally the car's handling should have been biased toward under-steer, which she did but the rear could be made to step out quite easily, actually to easily. There was also noticeable more roll at the rear, which was hardly surprising of course, but still much less compared to the DHC. Also the balance wasn't as good as it used to be, it just didn't feel right. But the biggest problem was revealed on a roundabout. As there was no traffic I decided to provoke a reaction from the rear suspension by suddenly changing direction. With the roll bar fitted this wouldn't have created much of a problem, but now it provoked a rather vicious reaction from the rear. Actually so vicious that even at under the speed limit there (50 km/h in 2nd gear) the car decided to bite back, and point her nose in the opposite direction ... oops. At least that showed me quite clearly that this spring/shock-absorber set-up really needs a decent ARB at the rear. To even further proof this point I took her onto a wide and fairly smooth gravel track. Scary and rather unpredictable sum it up quite nicely.
So on returning home I quickly re-fitted the ARB and took her out for another spin just to see how she really should be, which was rather good fun and much more confidence inspiring. So now comes the next task, finding a suitable ARB and an alternative location. For this I will use this set up as my guide line ...
And I was also reminded of the fact that the clutch release bearing is starting to get noisy when releasing the clutch after gear changes. Looks like it's going to be a busy winter.
And for those waiting for my pictures from Club Triumphs RBRR 2012, I am still busy with arranging my new computer. Took me all afternoon to get all the screen and calibration software going under Microsoft. Hopefully I have everything up and running next week, so a little teaser of Gurtie at the Struie Hill viewpoint in glorious Scottish weather ...
posted by Beansnoreply@blogger.com 24th October 2012 11:00pm gmt
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