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things that fell off... Print
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Saltddirk
September 10, 2017, 3:54pm Report to Moderator

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Not really fell off but needing some repair




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round the bend might be the best place to be.
slightly mad but mostly harmless
RBRR 14 16 
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Saltddirk
September 10, 2017, 3:55pm Report to Moderator

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main breakdown was our wiper motor that shorted, but beside that we need some more carburettor adjustments, the drivers window needs to be reseated, some more electrical gremlins and the overdrive solenoid needs to be replaced....
If you heard us revving till the redline, now you know why...


round the bend might be the best place to be.
slightly mad but mostly harmless
RBRR 14 16 
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Dion
September 10, 2017, 10:16pm Report to Moderator

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Things to improve: brake master cylinder leaks a little, thermostat needs replacement, middle exhaust box needs renewing (a very annoying rattle inside), passenger side window needs to be reseated, passenger door lock needs adjustment, find out what little thingy is needed to attach the vent lid rod to the knob, attach the windscreen washer tubes.
New narrow v-belt conversion / alternator / electric Revotec fan worked like a charm.  



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Tilburg, Netherlands
63 - TR4, 66 - 2000 od LPG, 73 - Stag  
previous owner of: 69 - Herald 1200 Sal, 71 - 2000 od LPG, 75 - 2500 aut LPG inj
plus a couple of other classics
A car stops being fun when it becomes an investment
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Beans
September 10, 2017, 10:24pm Report to Moderator

Theo Boonen
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Will have a proper look at the car tomorrow. But as she behaved very well the list of things that need sorting might be rather short.
Even a problem that persisted for a few years (part of the dashboard illumination not working) solved itself during the run!




1976 TR7 FHC (bought for its wheels in 2013, currently undergoing some TLC ...)
1980 TR7 DHC (a.k.a. Kermette, my first car bought in 1988 )
1981 TR7 FHC (Sprint engined, a.k.a. 't Kreng, bought as a parts donor in 1994, the rest is history as they say)

http://tr7beans.blogspot.com/
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Nick B.
September 11, 2017, 11:42am Report to Moderator

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Car behaved very well considering it was MOTed 10 days before start after a rebuild. I clocked a total sum of 4468 KM (2780 miles)

Things that need sorting:
New airfilter (after the dielsel fill up incident. Filter are soaked in oil after there has been shot diesel backwards)
OD solenoid is duff, could not engage OD more than 2-4 times a day
Horn push needs adjusting. Can only toot the horn while turning - which were very practical climbing the passes
Passenger side window needs reseating
Driverside door needs re-adjusting - got shaken out of alignment.
H-support rattled itself lose. Tghe two top-bolts need some loctite or nylocs. Were tightened twice during the run.


Apart from that I will probably pull the engine out over the winter to inspect the shells. I had a suspiciously low oilpressure at tick-over. Fine when driving.
Install a different gearbox - syncro on third is worn.



Cheers

Nick - Team 9


70 Spitfire Mk3 - Laurel Green/<br>68 GT6 MK2 - Jasmine Yellow
My Blog http://triumph-junkie.blogspot.com
RDRR2007, RBRR08
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yorkshire_spam
September 11, 2017, 2:25pm Report to Moderator

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Need to replace the oil pressure warning switch.... the culprit for our oil loss issues.
The diff whine that was annoying me before the 2015 10CR has now reached epic proportions and I think a proper rebuild is now the only option.
The "clonk" from the rear when breaking after reversing - that needs investigation.
The "knock" from the steering when cornering hard - needs investigation.
The way it pulls to the left when you brake really hard - I really should figure that one out!
And it now seems to be running about 1/8th of the gauge hotter than it did a week ago. (It does that to just annoy me)
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Radders
September 11, 2017, 2:41pm Report to Moderator

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Change propshaft before Saturday nights rally in Warwickshire as the one on the car was 'chinking' once or twice a day on the run. Adjust the rear brakes, Erm....and that's about it really.

The car performed faultlessly as usual and covered 1,880 miles door to door.  


1968 Mk1 2600 Saloon in Slate Grey.
1969 Mk1 2.5 Pi Saloon in White
1967 Mk1 2000 in Wedgewood

HCR 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017
Essex Winter Rally 2009, 2010, 2011, 2012, 2013, 2014, 2016
CT Autosolo 2010, 2011
3 Counties Rally 2010, 2011, 2017
Round Britain Reliablilty Run 2010, 2012, 2014, 2016
International Auto Ecosse 2011, 2012
Ten Countries Run 2011, 2013, 2017
23rd Nachtrit 2011, 24th Nachtrit 2012
South Coast Rally 2011, 2012
Chinese Rally 2012, 2013, 2014, 2017
Summer Rally 2012
Welsh Rally 2013
Suffolk Winter Rally 2014
BCC Santa Special 2014, 2016
Euro Tour 2015 (Fr, Ger, CZ, NL, Belgium)  
Mops on tour 2013, 2015, 2016 x2 2017
CT Warks Rally 2017
Hughes Rally 2017
East Anglian Classic 2017
Mercian Rally 2017




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JohnD
September 11, 2017, 3:12pm Report to Moderator


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Quoted from Nick B.
Car behaved very well considering it was MOTed 10 days before start after a rebuild. I clocked a total sum of 4468 KM (2780 miles)
New airfilter (after the dielsel fill up incident. Filter are soaked in oil after there has been shot diesel backwards)
Nick - Team 9


Do tell!

I did this, very early one morning coming back from Classic Le Mans.    About 8L of Diesel, topped up with petrol.
BInman behind in the barge said there were seven colours of smoke coming out, and it misfired all the way through another two tankfuls of good stuff, until I took out the plugs and hand cleaned the oily stuff out of them.
But in the air filters??  How did it go backwrads?

John


Serial Vitesse racer.

Old Blue.  1995-2001
Silverback. 2001-2007
SofS. 2007 - to date.

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Nick B.
September 11, 2017, 6:26pm Report to Moderator

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Quoted from JohnD


Do tell!

I did this, very early one morning coming back from Classic Le Mans.    About 8L of Diesel, topped up with petrol.
BInman behind in the barge said there were seven colours of smoke coming out, and it misfired all the way through another two tankfuls of good stuff, until I took out the plugs and hand cleaned the oily stuff out of them.
But in the air filters??  How did it go backwrads?

John


I am not entirely sure how it fired through the filters, but can only report that there is a massive amount of soot and oil residue on the filters and inside of bonnet. I am running with gareth Thomas' plasma plugs which seemed to cope fine with diesel. I topped up 11 liters of diesel to the tank, so the mixture should be something like 25 liters of shell power and 11 liters of diesel. Car ran like a dog and fumed heavily out of lille in the morning traffic. I managed to burn about 8 liters of fuel on the motorway, and car ran better after a top up. Still could not floor it without engine knocking and get a somewhat agonal breathing

Cheers

Nick


70 Spitfire Mk3 - Laurel Green/<br>68 GT6 MK2 - Jasmine Yellow
My Blog http://triumph-junkie.blogspot.com
RDRR2007, RBRR08
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thescrapman
September 11, 2017, 9:42pm Report to Moderator

Colin Wake
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Had a few issues, and then a few more!

Crank pulley came loose, so rad out to fix.

That was spotted whilst changing injectors trying to find out why only 5 would fire.

Metering unit return pipe split.

Kept oiling plugs on over-run descending the passes.

Misfired that got worse limiting usable rev band to 1800 to 2400 rpm.

And the propshaft slidingjoint rattled and banged itself into oblivion.


Schadenfreude expert and collector of assorted rusty Triumphs on the Essex/Suffolk Border.

2010, 2011, 2013, 2015 and 2016 CT Navigators Championship winner.

10CR 2005, 2007, 2009, 2011 2013 - RBRR 1990, 2006, 2008, 2010, 2012, 2014, 2016 - Nachtrit 2006, 2007, 2008, 2009, 2012 - Chinese rally 2007, 2008, 2009, 2010, 2011 - HCR 2009, 2011, 2012, 2013 (3rd place), 2014. 2015, 2017

On the road.
1968 Spitfire Mk3 : 1973 TR6 : 1967 Herald 1200 Estate 1970 : 1968 Mk1 2.5PI 1968
Off the road
1967 Moss Monaco (Mk1 GT6 based) : 1970 Spitfire Mk4 : 1970 Mk2 2000 auto  : 1964 Mk1 2000  : Mk2 2.5PI
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Nick Jones
September 11, 2017, 10:20pm Report to Moderator

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The Skip was pretty well behaved again in spite of another royal whipping.  I was forced to open my toolbox on Friday morning when the starter forgot what it was for after a comfort stop in the hills above Bolzano. I gave it a clout with a hammer and fortunately it remembered immediately.  It's never done this before and hasn't done it since...... I'm sure it had nothing to do with being parked by Ellis' car the night before........

Oil pressure at hot idle.....   I think this is due to very high oil temperatures caused by me over-baffling the sump.  The oil started clean and was very black after the first day in the mountains...

The diff.... it's been whining for a while, but now it's more like crying and well on the way to howling.

The back brakes need the dust cleaning out (yet again) and adjusting.  There can't be alot left of the  front pads now either.  They've been on since 2009 and had about 5mm left before this event.  That was before I had an almost clear run down Stelvio.......   which made them smell a bit, but nothing worse. Good stuff these DS2500s

2,386 miles door to door.  Our "modified" route included 11 passes over 2000m and 3 more over 1500. MPG average 34.02.  Best tank 41.6, worst 25.9.  Used maybe half a pint of oil and about the same of water.

Nick


Nick Jones
Somerset UK

Vitesse Mk 1.5 Convertible EFI, Survivor of RBRR 2008, HCR & 10CR 2009, HCR 2010, 10CR2011, HCR 2012, 10CR2013, 10CR2015, HCR 2016 & HCR 2017.
GT6 Mk3 Roto - project in progress
Spitfire MKIV son's project now on the road as a daily driver
2.5 PI Saloon now EFI (PIe?), Engine rebuilt and running sweet.  Diff howling...... Survivor of HCR 2013 & 2014 Gone to live in Swansea

http://www.tengaston.plus.com
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cliftyhanger
September 12, 2017, 5:18am Report to Moderator

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Our spit had a couple ofminor issues. It used a bit less than 1/2 litre of oil, but the oil is still almost impossible to see on the dipstick, not black at all.
A fuel pipe gave issues, and needed to be cut back and a new hose lip used.
Alternator adjuster arm fractured. Solved by clamping it together with a nut/bolt/washer, but this was an issue I had a couple of years ago with the previous alternator (now has a baby denso 40A type as opposed to a big 100A ford one) I will investigate some options on this....


Clive Senior

Location-Brighton, East Sussex
Foxy is here, 1500od tax exempt Toledo. Now has the decent engine back in Slant 4 engine bolted in, sprint box and axle.Now has fresh MoT. Needs paint though.
Spitfire Zetec project is started work progressing slooooowly on the road!
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CP72
September 12, 2017, 7:10am Report to Moderator
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The Spitfire behaved well during the official run. On the travel to Lille it lost one the balancing weights on the rear, resulting in a bit of shaking when going quicker than 60mph. The tires had been fitted and balanced in August. On the way home from Rolduc the waterpump (fitted in July) packed up, so the last 250km were done on the back of a recovery car...  
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yorkshire_spam
September 12, 2017, 7:58am Report to Moderator

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Quoted from CP72
The Spitfire behaved well during the official run. On the travel to Lille it lost one the balancing weights on the rear, resulting in a bit of shaking when going quicker than 60mph. The tires had been fitted and balanced in August. On the way home from Rolduc the waterpump (fitted in July) packed up, so the last 250km were done on the back of a recovery car...  


If only we'd known/been close by! I had a Spitfire water pump in the boot!
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malcty
September 12, 2017, 8:50am Report to Moderator
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The red vitesse had a broken rotor arm and has a rumble from the rear. Otherwise went very well. 2 litres of oil about 32 mpg. A great run. Malc.
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CP72
September 12, 2017, 12:24pm Report to Moderator
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Quoted from yorkshire_spam


If only we'd known/been close by! I had a Spitfire water pump in the boot!


I guess, I should have checked it over earlier...
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roger keys
September 12, 2017, 8:27pm Report to Moderator

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Quoted from Nick Jones

Oil pressure at hot idle.....   I think this is due to very high oil temperatures caused by me over-baffling the sump.  The oil started clean and was very black after the first day in the mountains...




What is your logic behind "over baffling" causing high oil temps?

I had high oil temps too.


1980 Triumph Dolomite Sprint - broken
1974 Triumph Stag - 4 speed auto - sort of working
1970 Triumph 2000 - 3.5 V8 - in bits
1973 Triumph Stag - 4 speed auto.
1969 Dodge Charger RT/SE, complete.
2017 HSV Maloo
2016 Ford Mustang

RBRR 1990, 1992, 1994, 1996, 1998, 2000, 2002, 2004, 2006, 2008, 2010, 2014, 2016
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Tim Hunt
September 12, 2017, 9:24pm Report to Moderator

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Nothing fell off, the 4A didn't miss a beat the whole trip and averaged 35.25mpg door to door (corrected for a known odometer error of +1.5%). The worst consumption was, predictably 30.32mpg from St Moritz to Steinach, including the Umbrail, Stelvio, Sella and Brenner Passes and the best 39.54mpg from Steinach to Feldkirch, mostly motorway. The car used no water and about two litres of oil, partly due to a small leak from the set screw at the rear of the cylinder head, I tightened this when I spotted the problem after our Friday night stop in Germany. My Kenlowe fan packed up on arrival at Dunkerque and this proved rather awkward during then long delay at the Dartford Crossing. This afternoon I found that the female Lucar earth connection had simply come adrift from the back of the override switch, I wish I had investigated at Dunkerque, I had assumed the problem would be more involved to fix. I think I must have disturbed the connection when fiddling under the dash to reset the trip meter.

Tim
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Nick Jones
September 12, 2017, 10:02pm Report to Moderator

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Quoted from roger keys



What is your logic behind "over baffling" causing high oil temps?

I had high oil temps too.


My previous engine with entirely standard sump used to hold it's oil pressure considerably better in spite of high mileage, even when very hard used.  Hot idle pressure never went below 20psi and properly hot @ 2000rpm was 60 psi or 70 psi @ 3000 rpm

The current engine, with less than 10k miles on it, can see idle pressures < 10psi, 45 psi @ 2000 rpm and barely 60 psi @ 3000 rpm.  The gauge and even the relief valve spring are the same actual ones as the old engine. (though I've tried several relief valve springs without much change)

For reasons that don't seem especially obvious now, when I built the current engine I baffled the sump with both a horizontal plate at roughly the normal oil level and a curved vertical plate below it (pic).  What I now realise I didn't do was provide enough oil return pathways so most of the returning oil goes back via the cut-out for the oil pump placing it right back by the oil pick-up.  I think this reduces the natural mixing in the sump and means that the volume of oil in active circulation is seriously reduced.

The effect is (and it's been present on this engine right from the beginning) that the oil pressure falls off very quickly as the engine warms and quickly falls further if put under duress.  It's also noticeable that the oil pressure recovers (to an extent) quite quickly if you stop or even just spend some time going slowly. Presumably because the heat gets dissipated into the rest of the oil.  I've had the same results with VR1 and Millers 20/60.  The latter, which was what was in the sump for the 10CR, fared no better in spite of supposedly higher viscosity rating and is very black after just 2,500 miles.

I now have an oil temperature gauge to fit to get some actual numbers and if the theory is proven I'll either have to fit a cooler or remove the sump and revise/remove the baffling.  The latter is favourite but it's an awkward job on a Vitesse or I'd have done it already.

The better news is that the actual pressures aren't that horrific and the engine actually seems perfectly healthy even now.  

Nick



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Nick Jones
Somerset UK

Vitesse Mk 1.5 Convertible EFI, Survivor of RBRR 2008, HCR & 10CR 2009, HCR 2010, 10CR2011, HCR 2012, 10CR2013, 10CR2015, HCR 2016 & HCR 2017.
GT6 Mk3 Roto - project in progress
Spitfire MKIV son's project now on the road as a daily driver
2.5 PI Saloon now EFI (PIe?), Engine rebuilt and running sweet.  Diff howling...... Survivor of HCR 2013 & 2014 Gone to live in Swansea

http://www.tengaston.plus.com
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timbancroft61
September 13, 2017, 8:38am Report to Moderator

Still around!
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Umm, only thing that played up was the relay for the engine fan packed up.

However, I need to do the following:
1. Fit Shacktune prop that is taking up space in my garage-lot of good there eh!
2. Get gearbox re-built, presently not a nice change, one has to count to 2 before putting into gear!
3. I fitted a new rad before the event and had a the electric fan rad switch put into the bottom tank, a mistake that will be rectified. Also, the switch operates at 95 degrees C, this will be changed for one that switches earlier.
4. New short engine needed, some people (delighted) in telling me that the engine smoked on over-run. Not too upset about this, as far as I know the bottom end has not been apart before, must have done 180K now.
5. Get seats re-upholstered.
6. Get the car re-painted.

Blimey, next year is looking expensive!!!!!



Club Triumph Round Britain Reliability Run (Part of the organising team, what a team)!
RBRR is the best car event in the UK, not probably, it is!

1970 GT6 Mk.2: Royal Blue 6 RBRRs (98, 00,02,04,06 & 10), 2 10CRs (03 & 07). 2 HCRs 1 LCC, lots of Autosolos and numerous track days. Bought in 1983, crikey where did the time go! Now running the Roy Lacey cooling system!

1969 2.5Pi Mk.1: Slate Grey 3 10CRs (05,09 & 15), 3 RBRRs (08, 12 & 16), 3 HCRs, 2 LCCs. A few alloy panels, does need the pi kit fitting. Bought April '04. Needs paint! Just fitted some new 7J Minilites-not copies!

1967 Spitfire mk2: Wedgewood Blue. Bought November 2010. Almost seems civilised. Car has done a RBRR (Dave Picton 2010). Blimey, could be on the road soon!
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JohnD
September 13, 2017, 8:50am Report to Moderator


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Nick,
Your explanation, of limited mixing, is most attractive.
How close a fit is the surface plate to the inside of the sump?    

I run a similar baffle, secured by clips welded to the inside wall.   This allows a 1/4" gap all around, and holds the vertical baffle that much off the floor.

John


Serial Vitesse racer.

Old Blue.  1995-2001
Silverback. 2001-2007
SofS. 2007 - to date.

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GT6boy
September 13, 2017, 10:55am Report to Moderator


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Absolutely love the mastery of understatement with the evidence for the prosecution in the posts above. No reputations were bruised in the making of this latest adventure
  
Well done all on another successful event and keeping the flag flying for Triumphs across Europe  


"They may be drinkers Robin, but they're also human beings"
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PETE MOORE
September 13, 2017, 2:57pm Report to Moderator

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Hi, Only thing to fall of was the wiper arm and that was 500mts from home, refitted and no problems.
Other than a bit of oil and water now and again, Oh and a lot of petrol she few round
This was my third 10cr and 1st in my own car, now looking forward to the next

I would like to thank Ellis and this team for a brilliant 10cr

Cheers Pete Moore 10cr team 17075
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richard w
September 13, 2017, 5:14pm Report to Moderator

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Hi Pete.
If it was the driver's side, it nearly came off after the 2014 RBRR. I put a small cable tie round the lever that secures the wiper blade to the arm and that seemed to work ok. 3 years later it may have had enough!

As for us, nothing fell off, but we did get through 2 sets of points - rubbish quality condensers seems to be the general consensus - thinking electronic ignition now. Other than that a manual overdrive box would have made the passes easier.

Great run though, we both thoroughly enjoyed it - even with an auto! First time for both of us and we'll definitely do another.

Thanks Ellis and gang for all your hard work.

Richard & Roger - Team 87


72 Stag RV8
68 Mk1 2000 automatic

Warwickshire Scatter Rally 2014,2015,2016
RBRR 2014 finisher - team 94  
RBRR 2016 - team 80 - non-starter (wretched HGF!)  
HCR 2015,2016,2017
Essex 12 Car Rally 2015,2016 
CSMA NWL 12 Car 2015 finisher - just about!
CT Gaydon Autosolo 2016
Warwickshire Winter 12 Car Rally 2016   2017
10CR 2017 finisher  
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roger keys
September 13, 2017, 7:51pm Report to Moderator

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Quoted from Nick Jones


My previous engine with entirely standard sump used to hold it's oil pressure considerably better in spite of high mileage, even when very hard used.  Hot idle pressure never went below 20psi and properly hot @ 2000rpm was 60 psi or 70 psi @ 3000 rpm

The current engine, with less than 10k miles on it, can see idle pressures < 10psi, 45 psi @ 2000 rpm and barely 60 psi @ 3000 rpm.  The gauge and even the relief valve spring are the same actual ones as the old engine. (though I've tried several relief valve springs without much change)

For reasons that don't seem especially obvious now, when I built the current engine I baffled the sump with both a horizontal plate at roughly the normal oil level and a curved vertical plate below it (pic).  What I now realise I didn't do was provide enough oil return pathways so most of the returning oil goes back via the cut-out for the oil pump placing it right back by the oil pick-up.  I think this reduces the natural mixing in the sump and means that the volume of oil in active circulation is seriously reduced.

The effect is (and it's been present on this engine right from the beginning) that the oil pressure falls off very quickly as the engine warms and quickly falls further if put under duress.  It's also noticeable that the oil pressure recovers (to an extent) quite quickly if you stop or even just spend some time going slowly. Presumably because the heat gets dissipated into the rest of the oil.  I've had the same results with VR1 and Millers 20/60.  The latter, which was what was in the sump for the 10CR, fared no better in spite of supposedly higher viscosity rating and is very black after just 2,500 miles.

I now have an oil temperature gauge to fit to get some actual numbers and if the theory is proven I'll either have to fit a cooler or remove the sump and revise/remove the baffling.  The latter is favourite but it's an awkward job on a Vitesse or I'd have done it already.

The better news is that the actual pressures aren't that horrific and the engine actually seems perfectly healthy even now.  

Nick


An interesting theroy. I too have my other stag, not baffled did not suffer at all on the last 10CR. This stag, this time, did. Down to less than 7psi at the top of Stelvio. OK, i wasn't kind to it, but then i wasn't last time either.

I baffled it only because under heavy braking all oil pressure was lost. Ive posted elsewhere on the forum about this.

As im pulling off the cross member soon anyway, i may drop the sump and put some holes in the top face of my baffling arrangement.


1980 Triumph Dolomite Sprint - broken
1974 Triumph Stag - 4 speed auto - sort of working
1970 Triumph 2000 - 3.5 V8 - in bits
1973 Triumph Stag - 4 speed auto.
1969 Dodge Charger RT/SE, complete.
2017 HSV Maloo
2016 Ford Mustang

RBRR 1990, 1992, 1994, 1996, 1998, 2000, 2002, 2004, 2006, 2008, 2010, 2014, 2016
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Tim Hunt
September 13, 2017, 8:29pm Report to Moderator

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MOT passed today with no advisories so the 10CR did no harm. Used about 2 litres of oil (Millers Classic 20W50) on the event and pressure was never below 70psi @ 2,000 rpm and 20psi at hot idle (700 rpm). No coolant was lost.

Tim
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Nick Jones
September 13, 2017, 8:44pm Report to Moderator

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That's a pretty impressive result Tim.  I'd have to clean out and readjust the back brakes as a minimum to stand any chance of an MoT pass......

The TR is impressively fuel-efficient too.

Nick


Nick Jones
Somerset UK

Vitesse Mk 1.5 Convertible EFI, Survivor of RBRR 2008, HCR & 10CR 2009, HCR 2010, 10CR2011, HCR 2012, 10CR2013, 10CR2015, HCR 2016 & HCR 2017.
GT6 Mk3 Roto - project in progress
Spitfire MKIV son's project now on the road as a daily driver
2.5 PI Saloon now EFI (PIe?), Engine rebuilt and running sweet.  Diff howling...... Survivor of HCR 2013 & 2014 Gone to live in Swansea

http://www.tengaston.plus.com
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thescrapman
September 14, 2017, 6:46am Report to Moderator

Colin Wake
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Quoted from roger keys


An interesting theroy. I too have my other stag, not baffled did not suffer at all on the last 10CR. This stag, this time, did. Down to less than 7psi at the top of Stelvio. OK, i wasn't kind to it, but then i wasn't last time either.

I baffled it only because under heavy braking all oil pressure was lost. Ive posted elsewhere on the forum about this.

As im pulling off the cross member soon anyway, i may drop the sump and put some holes in the top face of my baffling arrangement.



I wonder if the standard sump is working as a rudimentary oil cooler as the hot oil sloshing all over the place losing heat to the cooler outer surface, when baffled the heat is being contained in a smaller area.

Has anybody be who had issues suspected to be related to the baffling also got an oil cooler?



Schadenfreude expert and collector of assorted rusty Triumphs on the Essex/Suffolk Border.

2010, 2011, 2013, 2015 and 2016 CT Navigators Championship winner.

10CR 2005, 2007, 2009, 2011 2013 - RBRR 1990, 2006, 2008, 2010, 2012, 2014, 2016 - Nachtrit 2006, 2007, 2008, 2009, 2012 - Chinese rally 2007, 2008, 2009, 2010, 2011 - HCR 2009, 2011, 2012, 2013 (3rd place), 2014. 2015, 2017

On the road.
1968 Spitfire Mk3 : 1973 TR6 : 1967 Herald 1200 Estate 1970 : 1968 Mk1 2.5PI 1968
Off the road
1967 Moss Monaco (Mk1 GT6 based) : 1970 Spitfire Mk4 : 1970 Mk2 2000 auto  : 1964 Mk1 2000  : Mk2 2.5PI
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Nick B.
September 14, 2017, 7:07am Report to Moderator

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Quoted from Nick Jones



The current engine, with less than 10k miles on it, can see idle pressures < 10psi, 45 psi @ 2000 rpm and barely 60 psi @ 3000 rpm.  The gauge and even the relief valve spring are the same actual ones as the old engine. (though I've tried several relief valve springs without much change)

(...)
The effect is (and it's been present on this engine right from the beginning) that the oil pressure falls off very quickly as the engine warms and quickly falls further if put under duress.  It's also noticeable that the oil pressure recovers (to an extent) quite quickly if you stop or even just spend some time going slowly. Presumably because the heat gets dissipated into the rest of the oil.  I've had the same results with VR1 and Millers 20/60.  The latter, which was what was in the sump for the 10CR, fared no better in spite of supposedly higher viscosity rating and is very black after just 2,500 miles.

I now have an oil temperature gauge to fit to get some actual numbers and if the theory is proven I'll either have to fit a cooler or remove the sump and revise/remove the baffling.  The latter is favourite but it's an awkward job on a Vitesse or I'd have done it already.

The better news is that the actual pressures aren't that horrific and the engine actually seems perfectly healthy even now.  

Nick


I can tell much the same story - apart from the baffling.


My engine has about 10.000 miles on it. Oilpressure is about 75 when stonecold. Then moves to 50 in 10 minutes time. When proper hot it will be around 10psi on tickover (750 rpm). Tickover gets very slow when hot.

The oil temperature is consistent 90 degrees - apart from prolonged motorway runs (without OD), then it will go to 100 degrees. When proper flogged up the alpine passes oiltemperature goes to 110-120 degrees, cools down fast when going downwards. Water temperature stays perfect cold (wide radiator).

My suspicion has been the oilpump, as this is a new repro. Engine will come out this winter to inspect shells.

Cheers
Nick


70 Spitfire Mk3 - Laurel Green/<br>68 GT6 MK2 - Jasmine Yellow
My Blog http://triumph-junkie.blogspot.com
RDRR2007, RBRR08
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RobPearce
September 14, 2017, 8:07am Report to Moderator

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Quoted from richard w
If it was the driver's side, it nearly came off after the 2014 RBRR. I put a small cable tie round the lever that secures the wiper blade to the arm and that seemed to work ok. 3 years later it may have had enough!


Tessa's driver's side wiper arm broke on the 2006 RBRR, somewhere around Dartmoor. I temporarily fixed it with a couple of cable ties and a red butt splice (to pad out for tension on the cable ties). That fix is still in place and showing no signs of failing.


Current fleet
1967 Vitesse 2L conv "Tessa"
1970 Spitfire Mk3 (project) "Toby"
1972 GT6 Mk3
Not enough time or space
Recently sold:
1972 2.5 PI estate "Harry" (gone to russell on here)
1973 Toledo 2-door "Spike" (gone to a club official)
Used to have:
1968 Vitesse 2L saloon
1980 Dolomite 1500
1977 Dolomite 1850
1980 Dolomite Sprint
1982 TR7 DHC Sprint
1975 2500S saloon
1971 Herald 13/60 Estate (with 1500 Spit engine)
1975 Stag
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Nick Jones
September 14, 2017, 8:34am Report to Moderator

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From the late 60s / early 70s the oil pumps have aluminium bodies instead of cast iron.  Aluminium expands more than the steel gears so end-float (and thus internal slippage) increases as the pump housing warms.  Therefore it is important that the basic cold end-float is low to begin with.  This is not always the case with repro pumps available today but is reasonably easy to fix by lapping the housing.  Clearance between gears can also be excessive, which is not fixable.

In my case the pump should not be the cause as the gear clearances were good (used pump, not new, the new one I bought was rubbish!) and I lapped the end float down to 0.001" @ 5ºC (was cold in my garage that day!), so unless it took some early damage from debris (and I was very careful with cleaning) I don't think the pump is to blame.

Another important factor is bearing clearances.  I used a NOS crank with VP2 shells.  The journals were at the smaller end of tolerance.  Then the crank was tuftrided (I'd not asked for this), so had to be polished.  The actual clearances (plastigauge measured) ended up in tolerance but towards the big end, which will tend to reduce oil pressure.  Don't think it's the whole story though.

Also be aware that some of the King Tri-metal bearings measure slightly smaller in thickness than VP2.  This is fine if the crank is ground towards the upper end of the tolerance band but not a good combination with the small end as would just take it out of the factory spec'd clearance.  A good machine shop would measure the shells and grind to suit.

Pronounced thread drift!  Would be better in general tech section!

Nick


Nick Jones
Somerset UK

Vitesse Mk 1.5 Convertible EFI, Survivor of RBRR 2008, HCR & 10CR 2009, HCR 2010, 10CR2011, HCR 2012, 10CR2013, 10CR2015, HCR 2016 & HCR 2017.
GT6 Mk3 Roto - project in progress
Spitfire MKIV son's project now on the road as a daily driver
2.5 PI Saloon now EFI (PIe?), Engine rebuilt and running sweet.  Diff howling...... Survivor of HCR 2013 & 2014 Gone to live in Swansea

http://www.tengaston.plus.com
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TRTOM2498
September 14, 2017, 11:00am Report to Moderator
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MY TR6 drove beautifully throughout the trip. Did not miss a beat.

Managed over 30MPG en route home from Rolduc in economy mode, which was very refreshing.



Cheers.
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mpbarrett
September 14, 2017, 4:36pm Report to Moderator
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How many failed to return under there own power this year?

mike


"Little Red", 13/60 Herald convertible with 1500 engine and O/D, (1/2 2007 10CR, 1/2 2009 10CR and 1 RBRR). March 2013 Back from darkest Norfolk and now very shiny.... 2017 rust coming thru again
"Little Blue", 2.5L GT6 mk3, Didnt do the 2009 10CR as it refuses��to leave East Anglia. Didnt finish 2010 RBRR due to vibration for propshaft and very doggy ignition. Finished the 2011 10CR, getting ready for the 2013 10CR. Broke down up a 2650M mountain. Now with new owner.
"Little Silver" Triumph Acclaim. Now owned by the editor of Triumph World. Since been sold on....
"Big Blue" 1972 blue TR6 the new toy Was fun one 10CR and a trip thru the Alps. Now in Wales.

Back to the Herald (about to get Megasquirted), Jag XK8 and a campervan.
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Sidescreen Ben
September 14, 2017, 6:44pm Report to Moderator

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Well nothing fell off.

But the annual output from a moderately sized oil state passed through it! [Apologies for anyone following us who got an unexpectedly greasy windscreen!] .  By Sunday there was also a bit being burned too!  .  . Poor acceleration on Sunday was tracked down to low oil in the SU's dashpots.  I grudgingly parted with a few drops of my rapidly dwindling supply of engine oil and all was well .

So I think there will need to be some investigative surgery over winter!!

Apart from 10 litres of Halfords green stuff we did 3302km (2052m) door to door and averaged 33.7 mpg which, considering the speedometer calibration exercise I did on a quiet stretch of autobahn, ............wasn't at all bad. Engine remained very cool although engine oil temperature reached 100 degC at the top of the Stelvio.
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yorkshire_spam
September 14, 2017, 7:21pm Report to Moderator

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Quoted from mpbarrett
How many failed to return under there own power this year?

mike


Only 1 vehicle as far as I know - the Dolly of the Team Torpedo lads.

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Nick Jones
September 14, 2017, 10:22pm Report to Moderator

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Hmm, that's the only one I know of for sure (though reference above to one that had to be recovered after the official finish).  Surely there must be others though...... very impressive result if not!

I'd like to know how many of the PI cars managed the high passes.  Know of two that were having real problems over about 1500m.

Nick


Nick Jones
Somerset UK

Vitesse Mk 1.5 Convertible EFI, Survivor of RBRR 2008, HCR & 10CR 2009, HCR 2010, 10CR2011, HCR 2012, 10CR2013, 10CR2015, HCR 2016 & HCR 2017.
GT6 Mk3 Roto - project in progress
Spitfire MKIV son's project now on the road as a daily driver
2.5 PI Saloon now EFI (PIe?), Engine rebuilt and running sweet.  Diff howling...... Survivor of HCR 2013 & 2014 Gone to live in Swansea

http://www.tengaston.plus.com
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CP72
September 15, 2017, 7:09am Report to Moderator
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Quoted from mpbarrett
How many failed to return under there own power this year?

mike


Like mentioned above, our Spitfire had to recovered after the finish, due to waterpump failure.
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Saltddirk
September 15, 2017, 7:47am Report to Moderator

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Quoted from GT6boy
Absolutely love the mastery of understatement with the evidence for the prosecution in the posts above. No reputations were bruised in the making of this latest adventure
  
Well done all on another successful event and keeping the flag flying for Triumphs across Europe  



To be fair the list we made while on the Autobahn are things that are not quite finished or that we got wrong during the rebuild.
The wiper motor failure has been traced to a wrong connection, when the wiper hit the parking cut out it shorted the life to earth... Why it did not do this when we tested before departure I have no idea.
This weekend I hopefully get the carbs off for a rebuild. the latest theory now is that they must have dried out and gummed up during the 5 years the car was rebuild.

All in all I am very happy with the car's performance, specially considering that the furthest she has driven in the last 5 years  prior to our departure for Lille was from our place to the wheel alignment center.

D


round the bend might be the best place to be.
slightly mad but mostly harmless
RBRR 14 16 
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JohnD
September 15, 2017, 9:04am Report to Moderator


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There's a lot f play or flexibility in the wiper mechanism, that would have been taken up in dry testing at home.   Use under real life conditions (rain!)  and the lubricated wipers will move through the full range.

John


Serial Vitesse racer.

Old Blue.  1995-2001
Silverback. 2001-2007
SofS. 2007 - to date.

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thescrapman
September 15, 2017, 3:32pm Report to Moderator

Colin Wake
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Quoted from Nick Jones


I'd like to know how many of the PI cars managed the high passes.  Know of two that were having real problems over about 1500m.

Nick


Guilty...

But only coming down....


Schadenfreude expert and collector of assorted rusty Triumphs on the Essex/Suffolk Border.

2010, 2011, 2013, 2015 and 2016 CT Navigators Championship winner.

10CR 2005, 2007, 2009, 2011 2013 - RBRR 1990, 2006, 2008, 2010, 2012, 2014, 2016 - Nachtrit 2006, 2007, 2008, 2009, 2012 - Chinese rally 2007, 2008, 2009, 2010, 2011 - HCR 2009, 2011, 2012, 2013 (3rd place), 2014. 2015, 2017

On the road.
1968 Spitfire Mk3 : 1973 TR6 : 1967 Herald 1200 Estate 1970 : 1968 Mk1 2.5PI 1968
Off the road
1967 Moss Monaco (Mk1 GT6 based) : 1970 Spitfire Mk4 : 1970 Mk2 2000 auto  : 1964 Mk1 2000  : Mk2 2.5PI
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Sienna PI
September 15, 2017, 4:04pm Report to Moderator
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Guilty - good way to stop and chat to folks about which spark plugs to use!

Nick,thanks for stopping and your help and advice ( on more than one occasion )!
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mpbarrett
September 16, 2017, 8:03am Report to Moderator
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Quoted from yorkshire_spam


Only 1 vehicle as far as I know - the Dolly of the Team Torpedo lads.



That's must be a record for the run, very good!
mike


"Little Red", 13/60 Herald convertible with 1500 engine and O/D, (1/2 2007 10CR, 1/2 2009 10CR and 1 RBRR). March 2013 Back from darkest Norfolk and now very shiny.... 2017 rust coming thru again
"Little Blue", 2.5L GT6 mk3, Didnt do the 2009 10CR as it refuses��to leave East Anglia. Didnt finish 2010 RBRR due to vibration for propshaft and very doggy ignition. Finished the 2011 10CR, getting ready for the 2013 10CR. Broke down up a 2650M mountain. Now with new owner.
"Little Silver" Triumph Acclaim. Now owned by the editor of Triumph World. Since been sold on....
"Big Blue" 1972 blue TR6 the new toy Was fun one 10CR and a trip thru the Alps. Now in Wales.

Back to the Herald (about to get Megasquirted), Jag XK8 and a campervan.
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Royboy66
September 16, 2017, 1:05pm Report to Moderator

Who loves Ya Baby !
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Another Great 10CR !
GT6 4 out of 4 😎   T2000 x 1. Dolly 1500 x 1
So 6/6 cars prepped have made it ! 😄

Many thanks to those that make it all happen ! A big task but so worth it ! Cheers !

Teams 60&61



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nice shorts!! u must drive a GT6 then??
--------------------------------
Duct tape is like the force. It has a light side, a dark side, and it holds the world together."

location-Telford.Shropshire,,,Roy Lacey�� Club Member
10CR2007,2011... 10CR 2013 team 02 !

CLM 2004,2006,2008,2010

RBRR 2012 ,2014 , & 2016 Finisher !


1967 mk1 GT6,2.5 WHEEZEBAG ,swingspring,webasto,mk2 Golf Radiator.
done too much to remember!

Now MEGAJOLTED !!

Team Sauna member���http://s625.photobucket.com/albums/tt337/Royboy66_photos/?start=all

My GT6 Blog.... http://mk1gt6.blogspot.com/
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Saltddirk
September 22, 2017, 8:11am Report to Moderator

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We definitely had an issue with the OD not functional and having to red-line the engine at all times.
However I have just spotted the solution to our problem on ebay

My rev counter highlighting the issue and then a picture of the solution







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round the bend might be the best place to be.
slightly mad but mostly harmless
RBRR 14 16 
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yorkshire_spam
September 22, 2017, 8:55am Report to Moderator

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I found something that actually fell off! One of the domed head nuts that holds the case on the K&N filter is GONE!

I think that's a brilliant solution to the problem Dirk!
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heraldhabitat
September 27, 2017, 4:35am Report to Moderator

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MOE behaved very well, the only problem was fuel vapourisation at the top and the first part of the decent at Stelvio, cutting out with power steering on the bends was not a good experience Otherwise three pints of oil over about 2000 miles, lots of petrol but overall less than last time. (Inaccuracies in mileometer/Speedo makes it difficult for accuracy) Nothing fell off, although I was worried at the beginning because if exhaust popping on the over run, but she is quite highly tuned with Wittor manifold and semi sport exhaust and then I heard lots if others doing the same  I guessed that it was ok. Nearly all way points visited but missed the Swiss club due to running late and atrocious diversions.


Chris Allen. Midlands Representative
Club Triumph Enquiries
RBRR 88,90,92,94,96,98,04,06,08,12 marshal 2010, 2014, marshal 2016
10CR 2011,2013, 2015 and 2017
2500 Mk1 Saloon 1964 Nothing original
Triumph herald 13/60 convertible 1971

Blog http://nuts-about-triumphs.blogspot.com
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Triumph Torque    Toutes Directions - Competitions    10 Countries Run  ›  things that fell off...

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