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Brent C

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Posts posted by Brent C

  1. Hi

    I have had experience of a similarish flat spot, but at a much lower rev range. Mine came in at about 2200 RPM and would clear at about 2500 RPM, but it is worth a try. It took me a very long time to pin it down and like you I went through all the usual potentials.
    It turned out my problem was caused by a resonance problem. The culprit was the flexible hose on the fuel supply onto the metering unit. I changed it out and it immediately cleared. You could give it a try, by altering it’s length, by adding an extra fitting, or even borrow a hose off another car, before paying out for a new one, if it is the culprit. The hose had been on the car since new and there was no visible fault with it, so I still don’t know why it suddenly started to have the flat spot, but I have since found out that it has happened on other cars.

    Brent

  2. Hi
    This is not Triumph car related, but I hope one of you could help. My Brother is restoring an old Triumph Scooter and the wiring diagram does not reflect the real world. The earth to the rectifier is quite obvious, but does it matter how the other two wires are connected to the rectifier?

     

    Brent

  3. Hi
    As ever thanks for your replies. To answer your question John I have just fitted the EFI system supplied by “ Classic Fuel Injection”. Because the ECU also controls the ignition timing the two shafts in the distributor need to be locked together, to stop the automatic advance. To do this I need to remove the pin, this will allow the shafts to be removed.

  4. Hi
    I am having great difficulty trying to remove the pin at the base of the distributor shaft that goes through the drive dog and locks it all together. I have tried to hammer it out using a punch. The owner of the garage, who looks after my daily drive has also tried. H as any one had experience of this and can offer any tips?

  5. Hi
    Any body know what the thread for the tapped hole on the manifolds, used for vacuum take off points is.  My thoughts were that it would be 3/8” NPT, but the diameter is wrong, same for BSP. Is it Metric? Any ideas greatly appreciated.

    Brent

  6. Hi John

    I am surprised that you state that your Mocal thermostat opens at 80deg, as the way that the system works is that the thermostat is open below the desired oil temperature. The oil flows from the pump to the thermostat and takes the least line of resistance, which is across the thermostat and then onto the engine. When the oil temperature gets above the temperature that the thermostat is set to, the thermostat closes, forcing the oil to travel on and through the cooler. It is set up this way, so even if the thermostat fails closed, there is always a flow of oil to the engine.

    Brent

  7. Hi

    Is there anyone who has a spare bracket and cam arraignment that opens the butterflies slightly, when the choke cable is operated, for a CR car. Mine was removed and despite an extensive search, I cannot find it. I would pay for it and any postage charges.

    Brent

  8. Doing some work, to rationalise the fuel lines. My plan was to fit a cartridge fuel filter to the suction side of my Bosch pump, with the same diameter hose fittings as the suction side of the pump. It appears that most, if not all of these types of filters are approximately 8mm in diameter. Does anybody know of a filter with the same 12mm diameter fittings, that the Bosch pump has?

    Brent

  9. Hi John
    If it is the cartridge type, I have stripped one of my Bosch pumps down, when it seized, due to a really small piece of debris entered the pump.
    The hydraulic end of the pump sits inside of the Aluminum cartridge and a seal is formed with an “O” ring, and then the end of the cartridge has the splined crimps, to prevent the hydraulic end from being forced out of the cartridge.
    What I did was to force each of the splines back, by nipping them one at a time, in the corner of the vice, until each one was clear of the hydraulic end. This allowed me to withdraw it from the cartridge and clean it.
    I then re-fitted the whole thing and taped the splines back into position. This was about 10 years ago and the pump is still working well and is totally petrol tight.

     

    Brent

  10. Hi Chris

    I don’t know if this will help, but I have just gone through a similar experience, with my six.
    The car was fitted with a six into two manifold and sports system, when I purchased it many years ago.
    I have toyed with the idea of changing it to a standard system for many years.
    I ordered a Falcon system from Moss; I decided to keep the first sections of old pipe from the manifold, so only needed the back sections and transverse silencer.
    The problem I had was that the two systems were manufactured from different diameter tubing. How I got around the problem, was to order two exhaust adapter sleeves, from a company called “Every exhaust part”. I found them on Ebay. I gave them the outside measurements from both systems and the sleeves they provided were spot on.
    The only slight problem was making sure the sleeves fitted as far onto each section of pipe, as possible, so as not to increase the overall length.  Apart from that, it was very straightforward

    Brent C

  11. Hi Rob

     

    The injector I have fitted on my six came from a Vauxhall Senator. I know these would not be available to day; I did my conversion in 1996. You could look at sourcing a set, from a scrapped 2.5 BMW, as theses are similar to our engines, in that they are the same CC and a straight six. You could then send the injectors to one of the specialists, to have them ultrasonically cleaned and inflow tested, I used a bloke off Ebay, he sent mine back with a before and after chart, showing the improvements gained.

    The ones I have are yellow and are larger in diameter, than the Lucas injectors. I don’t know if there are any serial numbers on the injectors and I am reluctant to start pulling one out as the car is running so well, I don’t want to disturb anything.

     I too have used the original throttle bodies, so had to open up the holes to fit the electronic injectors. I went to the minimum depth, so that if I wished to go back to the old PI system, I could still fit the original nylon insulators, although they would have to be installed upside down, to get the “o” rings to seal.

     As with any conversion, you will have to install equipment to the engine that was not really designed to be there. I managed to get the holding down clamps. I also got the fuel rail from the Senator, but again I had to modify these to suite the six. By doing this you can save a lot of money.

    Brent

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