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John McCormack

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Everything posted by John McCormack

  1. When the engine is hot the oil pressure should not be enough to cause the pressure valve to open. Oil pressure will be a function of pump output and the wastage in the engine. I fitted a new oil pump a few months ago. Before the new pump oil pressure was 65-75 hot above 2000rpm and 25-30 at idle. It is now 30-35 at idle and 75 psi above 2000rpm. When cold the oil pressure is about 80 which must be the valve opening point as it doesn't vary much above about 1000rpm. This oil pressure might seem a bit high but not much, I suspect the gauge reads 5 psi high.
  2. Vegemite is a critical food. The most important food group for Australians. On holiday in 2018 in Rome I got the craving, I must have Vegemite on toast for breakfast. I must. Google it. A shop a couple of kms away say they have it. My wife and I walk over and there it was, a very small jar of Vegemite. About $4 in Australia, about 2.4 euro. The sticker said 8 euro. Breakfast the next day was fantastic. Worth every euro!
  3. Mate, I feel for you. I've done a couple of body off restos on TR2s, the TR5 would be a another level of work. Hopefully it can be straightened in situ.
  4. I sincerely hope that they are economically repairable by your insurance. A very sad and distressing experience.
  5. Have you got a four wheel wheel alignment. All the mods might have been done to get the alignment right. I use at least 30 psi in modern tyres. The thin sidewalls flex if the pressure is too low. Ask a tyre centre and they will inflate them to 36 psi. I wouldn't change anything until you have the alignment measurements and try higher tyre pressures.
  6. Can be an issue on the TR2 with Lockheed hydraulics. The pipes come out of the back of the m/c and go up into a loop, creating an air bubble trap. But it is the 6 I found the biggest pain.
  7. I suspect it is just bleeding. For some reason I have found an initial bleed frustratingly difficult on the TR6. Once it is done it isn't a problem but that first one to get all the air out is a pain.
  8. My recently fitted bar has had the same effect. PITA.
  9. I have 3 TRs (two TR2s and a 6) and use all of them regularly. My BRG TR2 is a daily driver around inner west Sydney and much further afield. The young people love them all, especially the BRG 2 when it has aero screens fitted, and show great interest. Many of the younger people I meet in my current role are definitely looking for something different from the accountant produced modern cars. Try and tell the difference between a Hyundai and BMW from 30 metres away. The attraction of these cars will drift from those who were 'around in the day', to those who yearn for something diffe
  10. A few years ago we here down under were looking at the age demographic of our members and concerned about the future. At the time we couldn't see a solution to this issue, or even if a solution was required. Over the past couple of years our full financial membership has swelled from about 300 to about 350. Many of the new members/owners are younger. Interestingly, a few of us found Facebook very valuable. We found owners who were in various classic car groups who didn't know of the Register. Things are looking much brighter.
  11. As noted it is a bit more work to do this on a TR2/3 with Lockheed brakes. As an alternative I rigged up a switch under the dashboard directly onto the brake pedal. A small piece of timber araldited into position and a bit of glue and a length of wire.
  12. Sold for $57,000 plus commission, about $60,000 all up. Approx 30,000pds. A seemingly high price for a car in that condition but not altogether unexpected. We have a TR Register brochure with the car and hopefully the new proud owner will contact us and join. We have some of the car's history which will be valuable with the car.
  13. +1. But before you get too involved with the timing there are prior things to do if not already done. If it hasn't been done a compression check is in order. Assuming that is OK start the tune with making sure the tappets are set correctly. If the engine isn't breathing properly everything else will be out. Then check plugs gaps and condition. If the plugs, leads, distributor cap and rotor button are of unknown condition fit new ones. Then balance the carbies. Once balanced set the mixtures, I set mine a tad rich at idle to avoid being too lean at speed. After all
  14. On the basis of this thread and the article on TS2 in TRaction I did a compression test today on my daily driver TR2. I raise it as it is very close to your result. 170. 168, 170, 180 front to back. I was impressed. The head hasn't been lifted since 1994 and has done about 80,000 miles. It was running far to lean for a fair while too. They are very robust engines.
  15. Thanks Marco. Australia received the full UK spec PI cars back in the day. There are a lot of US imports with carbies here and some PI cars that were converted to carbies in the days when the PI was unreliable i.e. before Bosch pumps became common.
  16. Thanks Waldi, and Mike. I cleaned the flame trap yesterday for the first time since I bought the car, knowing the previous owners maintenance I doubt it had been cleaned for twenty years. It didn't seem to prevent air flow when I blew through it before I cleaned it but a lot of oily secretions were in the petrol I cleaned it with so it might make a difference. I assume the trap is positioned so it drains back into the rocker cover, not into the plenum?
  17. I'm not sure but I believe the manifold pressure is critical to operation of the injection system. A PCV to the manifold would upset this.
  18. Following this with interest. I have been concerned about engine breathing contributing to engine oil leaks and looking for a simple solution. Would there be benefit in fitting a T connector to the existing breather to the plenum and running a hose down to underneath the engine?
  19. Following on from another thread I am now considering fitting disc to the front of my daily driver TR2. I'm happy with the drums, obviously as they have been there for the 46 years I've owned the car. But I need to look at the options. A couple of limitations I need to adhere to; no structural changes or modifications to vertical inks or other parts due to the car inspection requirements we have; and I want to avoid a brake booster. Talking to a mate who fitted TR4 discs and didn't add a booster, and another comment somewhere in this forum about fitting TR6 discs, are these suitable
  20. Thanks Chris. That is excellent. I've forwarded your post to our historian who will try to get it to the new owner after the auction. Cheers John
  21. That would be great if you could access the photos and maybe scan them. Now the car is here we would like to obtain its history for the benefit of the new and future owners. Photos might also confirm the car's provenance if there are unique features remaining on it. Thank you Chris
  22. I've never found pedal pressure an issue. However, a 3A driving mate did when he got into my TR2. After 46 years driving them you do get acclimatised.
  23. Yes, you learn to drive to the car's capabilities. Having driven lots of sidescreens, around town and for normal driving I reckon drums are the equal of discs if both are unassisted. The drums have a bigger swept area and work very well indeed at normal speeds. A sudden stop at freeway speeds around 110 km/h is where the discs win. Many disc braked TRs have boosters which aren't as suitable for drum braked cars.
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