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Nigel Triumph

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Posts posted by Nigel Triumph

  1. Andrew Turner (the SU and Stromberg man) cleans carbs after stripping by first soaking in a bucket of cellulose thinners for a few hours. This is followed by a deep clean in an ultrasonic bath, using a suitable detergent solution.

    It brought up my old SUs like new.

    Nigel

  2. I've also had problems with modern repro rear bulb holders, the quality is poor. Mine were improved by carefully bending the spring contacts to press a little harder on the bulb terminals. Connecting extra earth wires to the bulb holder bodies can help too.

    As for a better source of replacement bulb holders, I'm not aware of one. Perhaps there's some new old stock lingering somewhere??

    Nigel

  3. 1 hour ago, stuart said:

    I just took one of my business cards in store and they did it there and then and got a trade card in the post a few days later.

    Stuart.

    I had a similar experience when I signed up for a trade card 10 or more years ago.

    Nigel

  4. I've recently used a Kärcher pressure washer on two areas of long neglected Indian limestone patio. It took a while but the slabs came up very well. The grout was already failing and much of it was washed out while cleaning the slabs. All moss and algae were removed by the pressure washing but some black organic spots remain, though I feel that adds to the character of the patio. Before cleaning, the patio was dangerously slippery when wet, and coated the soles of my shoes with dirty green gunk. It's now safe to walk on and the door mat isn't getting covered in algal slime! 

    Nigel

  5. I fitted a Phoenix system with transverse backbox to my '6 over 15 years ago. To start with, it was quiet with a sporty sound. Within the first 1,000 miles it grew much louder, presumably as some of the packing was blown out. Years later, the sound hasn't changed much. It has never whistled or rattled. 

    Nigel

  6. I wonder if the internal measurement with a caliper is accurate.... It can be difficult to measure internal diameters that way, external measurement with calipers is easier.

    I have fitted UJs to similar uprated hubs sourced from Classic Driving Development. The UJ cups could be squeezed in using the vice and socket method, exactly as expected, without excess resistance.

    Nigel

  7. I had a problem a couple of years ago with the column overdrive switch on my CP series TR6. I can't advise on replacement switches, and suggest that it's worth trying to repair the original first. On mine,  a wire had broken where it connects to a switch contact. Trimming the offending wire and soldering back to the contact made a sound repair.  I also cleaned the switch contact faces for good measure.

    Nigel

  8. Despite oiling the cylinders when refitting the head, is it possible the piston rings have stuck to the bores while static for 6 months?

    I would try pouring diesel in through the plug holes and leave 24 hours to free off any sticking rings. Then try turning by hand with the plugs out

    From memory the crank pulley bolt is torqued to 80-100 ft lbs, so don't be afraid to lean on it hard to turn the engine!

    Nigel

  9. Diego,

    As said already, engaging reverse fewer and overdrive together is very dangerous and can quickly destroy the overdrive unit's uni-directional clutch. Incorrect wiring, failed inhibitor switches or a stuck solenoid could cause the overdrive to remain engaged when reverse gear is selected... Which is vey bad news for the overdrive.

    Could you disconnect all wiring from the gearbox and overdrive, then test now tune car behaves in reverse gear? If reverse is normal with electrics disconnected, the gearbox is okay and probably the overdrive is also okay. Then you need to find what is wrong with the electrics, could be wiring or solenoid.

    Good luck, hope this helps.

    Nigel

  10. On 12/9/2023 at 3:35 PM, John L said:

    You could mark the adjustment settings, on the MU and turn in all three together, (richer) like a 1/4 turn and see how it goes, you could always put it back if it didn't work.

    Mike,

    John's suggestion above works. I've used this approach to fine tune the mixture on my CP-series 6. Better still, fit a T-piece in the MU vacuum line and adjust the three metering unit rings together to get maximum vacuum with the engine idling. A vacuum reading of around 12" Hg is normal.

    I was told this by a retired Lucas service engineer, who used to tune up the 2.5PI 'jam sandwiches' used by the police back in the seventies.

    It's also important to ensure you have the correct fuel pressure at the metering unit, should be 105-110 psi. Take care if inserting a pressure gauge into the high pressure fuel line. Trying to tune the metering unit without the correct fuel pressure would be a waste of time.

    Nigel

  11. I bought an alloy rad from Coolex in Nottingham, for my 2.5 lite GT6.  The quality is excellent, and I expect it will last for decades.

    Does it cool the engine better than the standard rad?? Hard to say, the manufacturer claims a modest 15% improvement in heat transfer. That's useful, but not an obvious, noticeable improvement in most conditions.... But it looks gorgeous when I lift the bonnet!

    If you're not sure, I would advise staying with a standard rad. Certainly better than risking a non-standard rad from an unknown supplier.

    Nigel

  12. I can't help with the exact position to cut a hole in the cover to access the gearbox oil filler plug, but....

    The best solution is to fit the Racestorations two piece cover. This has access points for the filler plug, the speedo angle drive and the propshaft flange. The rear half of the cover can be removed while leaving the H-frame centre console in place. This saves a lot of time when needing to get to the overdrive solenoid. This cover is not cheap, but it's well worth the money in my opinion. It proved its worth when I recently needed to change the speedo angle drive. 

    Nigel

  13. I used King trimetal bearing shells when rebuilding a 2.5 litre saloon engine for my GT6 a few years ago. They were supplied by Chris Witor, the big Triumph saloon specialist. His reputation is that he never sells spare parts he wouldn't be happy to fit to his own cars.

    I've only done about 5k miles since the rebuild, but so far so good, no reason to doubt the quality of the King bearings.

    Nigel

  14. From experience over many years with my 1970 Triumph 650 bike, Nylocs work, and so do Loctite type locking compounds, but split washers and star washers are not reliable. Twin locking nuts are also effective where there's space.

    The Triumph 650 is a parallel twin cylinder design, both pistons rising and falling in unison. It's legendary for vibration at speed!

    Nigel

  15. 21 hours ago, jerrytr5 said:

    So what's the issue with using a bucket on your own drive? Is it illegal to do so? Surely that's too draconian even for Germany where they do like a rule for most things. Maybe that's why my neighbours thought it odd when I washed my cycle outside my flat when I lived in Munich.

    I wouldn't use a pressure washer except in very specific areas - that's going to do more harm than good. Perhaps some of our continental forum members will have some tips for you.

    Jerry

    Three are all kinds of rules in Germany, which could seem unreasonable to a Brit... for example not mowing the grass on Sunday.  The car washing restriction doesn't surprise me... could happen here in a few years. 

    Nigel

  16. 54 minutes ago, marki said:

    Ah yes, was going to keep it, am I right in thinking I’ll need a distributor pedestal a drive shaft off a 2000 ?

    cheers Mark

    Yes, the distributor pedestal from a 2 litre or carburetor 2.5 litre engine is required, though not the shaft. As far as I know the shafts are the same. Remember to shimthe new pedestal with paper gaskets to preserve the distributor dive shaft end float.

    Then pop the original distributor back on, set the timing and that should be the job done.

    Nigel

  17. On 10/17/2023 at 12:52 PM, stuart said:

    Chris Witor does a good cam for carburettor equipped cars https://www.chriswitor.com/

    Stuart.

    +1 for Chris Witor.

    I fitted his CW3201 cam to my 2.5 litre GT6, which also has mildly ported head, skimmed for CR of 9.5:1, and is fuelled by twin SU HS6s. Chris rates this set up at around 135bhp. The cam has the same timing as the later CR series TR6 PI with extra inlet valve lift.

    It preserves the low rpm manners of the Triumph six pot, with extra mid range torque and top end power. The original 2500S saloon engine I fitted in the GT6 was rated at only 105bhp.

    Nigel

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