ianc
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Posts posted by ianc
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I have been recording 4VC's fuel consumption since it returned to the road 30 years ago.
Each time I refill the tank (and I always fill to the top), my spreadsheet calculates the figure over the whole of that time - it is consistent and sits at about 23.5 mpg, but allows me to spot any unexpected change.
I do the same for the family cars, too.
My second-hand diesel Citroen Xantia estate averaged 50.32 over 96,321 miles - a marvellous beast which would pull happily from very low rpm. Just wish my current second-hand diesel Citroen C5, which has more gears (6 instead of 5) and more valves (8 instead of 4 per pot) could do better than 45.74 and had more torque at low rpm - it's gutless below 1500.
Ian Cornish
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The operating lever on the original pump is a single casting (as can be seen in Rich's photos) - on the repros it consists of sheets of metal rivetted together (rivet visible in Dave's photo).
I know which I prefer.
Ian Cornish
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Back in the 1970s, John Hanna had a sidescreen TR with the 2.5 litre Daimler engine - lots of torque right the way through the rev. range, and went very well in his hands.
Ian Cornish
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Thanks, Andy.
What a pity that there is no dimensioned drawing, as there is Height 53, then Overall Height 57. I'll have to compare with the filters which I have at the moment.
Ian Cornish
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Sorry, I was confused.
I have the 56-9132 filters on 4VC, but I was wondering whether the cone-shaped filters, as shown by Andrew, might give slightly increased clearance for the lead carburettor (pots 1 & 2).
I tried to find them, but failed because K&N's search facility wants to known car make/model etc, so one seems to be unable to get past the questions.
A link would be very helpful.
Ian Cornish
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Colin: I have tried and failed to find the K&N 56-9132 Custom Racing Assembly filters on the K&N website and elsewhere - can you tell me where they may be found?
Thanks,
Ian Cornish
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I've been digging through the notebook in which I record what I have done to, attended and generally enjoyed with 4VC since it went back on the road at the 1993 International at Shepton Mallet.
I see that what I still call the International Weekend) IWE was held as follows:
Shepton Mallet: 93, 96, 97, 98, 23.
Stafford: 94, 95.
Harrogate: 11, 14.
Lincoln: 16, 18.
Stratford on Avon: 19, (20 killed by COVID).
Ambergate: 22 (but not an IWE).
Malvern: 99, 00, 01. 02, 03, 04, 05, 06, 07 (washed out), 08, 09, 10, 12, 13, 15, 17, 21, 24.
Ian Cornish
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I believe that the dealers handled re-torquing of the head and any other minor adjustments at the first service.
Ian Cornish
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Restaurant not open Friday or Saturday, so choice for drinks was the burger stall until Sunday.
Despite 4VC's very rapid acceleration and Maddy looking to the left, I found the exit onto the A37 to be pretty hairy, with fast-flowing traffic in both directions (especially from the right, where they were coming down the hill) and very limited visibility.
The weekend was a rather a pale shadow of past IWEs, but meeting so many friends, members whom I had never met before, and - especially - TR enthusiasts from the Continent and Ireland, made it an enjoyable, even if occasionally rather damp experience.
Ian Cornish
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It was the first IWE at Harrogate, held in 1989, which was not well-attended by those up north.
I can't say whether (or not) it was similar in 2011 as I was rather busy with the TR4@50 celebrations.
Ian Cornish
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We got together with the MGs in 2021 at Malvern and it was a resounding success.
As we will be at Malvern in 2024, and it is without doubt the best and most popular venue for TR people, I see no reason why we should not have another excellent Weekend.
Ian Cornish
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If you wish to reduce the current drawn through the light switch, have a look at my article in TR Action 296 (March 2017) - accessible through the club's website if you login.
If you don't have access, send me a PM with your email address, and I'll send you a MS Word version of the article.
Ian Cornish
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Have a look at the attached descriptions, which I wrote decades ago for the magazine.
I think your solenoid got fried because the armature failed to lift sufficiently and the contact at its top failed to open, so the pull-in coil was energised permanently.
Ian Cornish
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Excellent result, Neale, particularly as you did all the work yourself. Indeed, you should feel very proud.
Now go and enjoy your car as it should be used - TRs like to be driven!
Ian Cornish
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I believe that Wayne is busy earning his living elsewhere on Saturday.
We are very fortunate to have him, and he works in the arena free-of-charge for us.
Ian Cornish
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MOT may not be needed, but unwise (polite word) not to have an annual MOT, letting a well-qualified mechanic else check a machine which can prove lethal to driver and others if something fails.
Yes, I know that an MOT today doesn't mean that everything will be fine & dandy tomorrow, but the inspection is well worthwhile.
I've never had a FAIL, but I have had a few advisories and, each time, have been glad that John had spotted something which I had not, and I have taken action immediately to rectify the situation.
Ian Cornish
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I dug out my Laycock manuals, obtained in the 1960s, and I find (as I thought) that the early TR2 used overdrive unit 22/1275, which had 1.125" piston and was for top gear only. For this early type. the selector shaft in the gearbox would operate the isolator switch in top gear only - hence my mention of humps on the selector shaft in my earlier post.
The 22/1374 was fitted to later TR2, TR3 and TR4, and used 1.375" piston.
Both types use 1.75" accumulator piston and are 0.82 ratio, more familiarly known as 22%. - hence the 22 in the type number.
I cannot find any indication in my Parts Manual as to when the change from /1275 to /1374 occurred.
I suggest that Neale should check the identity of his overdrive unit - it should be stamped on one side
The overdrive in 4VC is stamped 22/3109/000007, which is an identity unknown to Pete Cox and Overdrive Repair Services - how about that!
Ian Cornish
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60 years of TR ownership, and one learns something new quite often on the Forum! Thanks, Stuart & Jim, for the explanations.
Ian Cornish
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Used to happen frequently in the 1960 & 1970s when early TRs had rusted sufficiently to remove the return path from lamp to chassis.
I recall writing about it back then when I was Tech Ed.
Definitely an earthing problem, and sound advice above.
My TR4 (4VC), having been wired by a Lucas technician for the needs of the Works' Rally team, has earth wires for everything.
Ian Cornish
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I am puzzled - how does one ensure that all air is expelled from both left and right slave cylinders on a solid axle TR4A if there is but one bleed screw at the rear ?
Afterthought: where is this single bleed screw situated ?
Ian Cornish
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As long as the parts inside the distributor have been purchased from the Distributor Doctor (Martin Jay), service intervals will be as per the WSM.
Martin has produced parts which are the equal of or better than the Lucas originals, but there are rotor arms, points and condensers available off-the-shelf which can only be described as rubbish, and will fail or will wear out rapidly. Have a look at Martin's website for full details.
Ian Cornish
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A month ago, I volunteered the services of both Maddy and myself for various duties, but it seems we aren't needed for Gates and Parking, whereas both of us have been listed for the Club Stand on Saturday from 11:00 to 13:00, which is when Maddy will be in Wells (her trip was booked ages ago and I have her coach ticket here).
Never mind, we shall make ourselves available when we arrive on Friday afternoon, and hope to assist those shown in the schedule.
Ian Cornish
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If one fits electronic ignition, then about once in a blue moon, or when fuel formulation changes.
Ian Cornish
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It's 53 years since I parted with my early TR2, but I seem to recall that it had overdrive on top gear only.
However, the single switch, if used with the selector with humps in the correct positions, will permit overdrive in 3rd and 4th gears.
Ian Cornish
Esso Supreme no longer ethanol free
in General TR Technical
Posted
You are correct, Stuart, but the change has ruined the enjoyment of the good old Xantia diesel, which was more akin to a tractor engine.
In fact, my independent Citroen man considers the Xantia to be the best engine they ever produced. I scarcely ever exceed 3000 rpm with the diesel, so top end performance is of no interest to me. Grunt and economy are what I like in a diesel !
BTW, I made a mistake - valves have changed from 2 to 4 per pot with the C5.
Ian Cornish