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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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Oct 25, 2023 21:06:57 GMT
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Well done.🙂
Late-ish 1200 Herald should be 48bhp…. Everything needs to be just right to achieve that. Ignition timing, valve clearances, , carb, even cam timing (stretched chain?).
They do tune up quite well with mk 2 Spitfire parts. Engine swaps from 13/60s or Spitfires is straight forward. Would have had discs as standard at that age.
All Heralds had 3 synchro gearboxes. You get used to it. Or use the gearbox from a MkIV Spit which is 4 synchro and nearly a direct swap.
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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 23, 2023 20:58:03 GMT
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That’s doing it the hard way though. Starting from other peoples semi-abandoned parts heaps with four of some things, none of others with random “erratics” mixed in I’d certainly a challenge. Done three like this now and I’m not to do it again. Though that’s what I said the first 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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Oct 23, 2023 20:52:30 GMT
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Vitesse estate…… yes please…..
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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 21, 2023 19:32:48 GMT
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^^^^ This!
Thanks for posting the pics
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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 19, 2023 18:51:53 GMT
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T5 is a decent option if you can find one in the right form at a sensible price. If you can adapt the original bell housing to fit on the box that’ll save heap of work.
I think I suggested before that the 4 speed plus overdrive from the Triumph 2000/2500/TR6 might be worth a look purely because there might be enough family resemblance that it would bolt up to your engine? Also it ought to be possible to find one. Possibly the bulk of the OD unit and it’s position creates the same problems as the modern 5 speeds though? Early ones have A type OD which is quite bulky but later J-type a bit less so.
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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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Sept 30, 2023 11:08:53 GMT
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We’d been on the road about 5 days by then so the details are a bit vague….. I know very little about Moss gearboxes. I knew absolutely nothing until I skim-read this www.gomog.com/allmorgan/mossgearbox.htmlHopefully some use. Apparently some of them came with overdrive units - possibly another option? Dunno whether the bell housing pattern is anything like the later standard Triumph stuff - if so it might also be worth considering the alloy cased unit as used in the 2000/2500 saloons and various TRs. A decent proportion of these are fitted with overdrive. Plenty of options on more modern 5 speeds, though watch out for those with 1:1 5th (yes BMW, I’m looking at you). Don’t rule out 6 speeds either. The vast majority have integrated bell housings these days, which isn’t ideal.
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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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Sept 29, 2023 20:40:33 GMT
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Jeez! 😳 Total devastation…..
That’s a very sad mess.
More positively, congratulations are in for getting out of it alive and with the prospect of full recovery…..
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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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Sept 29, 2023 13:11:47 GMT
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Which truck/gearbox? Been very pleased with the Toyota W58 in my Vitesse. That’s from a Supra, but I believe the W57 variant is found in the Hilux, though that has a shorter 5th gear. Both have the benefit of a detachable bell housing. Might be worth a little rummaging on the Dellow website for ideas?
Must have gone fairly near Tamworth during our run down the east side in ‘95. Definitely stayed in Armidale. Looking at the map just now I spotted Currabubula - what great place name 🙂
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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Sept 25, 2023 22:12:36 GMT
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Agree. Good spot.
Rover 216 Vitesse had injection. (Now there’s a car that may actually be completely extinct)
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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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Sept 25, 2023 22:08:02 GMT
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I’ve been putting Falken SN832s on the Triumphs. Excellent in the wet, including very wet, and not bad in the dry, if a bit squirmy on the limit when newish. They do scrub down nicely though. As tested on track and all over the Alps….
This in 13”. Not sure how big they go. They were also very reasonably priced when I first discovered them - bit less so now but still hood value.
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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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Sept 1, 2023 17:03:22 GMT
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Yeah, the gearbox issue is a biggie. Very expensive to fix and has killed many of these cars. The actual fault is known and not in itself especially expensive on parts. However, being buried deep inside a HUGE and HEAVY transaxle makes it pretty much impossible for all but the most dedicated and well-equipped DIY’er.
The 4.2 V8s are pretty rapid for their time. Huge shove in the back that continues relentlessly well into 3 figure speeds. I didn’t test the limiter…..
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Last Edit: Sept 1, 2023 18:14:52 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 31, 2023 18:37:43 GMT
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I’ve had a couple of D2s. A 1995 4.2 Quattro Sport and later on a 1999 2.8 FWD. The 4.2 was a £750 shed, albeit a very fast shed. It had many issues, some fixable, some not. These are complex cars and not very easy to work on. It needed fixing fairly often but always made it home. They drink a lot. I once made to 30mpg (long run, driving like my grandmother, tailwind etc). Early 20s more typical, late teens if driven harder. Hard to drive hard for long in the UK though as proper rapid. The 2.8 “economy” version was a much nicer example but not without its irritations. Entirely adequate at wafting around and actually quite quick. A champion mile-muncher. Also reliably in the late 20s to early 30s mpg. Late 30s possible on a run. The PO claimed to have seen 40mpg a couple of times. I couldn’t do it. Worth noting that the 4WD of the 2.8 is nearly as thirsty as the V8 and slower than the FWD. The big killer of these cars is gearbox problems. The ZF 5HP21 used in the V8s is described as “sealed for life” by Audi, who don’t mention that it’s a short life. ZF say 40k oil change intervals. The failure rate is around 85% by 120k if not serviced. Pre-mid ‘96 examples used the 4 speed 4HP22 are tough, if less refined. They also commonly suffer water ingress to the cabin due to a series of poor design choices. One of these leaks in particular (known as “Boatengs hole” in the D2 world) delivers water directly to one of the major relay boxes….. with entirely predictable results. Suspension wise they have a very similar layout to the A4 B5/B6/B7 with similar problems. A decent example is a properly nice car. Not terribly easy to find now. Take a look on the A8 Parts forum forum.a8parts.co.uk/
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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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