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I think this shot describes the state of the Imp better than an words ever could. This is following heavy rain, during which water was running out of that arch corner. Yes, the tarmac was clean beforehand. Does make me wonder just how much can be saved though.
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Anything can be saved, you just need more patience!
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Koos
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Absolutely - my comment was more refering to the amount of original metal that will remain when I'm finished. Quick update: on Wednesday I picked up a reground crankshaft, a set of bearing shells, and an oil pump from Dennis Allt (who sold this car to my dad back in 2004). Other than a couple of seals and maybe a set of big end bolts I now have everything required to rebuild the engine. I hope to have that done soon so I can swap it back in before the Imp national and RRG - it'll be nice to have an engine that's capable of more than 60mph on the motorway, doesn't smoke out the whole of Cotham at startup and belongs to me: I'm driving everywhere gently to try to keep this engine in one peice as it's not mine and has over 96,000 miles on the clock... The MOT on this expires on 21st September, so I hope to have the Clan sorted by then.
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What head cam and carbs is this one gonna have?
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Koos
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Same as before - the only things I'm changing are the crank, shells, oil pump and gaskets. I've not even taken the head off. 875cc with L4 head (late standard type with oil drain, double valve springs, sport cam), sport valves, sport exhaust, sport CD125 stroms, sport dizzy. Head ported around valve pockets, matched to manifolds. Should be ~sport power (51bhp nett), maybe a tiny bit more. Cartinaly goes better on fast A-roads an motorways than a standard Mk2 engine.
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Wouldn't a 28/36 Dcd be better than Strombergs? Or maybe a Fish if you can still find one.
Everything Ive driven with Shitbergs has felt flat and gutless.
Better still efi! A set of bike throttle bodies and a megasquirt....
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Last Edit: Jul 7, 2012 10:37:10 GMT by mdh
Koos
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In that case there's been something wrong with the Stroms. ;D I suppose they don't quick give the kick-in-the-back of a fixed choke carb with an accelerator pump, but there's just as much power. The advatages of the stroms: 1) I have them, and they are in good nick - they don't leak and they stay balanced 2) They are already set-up for the engine so I don't need to change needles, jets, chokes, etc. 3) They are already on the car and working so I don't need to muck about with throttle linkages (unlike with a 28/36...) 4) They give a nice smooth drive and 50mpg on a gentle run: remember that this is my only car 5) I have a brand-new spare set 6) The manifold is already match-ported to the head. 7) Everyone thinks they're awful, and I like proving people wrong. Any other carb and manifold is going to come in at £150+, and not be set up for the engine. And if it's a 28/36 the throttle spindle will probably be knackered. Rolling road setup won't leave much change from £200. I'd rather spend the cash on the Clan TBH. EFI and mapped ignition will happen on the eventual silly engine for the Clan. ;D
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I beg to differ... www.imps4ever.info/tech/carbs.htmlHers a couple of extrcts.. A Weber 28/36 never needs mixture adjustment A Weber never needs re-balancing (as Strombergs regularly do). Re-balancing is an awkward job on an Imp A Weber does not have diaphragms that may split or o-rings that might leak A Weber takes up half the space, so it's much easier to get at and work on Its throttle and choke linkage is less complicated Throttle response It can be very economical when driven on primary choke. When floored, the second choke also operates and gives extremely good acceleration. Twin Strombergs operate best on light throttle and tend to feel flat when floored. Theres lots more there too...
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Koos
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That's not a new webiste for me, but thanks anyway. A couple of other quote from that page for your amusement: "Your" points in turn: A Weber 28/36 never needs mixture adjustment Plain wrong. Any time the exhaust, air filter, ignition timing or valve clearances are changed the idle volume screw will need adjusting. 28/36s aren't magic in that regard. A Weber never needs re-balancing (as Strombergs regularly do). Re-balancing is an awkward job on an Imp True. But my carbs are a good pair and stay in balance - I did 4,000 miles without touching them. And I don't find it a difficult job anyway. A Weber does not have diaphragms that may split or o-rings that might leak True. But my diaphragms and my o-rings are new and don't leak. A Weber takes up half the space, so it's much easier to get at and work on True - but I don't find access that bad TBH, and theres precious little room for a decent air filter on the Weber. Its throttle and choke linkage is less complicated Depends entirely on the setup. I know that a lot of people in the club have had issues with either too much or not enough cable travel and have had to fabricate linkages themselves. The stroms are designed for the car and just bolt together. Throttle response It can be very economical when driven on primary choke. When floored, the second choke also operates and gives extremely good acceleration. Twin Strombergs operate best on light throttle and tend to feel flat when floored. Not driven with one, so can't comment. My engine with twin stroms is not flat - far from it - unless you catch it off-cam. But if anything a Weber will be worse at what off-cam due to low air speeds. NB: The correct oil in the dashpots is essential - it MUST be engine oil. Anything lighter (eg 3-in-1) and it will be lean and thus flat on acceleration. Yes, the pistons in the Stroms will restrict the flow a bit. But twin 125 stroms are good to ~75 bhp, and my engine will only ever make ~55bhp regardless of carbs: the valves just aren't big enough to make any more. As it is I have a pair of carbs that fuel the engine as perfectly as a carb can (my biggest gripe with the stroms is that the mixture varies with ambient temperature - but that applies to any carb) and are smooth and reliable. I've done all the fault-finding wrt to the carbs on this engine so I know my way round the stroms and I don't fancy starting all over again with a different carb to learn. I suppose I might shave a 10th or two of a second off the 0-60 with a Weber - but I might not. I'm not about to spend £200+ on a carb ('cos that's what a good Weber with a manifold costs now) that won't run right 'cos the jets are the wrong size so will need setting up (for a further £200+) just to see if there might be a tiny benefit to be gained somewhere. It's very easy to spend other people's money, isn't it? I'd rather put the money towards the Clan and shave whole seconds off by losing 200kg and a lot of aerodynamic drag. Discussion over. My car, my way. The very last word on this subject: I'm sticking with the Stroms.
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Last Edit: Jul 8, 2012 17:56:12 GMT by jrevillug
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Ah lads, don't be fighting.
I love imps. I've had a few. One with a 998, Andy Chesman wills ring head, block strengthen plate, twin 40s, R20 cam. Boy did it rev. I could pull an indicated 90mph in 3rd. The wing mirrors would bend back at 90odd, the wipers would hop about madly and very worryingly the steering would get very light at just over the ton.
Most enjoyable one I had though was a nice 875 L4, solex with bigger main jet and choke tube, stiletto exhaust and an electric fan. Nice little nippy car. Steve
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Ah lads, don't be fighting. I love imps. I've had a few. One with a 998, Andy Chesman wills ring head, block strengthen plate, twin 40s, R20 cam. Boy did it rev. I could pull an indicated 90mph in 3rd. The wing mirrors would bend back at 90odd, the wipers would hop about madly and very worryingly the steering would get very light at just over the ton. Most enjoyable one I had though was a nice 875 L4, solex with bigger main jet and choke tube, stiletto exhaust and an electric fan. Nice little nippy car. Steve Not fighting really. ;D The 998 with the R20 sound mental in a very good way. I hope to build an 875 w/ R20 for my Clan - should go about as well as a 998 in an Imp. I understand that a chin spoiler at the front helps stop the steering lightening up like that. I do like the Sport-ish L4 in mine - smooth, economical, and quick enough to be held up by the traffic.
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Just realised that while I've been updating facebook with my progress, I've not put anything on here in a while. On Saturday 28th July, I started the engine swap - I timed in the camshaft (using the DTI I borrowed from an Imp Club member), sealed the cambox, and then started to remove the engine I had borrowed from the same Imp Club member - legend - at a leisurely pace. Long story short, at about 11pm my engine was fitted (complete with new water pump, hoses, jubilee clips, etc.), and the oil system primed (spinning with plugs removed). I put the plugs in, timed the ignition by eye, turned the key - and it started first time. At that point there were 78612 miles on the odometer. On Sunday evening, I posted this on Facebook: Monday Evening: Wednesday: Today I had to do a motorway journey, so rather than risk localised hotspots through running without a rad cap, I fitted the pressure cap. The result? In addition, it's pulling well from low down, revving freely, goes very well in the power band, and sounds very smooth (rattly clutch cover and noisy transaxle excepted). Very happy indeed - it's great to have that extra bit of go again. ;D ;D ;D As much for my records and anything else, it's an 875 L4 with sport: cam; valves; inlet manifold and carbs; exhaust; and dizzy. Inlet clearances now 9 thou, exhaust 14 thou. Cam set to ~51/52 thou lift at TDC. Ignition still ~5 degrees BTDC static. Mixture about 10-11 flats down from top (coarse thread on these bias-needle Stroms). CR unknown, running super unleaded (V-power for preference).
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Last Edit: Aug 5, 2012 0:01:21 GMT by jrevillug
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I'm glad everything is running smoothly so far, its refreshing to hear someone standing up for the Strombergs for once, I've got a pair of 125s that will go into mine, and because so many people are criticising them without taking the time to properly set them up they are cheap as chips - £40 for the pair with all the bits and inlet manifold! Maybe they feel flat and gutless because of the mechanic and not the parts Keeping it 875 nice! If only more of us impers had faith in the standard capacity instead of being quick to build a 998 on the grounds that it would better just because of the larger size! I'm thinking a little video wouldn't go a miss to hear how smooth she runs, imp pr0n! Maybe when mines done come Jan-feb I'll leave the confines of the capital and get you out for a drive! That is if you don't have her back in the garage by then ;p
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I'm glad everything is running smoothly so far, its refreshing to hear someone standing up for the Strombergs for once, I've got a pair of 125s that will go into mine, and because so many people are criticising them without taking the time to properly set them up they are cheap as chips - £40 for the pair with all the bits and inlet manifold! Maybe they feel flat and gutless because of the mechanic and not the parts Keeping it 875 nice! If only more of us impers had faith in the standard capacity instead of being quick to build a 998 on the grounds that it would better just because of the larger size! I'm thinking a little video wouldn't go a miss to hear how smooth she runs, imp pr0n! Maybe when mines done come Jan-feb I'll leave the confines of the capital and get you out for a drive! That is if you don't have her back in the garage by then ;p Cheers. Just back from a quick blast to the Clan's hidey hole, and it was going rather nicely - certainly full throttle didn't seem to be holding back. I'd like a 1040, but that's not going to happen, so 875cc is the future. ;D I might try a vid, but my camera's not great. By January, the Clan should be on the road, and this will be stripped down for welding - I spotted a new hole in the floor the other day.
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Good to hear, not about the hole though :/ the clan will be ready by then? Which one do you plan to take to national 2013? Surely keeping the 875 will result in higher revs than the 1040? I guess it depends what you want from the engine. What exhaust manifold are you using on the imp? I'm in the process of tracking one down but not too sure yet which to go for. Sadly I only took mine around the block before it was into the garage for a full resto so still don't fully know what driving an imps like! ):
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The hole's not entirely unexpected - it's quite rusty. The clan should be on the road (although not finished) by October, when the Imp's MOT runs out. I'm planning to take the Clan to the National in 2013 - I realise that it's the 50th, but I don't think the Imp will be done. Getting the same power from an 875 will need more revs than a 1040, yes - and that would mean that it would be virtually undrivable on the road. If you just want something fun with an engine that screams up to 8000(+)rpm, and are content with a little less power, there's nothing wrong with an 875. I'm using a Sport exhaust system on my Imp - the Janspeed small bore is supposed to flow better, and is available new, but isn't cheap. Driving an Imp is great - direct and communicative. Not fast, but when you grin like that at 45, who needs to go quickly? ;D
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Yeah I'm going to build up the 875 drive it for a while like that and see how it goes, the janspeeds seem to be worth their weight in gold! I guess it gets to a certain point with these engines where to get a little bit more power you really start throwing money at them. Hey the more fun you can have without going fast the better, I really can't afford to be collecting any points for speeding I've already been a naughty boy and got 3! 8000rpm does sound tasty, with the sport exhaust and the stroms whats the sound level like? These imps are bordering if not crossing the sound limit with janspeed system just wondering if I'm likely to be pulled with the sport exhaust, I live in an area with plenty of pc plods that'll pick on the slightest thing and don't want to be hoofing it to be pulled 50m down the road for noise pollution! If I could get away with it I'd love a straight pipe! Clan for the 50th sounds acceptable
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Sorry for not replying sooner - been a bit busy lately. Yeah, these engines get expensive quickly, especially if you want anything more exoic than production bits (which leaves you with just about the engine I've got). One of the biggest issues is how well 'balanced' they are: every part compliments the other, so to go faster you have to change everything: carbs, exhaust, cam and dizzy, and inlet valve sizes. Not long ago I ran a standard un-opened Mk2 lump with the carbs, exhaust and dizzy from the Sport - and it was no faster than a well set up Mk2 as it was strangled by the valves and camshaft. I've not collected any points yet, but I did manage to get an invitation to a speed awareness course while driving this. The sound level's quite reasonable - not enough to really turn heads while accelerating uphill in Bristol. I know that a complete Janspeed can be quite noisy, but alternative silencers on the Janspeed manifold can help there. BTW, the Janspeed manifold is now being made by Maniflow and is listed on their website. BTW, was it you that I spoke to at the Gathering? You looking at things in the engine bay, mentioned having an Imp under restoration, me long haired yeti. Just a quick update - the odometer's now reading 79,723 miles, so I've done 1111 miles (no, that number wasn't planned :shock: ) since putting the engine in, and just about 1000 since changing the oil. I've topped the oil up once - put about a pint in - although it's turned out that it didn't really need all of it despite the leak: I managed to over-fill it slightly. It's not needed any coolant. The brakes were adjusted up when the engine went in, and they could ideally be done again, and I gave it a couple of clicks more advance (less than 1/4 turn on the 25D4 vernier), which perked it up a little and made it very responsive throughout the range without showing up any of the over-advance problems (pinking, hunting etc.). Otherwise I've just been putting petrol in it and driving it all over the place, frequently at speed: it's really very happy sitting at about 75 on the motorway and feels as though it'll do so all day long, with the result that 60 now feels glacially slow. There's enough go left at that speed for well-planned overtaking manouvers, and it'll accelerate up a gentle incline from 80 without quite needing what. That said, there's a bit of rear wheel wobble which sets in somewhere between 75 and 80, and it's unpleasant in a side wind above ~60. All speeds obviously in kph... And it's returning 40-45mpg on a ~45 mile motorway trip at those speeds. Really very happy with that result - can't wait to get that engine in the Clan... ;D The only flies in the ointment are that oil leak and the rust getting worse: not a chance of an MOT without a LOT of welding this time and I'd rather take it off the road and do it properly than slap a few plates over the holes. And the Clan's still not in a workshop, so there's no chance of getting that on the road by the Imp's MOT expiry on 21st September so it looks as though I'll have to buy something cheap'n'nasty to run around in. Ah well.
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Sept 23, 2012 19:07:30 GMT
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As of about 10pm last Friday night my Imp is officialy off the road, and I miss it already: it's been around for very nearly 8 years, and was the first car I drove on my own after passing my test. It's been all over the country and while it's not been infallible driving it has always been an event: something to look forward to. Sadly the rust has got such a hold that there wasn't a snowball's chance in hell of it passing an MOT without needing fairly extensive welding. I could have patched it up, but decided that the extent made a full stripdown and rebuild a better option: if I just patched it there probably wouldn't be much left to weld to for next year's MOT. And I've barely started on the Clan so to keep me mobile I've bought a wedge-shape Rover 414. It's quiet, comfortable, competant, and is pleasant enough to drive - added to which it's quite a luxury having things like a decent heater, intermittant wipers and a stereo you can hear - but it simply lacks the character of the Imp. Driving it is a non-event. As soon as the Clan is on the road, the Imp will be going in to the workshop for all the welding, along with a few other bits and pieces. I simply can't wait to drive it again: I'd like to get it on the road by the national next year - which might be possible given that I'm not after a show-winning finish but something solid and eminently usable - but realistically I think it's unlikely. I am, however, absolutely determined to get it back on the road, and to keep it there. I suppose the next update will be getting it into the workshop and starting the stripdown.
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Last Edit: Sept 23, 2012 19:07:56 GMT by jrevillug
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Sept 24, 2012 11:19:54 GMT
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A sad day indeed.
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Koos
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