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Apr 22, 2020 13:18:18 GMT
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The CIS system responds very well to injector cleaner in my experience. Both GTIs and both 90s appreciated the occasional dose.
I did replace them on my second 90 (B3, 2.2 KV code) at about 160k and it made a massive difference. I had previously checked their function by yanking them all out and sticking them in jam jars, still connected. If you then bridge the fuel pump relay, so the pump runs and lift the air flap - they squirt - an you can see the spray pattern. Mine were like cheap water pistols. Two of them also dripped when they shouldn't.
Nick
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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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Apr 20, 2020 20:18:34 GMT
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Woah.... that C series is a fat boy!
Nick
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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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Apr 20, 2020 20:13:03 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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Apr 20, 2020 20:10:11 GMT
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That brings back good memories. In 1976 (!) a much younger me (8 in fact) lived on a university farm in Malawi. Just across the road from us lived a young agricultural engineer with a liking for elderly off road vehicles. He started with a series 1 Landy. When he'd finished that, after driving around for a few months he got bored and sold it to another neighbor. He then found a Unimog 404 S type long wheelbase cabriolet languishing in a scrapyard. Really early one ('56?) it had the external bonnet latches like taps. Obviously that had to be rescued. It didn't go so it was dragged back 20 miles on dirt roads behind a big Fiat saloon (2600?) belonging to a friend. The Fiat didn't like it, requiring a clutch and head gasket to make it well again. Having fixed the Fiat as penance, he then spent months (frequently "helped" by his faithful shadow from over the road) getting it working. It had a 2.2L straight 6 petrol engine, similar to that used in the saloons except with stupidly low compression, a tiny little lawnmower carb (which did nothing to tame a prodigious thirst) and weird looking waterproof dizzy and coil. The engine was seized by rust in two pots due to the intake hose having been left off. I heard some of my first really-bad-words when he first took the plugs out and water gushed from one..... He did manage to free it off but it did always smoke a bit. It was said to be one of 3 in the country, with the other two being much newer and belonging to a Chinese rice project of all things. There did turn out to be one other, brought in for some long defunct forestry project and already partly cannibalised, which yielded as few parts. Parts were a big problem except where shared with the saloons and considerable improvisation happened. Wheels and the unusual sized tyres were a particular issue, especially since it only came with 3 of the right ones! It did eventually work and the 6 pot sounded wonderful. Totally gutless though (70 hp?) IIRC it had 6 gears and 2 reverse. In normal use you started in third and worked you way up. Given a really long run up, favourable winds and a slight down-slope you might actually find a use for 6th - briefly. Doing maybe 50 mph, which apparently felt like much more if you were driving. 4th and 5th were the most useful and whined well, showing their long service. Off road though, the thing was unstoppable. Low range, 4wd, both axles with lockable diffs, portalled axles with impressive articulation. I also remember him dragging a flippin' huge tree trunk with it, snaking and weaving, all 4 wheels scrabbling. He put seats in the back and it got used for numerous joint outings by campus people to places where our cars (or pretty much anything else with wheels) could not reach. Not the actual beast but like it...... Nick
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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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1996 Audi A6 (C4) 2.5 TDI. I’ve owned it from 2003 and know the previous owners. Currently on 332k miles. Engine is is original and untouched apart from normal servicing and 1 set of injector nozzles. Gearbox is original and untouched apart from a couple of oil changes. Clutch, exhaust, starter and alternator are original. Has had a lot of suspension parts and quite a few wheel bearings, though one of the rears is still original. Body getting a little tatty, but it only gets the occasional wash. Needs suspension bushes (again!) including rear beam and handbrake cables. Nick Instant lowering, mostly at the rear, courtesy of 330 kgs of tractor weights used for another project
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Last Edit: Apr 19, 2020 20:39:17 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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Apr 14, 2020 21:52:37 GMT
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Been waylaid welding an early 60s Mini today, s Eeeeek - nasty flashbacks.........
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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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Apr 14, 2020 21:44:13 GMT
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I love the fact that the heading says "for the rectification of simple faults". Is there such a thing as a simple fault on Jag V12's? I was going to say the same but you beat me to it Take my hat off to you Zelandeth, Jag XJS V12 and Citroen Xantia Activa - great cars both, but...... simple life it is not! Nick
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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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Try an Audi TT 🙄
Nick
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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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Apr 13, 2020 21:26:15 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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That's just weird..... he did he do that....
Nick
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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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Whether they're fine or not entirely depends on how they're driven. If you're just pootling round local they will both have issues. Diesels will have issues in a shorter time period than petrol's but they'll all end up equally knackered. What I suggest to people in that scenario is at least once a week go out to a A road/motorway and give it a good thrash and get it hot. Also just because a DMF means you can drive round smoothly at 30mph in 5th gear doesn't mean you should. Even 4th is too high in most cars. If I was buying a 2nd hand "new" car I'd go for high mileage/looked after over low mileage "one lady owner" type stuff every time. It's a false economy since all the emissions gumf was added. Spot on. Only low mileage one owner car I ever bought was nothing but trouble. My 330k A6TDI has been used hard from day one and has mostly done medium to long haul miles. I think the longest period of downtime it’s had was spent in an airport car park when we went to Oz - otherwise it’s used daily. Throw in regular oil changes and the engine is still in great shape. Of course the emissions gear was simpler then and is now mostly gone/disabled. Ironically it smokes far less now! Won’t be buying a modern diesel...... Nick
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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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I tend to use Cohline hose. Others use Gates Barricade. Cohline 2240 is working well for me and seems to last. Available from Glencoe, Merlin and no doubt others too. Nick
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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 Alfa 155 V6......😳
Can’t quite decide if the gods are angry..... or just partying?
Nick
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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 are probably aware but ethanol content in petrol can make some rubber hoses permeable to the extent that you get a persistent fuel stink with no sign of wetness. Strangely the older OE pipes don't seem to suffer much with this but more recent replacements should be viewed with suspicion. Took me ages to find the source of the fuel stench in my 2.5PI - turned out all the new flexihose I'd used when I EFI'd it was curse word!
Nick
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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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Very good You are making it look easy.... Nick
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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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Vitesse 2L FI somewhere in the Julian Alps
Nick
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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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All the right bits then. Hope wedging the pedal does the trick!
Nick
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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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Did you fit new seals only, or pistons as well? What source?
Won't be the dust covers. Assembly with brake fluid should be fine, though most rebuild kits come with either red rubber grease or silicone grease for assembly.
We had a persistent issue just like this with some new (repro) Girling 16PB calipers. Pretty sure that was because the profile of the groove the seal sits in was wrong (certainly different to OE ones) - which won't be your problem - but what was interesting was how different seal kits changed their behavior. The ones they came with were quite soft - gave a very long pedal. OE Girling ones were dimensionally the same, but slightly harder compound. Hard pedal, brakes stayed on (& pistons very hard to get out again),whereas some pre-used and slightly compressed Girling OE ones nearly worked, but still tended to a slightly long pedal. Lube didn't seem to make alot of difference.
We could get them working for a while by removing the pads, pumping the pistons out a little then easing them back until the pads could just be worked in there. That would work for a few hundred miles until the pads wore down - they just would not self-adjust at the right point.
It was suggested that we pump the brakes on hard and wedge the pedal to hold it there overnight. Didn't work for us, but might be worth a try?
Nick
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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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I've seen youtube videos of people pressure washing them internally (hot tip, the cheaper, lower powered washers are better and less likely to blow holes through).
TBH, your numbers look more like running slightly rich to me. Do you have any exhaust leaks upstream of the O2 sensor that might be fooling it?
Re the cooling system, if it's not overheating it's probably full enough. You'll never get all the air out without a bleed point at the highest point, given the size of the pipe in question. Have a similar issue, though less extreme, with my Vitesse. The Thermostat is below water though. On my GT6 I have a modern (Golf) radiator and separate header tank mounted higher up on the bulkhead with air-bleed points at the top of the rad and thermostat housing piped back to the header tank. Seems to work just fine. Could you get the thermostat section to sit lower down? Do you even need to?
Nick
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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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Thanks Chris.
I've used Dinitrol products before but cavity waxes (ML 3125 IIRC) and the insides of that car are pretty well coated!
Have bought from Rejel before. They have an offer on at present so probably will again!
Still some finishing off to do on the GT6. Mostly interior. Not my favourite part....
Nick
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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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