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Aug 30, 2023 11:20:03 GMT
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jmsheahan - Haselbury Mill, Crewkerne. Not far from where I live. I was there for lunch Sunday 13th August - great carvery restaurant Yes, about 4 miles from me. Drove past it this morning on my way to work. Haven’t been in for a while - seems the owners collecting is growing apace. They hold shows and gatherings periodically 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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Aug 26, 2023 20:03:56 GMT
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Is it finished yet? 😛
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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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Aug 23, 2023 11:34:08 GMT
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The Bath CAZ only applies to commercially used diesel vehicles. At this point in time yes. Though, IMO, if you are not a resident you need to be desperate or lost to be driving in central Bath anyway (park ‘n ride FTW!). Bristol is more of a problem though as it’s LEZ extends a fair way west and includes a sections of the A4 and A3029, which is catching people out. LEZ applies to pretty much all diesels to approx 2015, so that’s things less than 10 years old.
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Last Edit: Aug 23, 2023 11:41:33 GMT by vitesseefi
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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Aug 22, 2023 20:44:10 GMT
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Yes, both my Triumphs come up as “compliant” as does the wife’s 2004 TT, whereas my A6 TDI (unsurprisingly) does not.
I avoid driving in London wherever possible, but it is irritating that the Heathrow car parks are just inside the expanded zone.
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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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Aug 21, 2023 21:34:42 GMT
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Looks like a good shout!
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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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Aug 20, 2023 21:20:15 GMT
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Is it on a spline or a taper?
If taper (which seems more likely), support one side of the adjacent to the shaft on some hard and heavy (anvil ideal), and give the opposite side a smart clout with big hammer. This temporarily deforms the taper and releases it.
Good idea to leave the nut on a few turns as the sometimes come off with some force.
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Last Edit: Aug 20, 2023 21:21:47 GMT by vitesseefi
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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Aug 19, 2023 12:51:02 GMT
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Last Edit: Aug 19, 2023 12:53:11 GMT by vitesseefi
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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Aug 17, 2023 19:14:17 GMT
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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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Aug 16, 2023 21:01:37 GMT
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ETA - Two 80kg blokes on the end of the pole would have shifted it though That, or snap it clean off 🙂
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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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Aug 15, 2023 21:20:37 GMT
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I usually use the brake pedal to pump the pistons most of the way out before removing from the car. May need to top up fluid for this and do them one at a time.
I also have a fitting bodged up that mates a schraeder valve stub to a brake fitting so I can use a foot pump (or even a bike pump) instead of a compressor.
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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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Aug 15, 2023 21:10:43 GMT
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Ah, well you obviously frightened it with your efforts 🙂
As for knackering the gearbox with the torque, you’d need to lock the engine to have any chance of this. Pretty sure the engine will turn well before 325Nm!
There are nearly 10N in a kg (9.81 for the pedants) so 160kg @ 2m is more like 3,200Nm….. which really is alot 😳
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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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Aug 15, 2023 20:56:44 GMT
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Well done. I wouldn’t have guessed that as the cause of your problems.
You can have fun tuning it now 🙂
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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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Aug 13, 2023 18:42:13 GMT
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I wouldn’t expect to see much/any vacuum when cranking.
The running range does depend somewhat on the engine characteristics (especially cam) but will typically be between 100 (full throttle) and about 30kPa at very light cruise and a bit less still on the over-run. Idle usually between about 45 and 70, the wilder the cam the higher the number. The point you take the vacuum from can also be a factor. Some ports on throttle bodies don’t give true vacuum.
Also, quite alot of the Ford regulators are 3.8 Bar so if you’ve put flow figures in based on 3 Bar you’ll be over-fuelling. Should be stamped on it but a gauge tells what is actually happening!
BTW, you can lean/richen the whole table by changing the “required fuel” number. Smaller number gives less fuel.
What VE table are you actually using? I first got my Vitesse running on the MS default table which was for a small block Chevy!
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Last Edit: Aug 13, 2023 18:48:43 GMT by vitesseefi
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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Aug 13, 2023 12:54:30 GMT
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Welcome. It is a little daunting when you are stood at the bottom of the learning curve, looking up!
Another thing to add is that it’s useful to have a fuel pressure gauge hooked up initially to make sure the fuel pressure regulator is doing its job. Also note that the injector flow rates are given at a specific pressure and if you are not running them at that pressure you need to correct for 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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You can get a feel for whether things are roughly as they should be without running the engine. You should be able to get live data just with the ignition on (Note. If you have a wideband O2 sensor, I strongly recommend wiring it so it’s only energised when the engine is actually running - mine is piggybacked off the fuel pump relay).
With the ignition on and the “dashboard” selected on Tuner Studio (which you can customise to add what you want to see, though defaults are pretty good) you should be able to see the inlet air temperature readings, which should both reflect actual ambient temperature if the engines not run in 12 hours. You should also see throttle position move from 0-100% when you press it (if not, run the throttle calibration utility). You should also see manifold air pressure at 100KPa - if you disconnect the end from the manifold and apply vacuum (suck on it) you should see it move downwards.
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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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Aug 12, 2023 21:54:32 GMT
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Assuming it’s running a map sensor as primary load, is the sensor connected to the manifold and giving sane readings? If it’s only seeing atmospheric pressure it will massively overfuel except at full throttle.
If using the throttle pot as primary load signal then above doesn’t apply but the throttle pot calibration needs to have been done.
Have you done the “required fuel” setup where you’ve put in the injector flows, engine cc and injector configuration?
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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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How about tackling it from the other direction? Looks like the calipers have no handbrake mechanism and the disc is intended to have an internal expanding-shoe mini-drum setup. I think that fitting the mechanism to work on the drum inside the disc would be very tricky. Therefore I’d be aiming to find an alternative caliper with a handbrake mechanism that will bolt up to the existing mounts with minimal adaption. No reason why you couldn’t use the same disc though.
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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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Don’t sell yourself short…. Those door frame corners are hard to do and your came out nice. Plenty of evidence for patience and attention to detail too. Keep up the good work 🙂
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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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Warranty to the gate….. but yes, I feel your pain.
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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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Some classy work going on here. Good to see the attention to panel gaps.
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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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