Speedy

I will use the recommended 0.625" clutch master cylinder and a diaphragm spring.

I have sent you an email, Marco.

I have now also finished the gearbox. The main shaft, which was too long, was machined on the lathe. However, we didn't do this on our Myford, but on a friend's heavy lathe. I have also contacted the manufacturer about the faulty shaft. The man on the phone also understood what the problem was and passed it on to the design department. Let's see if something will be changed. Before machining, the old shaft was measured with a profile projector. A little exaggerated ? The time has finally come. It wasn't that difficult after all.

Yes.

The dashboard is almost finished. I had always hated the tangle of cables behind the dashboard. That's why I fitted the wiring harness with ‘Deutsch-Plugs’ and tidied it up. What's more, I can now install and remove the dashboard in no time at all.

Peter, I will do that on monday. Let's see what he says. It's a German manufacturer, but I bought it from Rimmer . That doesn't make it any easier, but of course I'll call the manufacturer directly.

Today I would like to report on the further progress of my TR3 restoration. First of all - I'm frustrated again, as I have been so often before with this work. No, not with the work, but with the quality of the spare parts. But first things first. I have now started to overhaul the gearbox. It has worked well until today. The first thing to go was the top cover. As often mentioned here in the forum, I also replaced the O-rings on the shift rods with X-rings. These were then lined with 3D printed washers to prevent the X-rings from moving on the shaft. I also sealed the hole in t

I had never seen this conversion on a TR3 tacho before. I only knew the conversions of the TR6 tacho from Darryl. Whatever. I'll be happy with the stack too.

My new stack tachometer has arrived and was installed very quickly.

Now that I have determined the size, it is quite easy to get the NPT G18 plugs here in Germany. I'll get some and can then compare them with the BSP ones.

Peter, I already have the plugs. The size is not easy to determine. I think the old plugs are 1/4" NPT G18, the new ones are 1/4" BSP G19. However, they can still be screwed in easily and tighten well.

The next step is the crankshaft. The crankshaft should have been balanced long ago, but we have decided to have it ground to the first undersize, as there is very slight pitting at one point on the rear main bearing. We also removed the 4 crankshaft plugs just the day before yesterday. This turned out to be just as difficult as many had predicted. Not a single screw could be loosened normally, all were heated (max. 200 degrees C) and then we hammered in a Torx to try to unscrew the screw. We had the full programme with several Torx sizes, drilling out etc. At the back of the

Now I have almost arrived in the present with my report. I'm missing some spare parts to complete something, so I'm now doing a lot of work in parallel. In December 2024, I overhauled my newly acquired Weber 42 DCOE 8. I had been using 40 DCOEs for over 30 years and there had never been any problems. But the 42s are actually an ideal size for the 2.3 litre engine. The 45s are too big for me and only deliver more power above 6000 rpm. Unfortunately, the DCOE 42s are very rare, as they were only fitted to the Maserati 3500 GT and the Morgan Super Sport. After some search

The steering was registered 20 years ago and the brake system will be OK too. An MOT engineer has already looked at it and is overseeing the conversion. As long as it is for safety reasons and is carried out correctly, it can be registered.

This is the work of the last two years Yes, I checked that. I haven't shown all of my work on the car here, that would be way too much.