barkerwilliams
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Posts posted by barkerwilliams
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If you have a modern and are worried about theft then the modern electronic big brother in the car offers a wealth of options. For example you fit a simple switch in the brake pedal switch. Many vehicles need the brake to be pressed to start the engine. No brake switch pressed - no start, each make has their own foibles but a similar approach with a switch and a couple of metres of wire can effectively disable a vehicle and not as obvious as a battery isolation switch.
Alan
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Richard,
Does the motor run? I have had two different models of Karcher washers where the capacitor on the motor has died. It is a simple task to replace.
I have also had the on/off switch fail again a very simple repair once you have the case off but that switch went intermittent before it's final demise.
All the Karchers I have worked on just need the obvious screws removing and the case pulls apart to give full access.
Alan
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Great video.
I did think that 12v brushes were a softer carbon than I would expect from a mains powered washing machine, but whatever the principle is very good.
Alan
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Weather forecasts show it a little rough next week, time to check your car's antifreeze.
Alan
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Dum as it sounds adding rice and water to the bottle and letting it stand for a while does reduce the staining considerably. The rice swells and absorbs the water retaining the stain. Just dont try and eat the rice later.
Alan
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You may also want to look at the KC-46A Pegasus tanker made by Boeing for the US military, recent deliveries have been rejected due to debris in the wings and fuel tanks.
I believe the debris is nuts, bolts, cleaing cloths and tools. Possibly indicates that there is a general malaise across Boeing workforce, or more likely their subcontractors Spirit AeroSystems. Manufacturing defects are one thing but engineers leaving tools and components behind is unforgivable, they must know they have mislaid tools. Reminds me of the surgical procedures of old when forceps and swabs were found to have been left in incisions.
Alan
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How do you know it runs rich?
A Pi runs rich at tickover by design so if you inspect the plugs they will be sooty.
To inspect the plugs you need to take the car for a run and get it hot. When you get home do not let the engine idle, but when you park run the engine at 2-3000 rpm for a minute then kill the engine.
Have a cup of coffee whilst the engine cools then remove and inspect the plugs.
Lots of Pi's also run a hotter plug on cylinders 5 & 6. These cylinders have the worst airflow and a hotter plug keeps them cleaner.
Alan
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I thought not so good then I read Neil Revingtons bit on it:-
https://www.revingtontr.com/product/rtr5527-4/name/oil-no-smoke-20-50-4ltr
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I believe my 6 is typical of many. If i have used the car yesterday it starts first pull, if it has stood a week two or three pulls. If it has stood over a month there is extended cranking. As far as I am aware it is the fuel draining back down the injector lines, the longer it stands the more it drains back and the more cranks it needs to refill the lines.
As the fuel tank is very high in the car a full tank will set a high minimum level in the injector lines, an empty'ish tank will empty the injector lines completely over a period of time.
The fuel can only drain back down the injector lines if air replaces it in the line. So either the injector, or its plumbing is leaking air or there is air dissolved in the fuel which comes out of solution and rises up the injector line. It is possible that an injector line connection on the metering unit is failing and leaking air, most likely candidate are the banjo connectors on the back of the unit but these have o rings which do not like being disturbed.
The injectors do not seal wonderfully to prevent air entering the lines, certainly not over a period of days or weeks. I do not believe that an original TR6 injection system can be made to start instantly after a few days off as will a modern car which has a pressurised fuel rail feeding each injector directly whereas the TR's injector is a pressure relief valve at the end of two foot of small bore pipe which is drip fed minute quantities of fuel on each cycle by the metering unit which takes a large number of engine cycles to refill the injector lines before the cylinders can get a shot of petrol.
Easy five minute test.
Park car sensibly to access offside engine.
Leave for between two days and a couple of weeks.
Open bonnet
Remove live feed wire from coil.
Remove the three bolts and holddown plates for the injectors
Place carboard sheet (2'x1') over engine and position injectors onto carboard in order.
Get mobile phone camera and film the cardboard.
Have assistant crank the engine until all injectors have injected petrol onto the cardboard.
Stop cranking and review footage.
You may see one injector ejects after a couple of engine rotations (sound track) whereas others may not eject until engine has done a large number rotations. This will give you a clue that particular injectors have drained their fuel lines but others remain full. Filming it allows you to review and determine which, if any, injectors are an issue. Perhaps one or two injectors are a little sticky and don't open quickly and just dribble fuel, easy to see once out.
A cold engine and cold battery do not make it easy to get a suitable fuel/air mix in the cylinders and a cold dribbling injector is not producing the explosive vapour needed for ignition.
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Could I suggest you carry a can of easy-start with you. I wonderful diagnostic if the engine cuts out, a blast into the air intake and when attempting to start there should be a couple (at least) of cylinders fire if the problem is fuel related, and at the same time confirming the ignition is OK. Failure to fire at least one cylinder would point to ignition related issues.
If ignition related - If you have a timing light, particularly the type with battery leads and a bright flash, fitting inline and positioning so you can see from near the ignition key will confirm the ignition is producing a spark when cranked.
If fuel related and the car is a PI? If so carry a modern style fuse (any value above 15 amp) and if the problem occurs disconnect the impact cut-out switch and couple both wires 6.3mm spade connectors to the fuse thus shorting it out. (Shorting the cut-out wires is no problem as that is what the cut out does in operation sending the 12v to the fuel pump.) The cut-out contact can go high resistance and send a limited voltage to the pump which can run at a reduced speed and fail to develop adequate fuel pressure.
To do those three things would take less than two minutes and should give you a pointer to ignition or fuel problems.
If fuel related and not a P II would suspect debris in fuel tank outlet and or filter. If you have only one carburettor on the car possible a sticking needle valve.
If ignition related, have you checked that the source of the power to the Lumination is a "proper" connection not just piggy backed onto another circuit together with a good earth, the earth is not usually checked!!!
It would not take much to connect a wire (with fuse) from the battery directly to the Lumination to bypass any car wiring. Do I also recall correctly that Lumination ignitions have a three wire connector between the distributor and control box which occasionally give problems? (or is that on the Triumph Stag?)
Alan
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July 2023 Update
Dear RevingtonTR Community,
It has been a while since we did one of these and as there have been some profound changes in RevingtonTR we thought it time for an update.
As some of you may be aware, Dan Allen has embarked on a new chapter in his life outside of RevingtonTR.
Dan has been an integral part of our company for many years and will be missed, but we wish him every success in his new endeavours.
With Dan's departure the family have made the decision that, with both a heavy heart and a sense of pride, we announce that after an extraordinary journey spanning four decades, Neil and Sue have decided to embark on a new phase in their lives and will be winding down RevingtonTR parts department to facilitate semi retirement in 2024.
Neil and Sue's unwavering commitment, passion, and expertise have shaped RevingtonTR into the iconic worldwide business it is today. Their dedication to providing exceptional products, unrivalled customer service, and fostering a strong TR community has left an indelible mark on the world of classic cars.
Since it's humble beginnings in 1980, RevingtonTR has grown into a globally recognized name, and a trusted source for TR enthusiasts worldwide. Neil and Sue's relentless pursuit of excellence has established RevingtonTR as the go-to destination for TR parts, upgrades, and knowledge, ensuring that these iconic sports cars continue to thrive Worldwide for generations to come.
Beyond building a successful business, Neil and Sue have built lasting relationships with their customers, who have become part of the extended RevingtonTR family. Their warmth, kindness, and genuine love for TR's has made the RevingtonTR community a tight-knit and welcoming one.
As a result of this decision there will be a few changes in the way we operate, and we kindly ask for your patience and understanding as we navigate this transition. Rest assured, our team here is fully committed to maintaining the highest standards of customer service and delivering the products and expertise you rely on.
One notable change will be a gradual reduction in our product range. We will carefully review and streamline our offerings, focusing on the most essential and sought-after TR parts and accessories. This will allow us to better manage our inventory and ensure availability of the items you need whilst the parts department is gradually phased out. We will then endeavour to provide alternatives if available.
The thriving workshop operation is set to continue unchanged.
On behalf of the entire RevingtonTR team, we extend our heartfelt thanks for your continued trust and support. Together, we will navigate this exciting chapter in the history of RevingtonTR and create a legacy that honours the remarkable journey of Neil and Sue.
With sincere appreciation,
The Revington TR Team
You are receiving this email because you have requested further information from Revington TR.
Telephone: +44 1823 698437
Email: info@revingtontr.com
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Revington TR
Thorngrove Barns
Middlezoy
Somerset
TA7 0PD
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Reading these made me wonder, where do I find the "A Plan special reference number " as quoted above?
Alan
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Fitted to Stag also. Not as quick to use as the TR6 finger flick, as a long movement of the left arm is required off the wheel therefore used less. If you are taking hold of the gear lever you might as well change gear.
Lots available from Stag parts vendors.
Alan
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To move the dip switch from the floor to the column. I used 611974 escutchion £8 and 147281 o/d switch LHD £29 available most Triumph parts dealers. (and three metres of wire)
This allows a second switch on the LH side of the column, without any need for modifications, for a dip switch which is the correct long-stalk as on the RH side of the column.
Original parts and looks "correct" and so easy in use.
Alan
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When I bought my car it had lowered springs, not dramatically lower.
The consequence was it could not take a speed bump at more than a walking pace without bottoming out twice. This also had the result that when I approached a speed bump I slowed dramatically to be able to get over, unfortunately the cars behind were not expecting this and on a number of occasions I held my breath whilst looking in the rear view mirror.
I had to struggle to find genuine standard height springs (everybody wants them shorter, sir) but now the car will take the aforesaid speed bumps (four on one local road) at about 30 without bottoming.
The car is not noticeably different on cornering, indeed after much suspension tuning the car now corners on rails and drives so much better on the badly repaired roads with asphalt chunks missing with the suspension absorbing the impacts without transmitting so much to the shell.
If you do fit shorter springs please ensure the ride height is still within the operating range of the shock absorbers. Bottoming the shocker out before the suspension bump stop is bad but if the shocker tops out it will lift the wheel off the road just when you need maximum grip.
So fit shorter springs if you must but save the ones you remove- just in case.
Alan
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I had never heard of this type of engine. Might be a little over glossed but the end of the video on compressing hospital gasses is interesting.
"https://www.youtube.com/watch?v=GI9pkcFJXV4&ab_channel=Repairman22"
Alan
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I gave up leaf raking years ago and run around with a rotary mower / collector. I use in on grass, brick drives, on a stone chipped area and on a basalt grit riding arena. Works well.
Mower might make a mess of old tools though.
Alan
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My car has Good parts rollers, done about 16,000 miles with original oil feed no problems at all. When fitted I emailed Richard who replied Feb 2015
Alan,
My roller rockers do not require any more oil that the original rocker assembly. In fact the needle bearing roller rockers can live with less oil than the original rockers but the oil fed through the rocker assembly also lubricates the valve stems and tappets so you still want plenty of flow through the rocker assembly. Since the needle bearings allow oil to flow through more freely than the original rockers you may actually see an increase in oil flow coming out of the rocker assembly when you install the roller rockers. So the question is, do you need the external oil feed line? Well, the amount of oil flowing through the internal channel seems to vary from one engine to the next so I make a judgment call based on the amount of oil I see flowing out of the rocker assembly. Usually I end up with the external feed line but with a restriction. To restrict the flow I tap a roll pin into the fitting on the lower end of the hose. The hole through the fitting is 3/32" so I use a 3/32" x 1" long roll pin. This leaves plenty of pin protruding in case you want to remove it. The tee fitting that the hose screws onto has room for the protruding pin.
Regards,
RichardIf your engine has poor supply oil to rockers isn't that an indication of a worn camshaft bearing and the scroll cam? Line boring the camshaft bearings may not typically be part of an engine rebuild.
Alan
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I’m not sure just how to write this, at the end you may think I’m as mad as a bag of frogs but here goes anyway. I do not want to provoke a medical discussion, or have sympathy posts.
At the beginning of this week my youngest daughter aged 39 was found dead at her home with cardiac arrest. As she had reported no symptoms and was otherwise healthy we went back though her messages to us and found only one relevant dated December 2021.
The message, which we never followed up on read “ I’ve got those something ears like the death card…Franks maybe it’s a fold that means you are not immortal.”
So today we have been looking this up on the internet and found such as this:-
https://stanfordmedicine25.stanford.edu/blog/archive/2015/what-is-the-name-of-this-sign.html
We have never heard of it and frankly it seems odd but on the other hand please keep an eye on your loved ones and if you find signs of it then a check-up can be no bad thing.
Alan
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I see lots of drills at auction that have failed a PAT test and sell for little more than scrap value. Isnt thare an auction site near you?
Alan
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I have had very good experience of propshaft repairs and balance in Bristol,
https://h-j-chard-engineering.business.site/
Alan
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Is it a pi, if so how did you turn the engine off? Because the pi idles rich it nees to be ran at a couple of thousand rpm for a little while then killed without idling. The you can get a proper look at the plugs.
Moss And Rimmers bought by US Based private equity company
in General TR Technical
Posted
There is a difference between running a business selling parts and making a profit and running a business buying and sell businesses to make a profit.
Alan