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May 19, 2024 18:24:39 GMT
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More classy work and attention to detail. Your self discipline, continuing this when the end is achingly close, is admirable.
Also frustrating for those of us awaiting the first run in car video and then the first drive video 😛
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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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May 17, 2024 20:43:04 GMT
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Ah, that would do it. Amazing that there are still a few of those devils contraptions be out there. One less now!
Thanks for feeding back
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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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May 12, 2024 21:09:41 GMT
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avmr.com/bushings/These guys have a pretty extensive catalog. They do make to order too but I’m suspecting no one-offs. What shape/size do you need?
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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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May 10, 2024 21:02:00 GMT
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I’m impressed on a number of levels. I’ve been accused of stubbornness and unreasonable in fixing stuff that was beyond fixing…. But I’m pretty sure I’d have run away from this…… Your wheelarch panel maker device is just brilliant and the resulting panel looks excellent. As for the mechanicals…. Reluctantly (I do like an engine /gearbox swap), I’d probably have agree with sticking with the Fiat basics and improving them as far as possible. The scale, layout and reverse rotation is a highly problematic combination! 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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May 10, 2024 13:06:15 GMT
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The non-turbo ones are astonishingly slow and not really any more economical.
They, and cars like them have become rare are they’ve all emigrated to Eastern Europe and West Africa as those guys know a solid workhorse when they see them.
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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 flippin’ hate modern mowers. Over-priced, under-built tat (unless you have a really expensive professional one), now with all kinds of interlocks that stop things happening. My concern with the reverse polarity incident is that you may well have fried the PMC module, so effectively your interlock circuit is broken and locking everything else out.
I should emphasise that this is a guess based on this being the only thing likely to contain semiconductors sensitive to polarity. I suppose it’s possible alternator diodes beefier be damaged too (though these are beefier devices).
Good luck….
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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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Your considered, methodical, patient approach is an example to us all!
The god of unforeseen consequences lies in wait for all we modifiers, licking his lips and waiting his chance to pounce. He certainly has a ball with me, but I don’t reckon he gets much luck with you…..
Keep up the excellent 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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Ah…. The anticipation……. High excitement 🙂
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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 would have thought in that age range the immobiliser is the main issue.
The factory Honda ECUs of that era were regarded as quite “hackable” and got transferred to other cars as a result. There were a couple of quite good forums covering it, dunno if they still exist. I didn’t go that far with the idea as I needed 6 cylinder coverage
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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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Not blocked jet as one carb feeds all and SUs don’t really block. Are you running this with choke, does the misfire start when you put the choke in? Does pulling the choke out help? Does the misfire go as the revs are increased?
If yes to above, possibly inlet manifold air leak, perhaps at the head face (could affect two cylinders more than the other two because shared ports.
Beyond that, new unfortunately doesn't mean perfect for the ignition parts and if you have one of those cheap electronic ignitions fitted they can do very strange things, especially if inadvertently fed reduced voltage via the ballast resistor (not always obvious)
Good luck!
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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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If you can get the main caps off in situ then you can change the main shells without damaging them if you are careful. Cut yourself a plastic strip just thinner than the bearings and just narrower. Piece of filler spreader works well. Must be kept spotlessly clean at all times. Use this to push on the non-tang end of the bearing and roll it out. You may need to give the end of the bearing a tap with wide bladed screwdriver and hammer to get it started. If reluctant to come out once started, you can roll the crank over in the same direction to help. Refit is more or less the reverse. Oil the new shells before fitting.
Have successfully done this on several Triumph engines, including once in a London street. Don’t recommend that.
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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 26, 2024 21:22:27 GMT
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Probably depends on how old the donor vehicle is and how integrated the ECU is with other systems. Older stuff the biggest worry is likely the immobiliser.
Fairly sure the D series is reverse rotation…..
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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 21, 2024 13:04:21 GMT
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Says £265k in the advert btw….😳
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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 21, 2024 13:02:34 GMT
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Well, I couldn’t spend that much money on a car….. because I don’t have that much.
Not money well spent IMHO.
I’ve had a car for 36 years, in service and all the road for all but the first year and I don’t think I’ve even spent £20k on that (provided I leave the fuel out anyway!)
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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 17, 2024 19:54:19 GMT
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Triumph Herald/Spitfire/Vitesse etc rack goes in front of the wheels and would also be easy to shorten. Two different ratios available 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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Apr 17, 2024 19:45:38 GMT
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At what point are you trying to separate it?
I take it you seen this (or one of the many similar 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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Apr 17, 2024 19:08:40 GMT
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Compression has to be really quite low to stop firing and compression tests on cold engines that have been standing for months/years can be seriously disappointing.
If you’ve got 60+psi on most pots it should run after a fashion and once you’ve got it thoroughly warm, another compression test will give a better indication.
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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, 2024 20:35:53 GMT
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Looks great from where I’m sitting. I do like the colour.
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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 11, 2024 19:26:45 GMT
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Meant to say (seems I no longer have editing rights?)
OP symptoms sound like the receiver dryer (what passes for it in your system design) is clogged. This means the pressure downstream of the orifice tube is nearly as high as upstream so the system works very poorly.
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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 11, 2024 19:21:41 GMT
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While I agree in principle to the above, the challenge (in this neck of the woods at least) is finding a “specialist” who
a). Actually knows more about automotive AC than I do (and I don’t know much!), or even knows how to work his automatic machine properly……
b). Doesn’t expect two limbs and a kidney in payment.
“it’s yer compressor mate”. Two different vehicles, 4 different places. It wasn’t on either vehicle….. it was something cheap and simple instead.
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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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