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About DaveR

  • Birthday 02/17/1948

Profile Information

  • Location
    Thatcham, Berkshire, UK
  • Cars Owned:
    Loads of Triumphs since 1965

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  1. The horn set-up was first used on the Triumph Herald and then applied to most of the 1960's Triumphs, not the 2000 saloon, so all of the problems are well known in Triumph circles. From my point of view the advice has been spot on. Dave
  2. Thank goodness I don't have the temp compensation, Stromberg CD150S, on the Vitesse. These came later when the Vitesse had finished production. I have set-up GT6's with them and agree with your findings. Take you time setting them up. The later Waxstates on the TR7 don't generally, apart from age, give any problems because it's a cross flow engine and there isn't a hot exhaust sitting just below them. The opposite on a Spitfire or 2000, the best thing to do is to fit standard jets. I bet you had a favourite test route, can't beat the road test. Dave
  3. Used the digital and before that the analogue CO test meter for 25 years. The Gunson is an excellent piece of kit for home mechanic. Most classics 1950/60's weren't designed to run at a mixture CO of 2.5. more like 3.5 to 5. That was why we saw a reduction in engine power in the 1970's, the changes were to reduce the emission level and hence CO. Having set-up many engines, from my own long term experience the older type can have problems running at a CO of 2.5. But it up to you what you do. The Gunson does drift off cal with temperature, and you have to allow for this by rechecking the cal now and again. Which takes time. Un-like the much more expressive professional kit which allows for this. I like the idea of the colour tune, but find it difficult to use reliably. I set-up the carbs using the old standard methods, plus a flow meter, then trim in the mixture on the CO meter. The final check I do is to use the car, and then check the two outer plugs, 1 and 4 or 1 and 6, for colour and adjust accordingly. Dave
  4. John, ask on the TSSC forum. Dave
  5. It's magic when it all comes together and works. Dave
  6. Well done Steve. The carb throat wear, spindle hole wear and new parts don't always make for a good fit. Dave
  7. Just one spring is normal on most TR7's Dave
  8. Steve, Try undoing the two screws holding the discs to the spindles. Then move the spindles in and out until the disc centres and the un-wanted gap has reduced. Finally ensure the spindle is in the middle of it's in/out travel with the throttle fully closed. Dave
  9. It is less likely that the waxstats are the cause of the problem you have. They either adjust too rick or too weak. In both cases the tick-over is likely to reduce and become uneven. Due to the TR7 engine being cross-flow and not having a hot exhaust manifold sitting under the carbs the waxstats are less of a problem than say on a Spitfire. 73's Dave
  10. Just to add, check the breather pipes, cam cover and oil filler cap for air leaks. On to the carbs - The throat maybe too worn for the butterfly to seat correctly. Are the butterfly's centred correctly in the throat. Maybe the spindle holes are too worn and are still letting in air. The centring of the butterfly's should be done when they are full shut and the throttles set screws are either removed or turned right back out of contact. Dave
  11. For what it is worth I have had loads of Triumphs since 1965 which includes two new one's and those have been my own experiences over that time. Back in the 1970's I raised it with the Triumph and they stated that it was normal. To be fair if you increased the revs above 2700 rpm the pressure would increase. Dave
  12. With the six cylinders and small four cylinder engines if you drive on a Motorway for over ten miles, 2500 rpm, watch the pressure drop from 60 to 50. From by own experience this is normal on an engine in good condition. Once you come off the Motorway and on the back roads the pressure will resume it's 60 psi. Yes hot oil. Dave
  13. Be careful not to short the output of the stabiliser to ground as they are not all short circuit protected. Dave
  14. Or it could be the temp sender is the problem. Dave
  15. The figure given by Triumph was 3/4 to 1" (19mm to 25mm) for the small 4 cylinder and the six cylinder engines. This would have been with a cold engine. The problem used to be where a piece of wood was used between the block and generator to tighten the belt. Dave
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