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It’s close! Sitting here, looking at your pic, I suspect it will actually fit if you assemble it in the right order/with right technique. Though maybe you’ve already had a good go at proving me wrong!
Have you actually measured the hole spacing on the 1200 plate vs. the 1800?
Not sure if it helps but you also have 1500 (Wolseley 1500/ Riley 1.5 / MG Magnette) which might provide an alternative plate.
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Dec 24, 2023 20:53:07 GMT
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IIIRC one of the Dinitrol products has a rust neutralisation component mixed in with the wax, so in theory you could just get it clean and dry and then just blast that (or equivalent) straight in there.
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Turbo time 😛
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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That looks a lot better than the steaming POS Mountfield that I inherited with the house. It’s not old but it very very poorly engineered and build quality is worse.
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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^^^ This. Or just leave the manufacturer plate in place unless the number has obviously been intentionally damaged - which raises different questions.
Plenty of trailers running around with no plates as the requirement was brought in relatively recently and not retrospectively applied. The only records are kept (maybe) by the manufacturers and the plates supplied are often low quality and soon become unreadable, as with this one. UK has some of the slackest trailer laws in the civilised (?) world.
Nobody will care.
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Same here. iPhone iOS 17. It does actually post though.
Get the same message when trying to follow up notifications.
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Those Smiths heater valves are all too capable of stopping almost all flow in all positions while outwardly appearing to work. Check carefully. Copies are available new. The pretend rubber used in the diaphragms is not long-lived.
Also, if both inlet and outlet stubs go into the same tank, there must be (have been) an internal baffle to direct flow through the matrix. If this goes missing, you’ll get very little heat.
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Just as well you are multi-skilled 🙂👍🏻
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Nov 30, 2023 21:44:50 GMT
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That looks like a real PITA job to me. Presumably both sides need doing too?
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Nov 26, 2023 19:21:17 GMT
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Like the easy-start suggestion. Have you ever had so much as a cough from it?
We did own a P-plate one of these for several years which was mostly fairly well behaved, but did go through a period of random refusal to restart when hot. That was eventually tracked down to a dry joint on the fuel pump relay/engine management relay (though not before its eviction notice had been signed), so unlikely to be the problem in your case. I don’t recall any ECU pond/wetness issues while hunting down the problem.
Only other thought is that I’ve found dome NGK spark plugs to be rendered useless by a single fuel flooding event. New/lightly-used being worst affected.
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Nov 25, 2023 12:29:01 GMT
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You can buy bead sealant goop as well. It works well.
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Nov 22, 2023 20:24:27 GMT
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Andy,
We could really do with a pic of the existing motor nameplate. This will give us the power rating, number of poles, supply voltage options etc. We can also work out its running and starting torque ratings.
If it’s sat there unwired then a pic inside the terminal box would help too.
We could also do with knowing whether the hoist is hydraulic. jack-screws or whatever.
The real point about star and delta in this context is that 3 phase motors can be wound/wired either for 3 x 400v, or 3 x 240v. Many of the better ones can actually be swapped from one to the other by repositioning links in the terminal box.
The important thing from your point of view is that it must be 240v capable. An inverter can make more phases, but it can’t make more voltage.
Single phase motors….. in my world of pumps at least are always bad news, usually used by farmers in dank places connected to dodgy rural mains by several hundred metres of damp string (or caravan extension cables) so all kinds of start problems due to bolt drop. Anyhow, the ones with decent start torque are the capacitor-start, capacitor-run ones. These are not the cheap ones.
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Nov 21, 2023 22:35:04 GMT
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Agree with David ref. the distributor and timing. If you have the manual, go back to first principles and get all various positions right. Also check mechanical and vacuum advance work. Mechanical not working will affect its ability to rev, vacuum has more to do with part throttle torque and response and B makes no difference at full throttle. It’s not your main problem here I don’t think.
The carb….. meh…. It’s not a performance device, but is simple and usually effective enough. If the float and needle valve are working, the jets are clear, and no vacuum leaks, there’s not much else.
How exactly does it “run like curse word”?
General lack of grunt but smooth? Willing low down but soon gets breathless? Just plain lumpy and rough everywhere? Does it start easily hot/cold?
It will be something simple. Maybe a couple of things…,
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Nov 21, 2023 22:16:39 GMT
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Looking good! vitesseefi I didn't know there were some Subaru driveshafts that don't fit the Metro shafts. Shall have to check if mine does. IF it doesn't then I'll have bought a Sure-Trac Subaru diff for nothing! Useful to know about the Fusion driveshafts though... Yeah… the majority of them unfortunately according to my experience. I’m told that the ones that fit are from the more powerful turbo cars and have a pot OD of “about 75mm”. It’s a fine line though. I’ve got some 70mm OD ones that have very skinny splines (that fit nothing else I’ve found). I’ve some 73mm OD ones that fit Fusion shafts but are still too small for R100 shafts. Those were from an 2.0 NA Forester…. Now I need either (ideally as strongest) a pair of CVs that fit the Rover shafts or another Fusion shaft to fit the one I already have. Of course the Fusion ones are available in different flavours and impossible to tell apart without dismantling…..
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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As regards the lower wishbones, we actually made two separate link arms each with a turnbuckle in it to allow adjustment of camber and toe. I’ll post a pic or two when I’m at the PC.
What are you doing about driveshafts? There is definitely a variant of the Subaru inner CV that fits straight onto the Rover driveshaft. I’ve so far failed to find any (my Subaru driveshaft collection is growing though!) but I know two people who have gone this route. There is also a version of a Ford Fusion Drive shaft to at fits one of the other Subaru CVs, is the right length and has an outer CV that fits the Rover/MGF hub.
Though lengths might be different for you given the unusual camber angles you seek!
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Nov 20, 2023 22:43:56 GMT
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I admire your sheet-metal work 🙂
That is indeed a lot of work. But worth it!
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Nov 20, 2023 22:17:50 GMT
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Coolant temperature sensor busted and making the ECU think it’s much colder and thus over-fuelling?
Also, have you tried a noid light on an injector to confirm that they are pulsing and not just “on” when cranking. Used to be a thing with GTIs (though possibly mk2, not mk3) that if engine earth was lost it would earth via injector wiring and cook the injector drivers with exactly that effect.
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Nov 20, 2023 22:10:45 GMT
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That, or something like it should do the job. Just be aware that you may need to go up a size on the inverter relative to the motor in order to get enough starting current/torque. Inverter manufacturers discriminate between “variable torque”, which is things like centrifugal pumps and fans, where initial torque is v8 low but builds with rpm, or “constant torque” where torque is high from 0 rpm like compressors, PD pumps and (probably) hoists.
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Nov 13, 2023 20:26:45 GMT
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Son’s B6 A4 TDI used to do this. In fact, that’s how he got hold of it as my brothers wife evicted it from their household for stranding them a couple of times. Always in the rain.
Long story short, their local baboon house (garage) had “mended” the wiper linkage and committed a whole catalogue of butchery in the bulkhead area in the process, among which was creating a small water leak directly above the throttle pedal and the drips would run down the wire into the throttle position sensor. This is a twin potentiometer and the ECU constantly compares the signals from both for safety and if they differ by more than a small percentage, it stops responding and returns to idle. Sometimes turning it off and on again is enough to clear it, sometimes not. It doesn’t put the check engine light on.
I fixed the water leak and dried it all out. Problem has gone away.
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Oct 26, 2023 20:49:21 GMT
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Do the glow plugs actually glow? Or even conduct electricity?
You mention that they are getting power for the correct amount of time but I’m not sure if you tested the plugs themselves.
My 2.5TDI Audi has similar starting issues but these are due to Audi decreeing that they don’t need glow plugs above 8C, but they do (especially at 350k). Once it gets cold enough to trigger the glow plugs it starts fine.
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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