Work on the GT6 has been progressing slowly, with the gearbox tunnel starting to be fitted, to complete it though I will need the cut-down gear extension, so I know where to cut the hole for it.
I have had to do some maintenance on the Spitfire, I felt that it was becoming a bit gutless, so a new condenser and points were ordered. When I came to fit these parts I had great difficulty in driving the Spitfire from its normal parking space up into the barn, where I had all my tools and better lighting. Once up in the barn the points and condenser were replaced and... no change. The car still refused to go above 2000rpm.
Removing the air box revealed that the pistons and needles in the carburetters were not rising as the throttle was opened up. When the dash-pot from the carburetter was removed, the piston came with it - not a good sign. It turned out that over the years films of muck had built up inside and was preventing the piston to move freely. A quick clean the some silver polish and it was all moving well again.
For Christmas I drove in the Spitfire from Wales to East Anglia to meet up with my parents. About five miles into the journey and the car starts missing and the stops completely, on a blind corner just before the summit of a hill. After trying to start it again but to no avail, I jumped out and popped open the bonnet and whipped off the distributor cap, nothing obvious there but connections were checked and I was soon on the go again - at least I could get off the road now.
I drove to the next layby to have a better look, it turned out that a connection on the points from the wire from the coil was intermittent as the wire end had been crimped poorly and the crimp had failed.
I was on the go again though, later while passing through I was able to pick up another condenser and points, this time Lucas made.
Thursday, December 28, 2006
Friday, December 08, 2006
More space required, gearbox started & 10CR
After spending some time the previous weekend making space for the metering unit and throttle bodies, I found that I needed even more space, this time I needed to push backwards into the car. Some rough cuts were made with the engine still in place but, to finish the job and make it look a bit tidier, the engine was removed again.
As can be seen in the image, I had boxed in an area for the metering unit; this has now had one side opened out to allow for the extra space required. It's all looking quite rough and ready at the moment, a bit more welding and paint should see it good though.
I seem to have had some sort of cold hanging around me for the past three weeks or so, which makes me quite lethargic. I could really do without it when I ought to be outside of an evening working on the car. Despite this I managed to drag myself out last night and started looking at gearboxes with a view to making a stronger box to go in the GT6.
The new gearbox will use the casing of the three rail boxes along with the internals of the later (and stronger) single rail gearboxes along with a "J" type overdrive. To complicate things, the later single rail overdrive gearboxes are longer than the early three rail ones, in a more standard car this would not be much of an issue, you would just have to have the prop shaft shortened and move the mount backwards.
Because I have moved the engine back six inches in my car, to move the gearbox mount further back would require an excessive amount of re-engineering. The alternative way to work around this is to use the earlier three rail "J" type main shaft (output shaft) and have a sleeve fitted over one end to bring it up to size and mate with the late input shaft. One of the Triumph parts suppliers stock a heavy-duty version of the early main shaft, hopefully this could be a direct replacement for a sleeved shaft, shall have to make a few more enquiries.
I started off with the single rail overdrive box, this came from a Triumph Dolomite 1850 which was being broken for spares, having been couriered over to me, I assumed the oil had been drained, but it had not, so that was the first job. It was quite encouraging as the oil flowed out that there was only a minimal amount of metallic material carried in the oil of on the magnetic sump plug, although I did find a locking screw, not sure where that has come from, but all other signs look good for it though.
It appears this box has been re-built sometime as all the joining surfaces have been smothered in a mastic type jointing compound and the serial number prefix of the box was CG, meaning the case originally came from a TR7, this was stamped over when it was re-built.
The gearbox, which is going to donate its case, is a non-overdrive three-rail version. This box was originally fitted in my GT6 when I purchased it and to the best of my knowledge it is the one that was supplied with the car. When I drained the oil from this box it was a completely different story as the oil was laden with bronze from the synchromesh rings and a mass of steel shavings clinging onto the magnetic sump plug.
Jobs for the forthcoming week include finishing of the bodywork around the bulkhead and stripping and assessing the quality of the component gearbox parts.
Almost forgot to mention, my entrance into the 10CR has been accepted. To learn more about the 10CR have a look here
As can be seen in the image, I had boxed in an area for the metering unit; this has now had one side opened out to allow for the extra space required. It's all looking quite rough and ready at the moment, a bit more welding and paint should see it good though.
I seem to have had some sort of cold hanging around me for the past three weeks or so, which makes me quite lethargic. I could really do without it when I ought to be outside of an evening working on the car. Despite this I managed to drag myself out last night and started looking at gearboxes with a view to making a stronger box to go in the GT6.
The new gearbox will use the casing of the three rail boxes along with the internals of the later (and stronger) single rail gearboxes along with a "J" type overdrive. To complicate things, the later single rail overdrive gearboxes are longer than the early three rail ones, in a more standard car this would not be much of an issue, you would just have to have the prop shaft shortened and move the mount backwards.
Because I have moved the engine back six inches in my car, to move the gearbox mount further back would require an excessive amount of re-engineering. The alternative way to work around this is to use the earlier three rail "J" type main shaft (output shaft) and have a sleeve fitted over one end to bring it up to size and mate with the late input shaft. One of the Triumph parts suppliers stock a heavy-duty version of the early main shaft, hopefully this could be a direct replacement for a sleeved shaft, shall have to make a few more enquiries.
I started off with the single rail overdrive box, this came from a Triumph Dolomite 1850 which was being broken for spares, having been couriered over to me, I assumed the oil had been drained, but it had not, so that was the first job. It was quite encouraging as the oil flowed out that there was only a minimal amount of metallic material carried in the oil of on the magnetic sump plug, although I did find a locking screw, not sure where that has come from, but all other signs look good for it though.
It appears this box has been re-built sometime as all the joining surfaces have been smothered in a mastic type jointing compound and the serial number prefix of the box was CG, meaning the case originally came from a TR7, this was stamped over when it was re-built.
The gearbox, which is going to donate its case, is a non-overdrive three-rail version. This box was originally fitted in my GT6 when I purchased it and to the best of my knowledge it is the one that was supplied with the car. When I drained the oil from this box it was a completely different story as the oil was laden with bronze from the synchromesh rings and a mass of steel shavings clinging onto the magnetic sump plug.
Jobs for the forthcoming week include finishing of the bodywork around the bulkhead and stripping and assessing the quality of the component gearbox parts.
Almost forgot to mention, my entrance into the 10CR has been accepted. To learn more about the 10CR have a look here
Sunday, November 26, 2006
Making a bit of room
Just as threatened, the Nuffield tractor was brought into action this weekend and the engine, complete with gearbox, was removed from the GT6. This was to enable me to make a couple more modifications to the bulkhead. There is now sufficient room beside the engine for the metering unit, its pipes and the distributor to all fit in.
On the other side of the bulkhead a little more space was made to fit the rear trottle body in. I was keen to get the engine out, make the modifications and the engine back in over the weekend, so as not to have the engine in the way, just in case somebody else needed to use the barn. Because of this, there is a bit of tidying-up to do around the bulkhead including painting, but hopefully I should be able to find time to do this during the week.
Although all the throttle bodies fit on the engine in the car, the linkages between them are still not clearing some of the bodywork. I have two options here, make more space in the bulkhead and risk getting too close to the steering column or have a major re-design of the linkages. I shall probably go for the latter, as there is so much slack in the linkages, I can see that in the end most if it would be replaced anyway.
On the other side of the bulkhead a little more space was made to fit the rear trottle body in. I was keen to get the engine out, make the modifications and the engine back in over the weekend, so as not to have the engine in the way, just in case somebody else needed to use the barn. Because of this, there is a bit of tidying-up to do around the bulkhead including painting, but hopefully I should be able to find time to do this during the week.
Although all the throttle bodies fit on the engine in the car, the linkages between them are still not clearing some of the bodywork. I have two options here, make more space in the bulkhead and risk getting too close to the steering column or have a major re-design of the linkages. I shall probably go for the latter, as there is so much slack in the linkages, I can see that in the end most if it would be replaced anyway.
Wednesday, November 22, 2006
Comings and goings.
Well it’s been a busy afternoon; I had a visit from Gareth Thomas, who has supplied me with a refurbished metering unit to fit the GT6 along with a set of injectors. My next job will be to get the injection system installed and working. You may be able to tell that I have decided to keep with the Lucas PI system (for now at least) as I have all the major parts required for it.
This weekend’s job will be to make space for the throttle bodies and the metering unit. First thing will be to move any wiring inside the car and then take a cut at the bulkhead to make space for the metering unit, before the engine is removed. With the engine removed I can start welding panels back in to cover the hole again.
Leaving with GT was the MkII cylinder head for some work to be carried out on it. I don’t expect to see that for a few months now though, better the time is taken and done properly.
Monday, November 20, 2006
More thoughts
I have spent a bit of time today pondering my situation with regard to fitting in the metering unit.
To fit the metering unit in another cut will need to be made into the bulkhead, close to the battery box. To make space for this, the starter solenoid, horn relay and hazard flasher unit will also have to be moved, the most sensible place for this would be in the car and whilst moving all the associated wiring the fuse box may as well come in also.
All of this cutting and moving of electrics could be avoided by not using the metering unit and by instead installing a EFI (electronic fuel injection) system that meters the fuel by measuring the position of the engine through a pick-up sensor on the crank, the throttle position and the air/fuel ratio to decide how much and when to let fuel through to the injectors.
The EFI system has its advantages with greater flexibility of settings, by use of a computer, but then there is a bloody-minded part of me that wants to see the Lucas PI system work before I dismiss it.
I trial fitted the complete throttle bodies on my spare cylinder head tonight, there is no end of lost movement in the throttle movement, I can see myself re-making the majority of the linkage with modern carb parts, hey well that’s another thing to keep me amused of a cold evening.
When I bought the GT6 it was my intention to improve it over a number of stages, so I could fully appreciate the work I had done, but so far I have moved the engine back 6 inches, changing the handling characteristics, converted to CV joints and changed the fuel induction system, but still I have not had a chance to drive the car, that’s really got to change before the year is out.
The image below should give you a rough idea of what I am up against, with the metering unit top left needing to sink down four inches next to the battery box.
To fit the metering unit in another cut will need to be made into the bulkhead, close to the battery box. To make space for this, the starter solenoid, horn relay and hazard flasher unit will also have to be moved, the most sensible place for this would be in the car and whilst moving all the associated wiring the fuse box may as well come in also.
All of this cutting and moving of electrics could be avoided by not using the metering unit and by instead installing a EFI (electronic fuel injection) system that meters the fuel by measuring the position of the engine through a pick-up sensor on the crank, the throttle position and the air/fuel ratio to decide how much and when to let fuel through to the injectors.
The EFI system has its advantages with greater flexibility of settings, by use of a computer, but then there is a bloody-minded part of me that wants to see the Lucas PI system work before I dismiss it.
I trial fitted the complete throttle bodies on my spare cylinder head tonight, there is no end of lost movement in the throttle movement, I can see myself re-making the majority of the linkage with modern carb parts, hey well that’s another thing to keep me amused of a cold evening.
When I bought the GT6 it was my intention to improve it over a number of stages, so I could fully appreciate the work I had done, but so far I have moved the engine back 6 inches, changing the handling characteristics, converted to CV joints and changed the fuel induction system, but still I have not had a chance to drive the car, that’s really got to change before the year is out.
The image below should give you a rough idea of what I am up against, with the metering unit top left needing to sink down four inches next to the battery box.
Sunday, November 19, 2006
PI thoughts
Had a trip up to the Black Country today to see a man about a full petrol injection (PI) kit for me to fit onto the GT6, whilst I was there I was taken for a ride in his 2.5 PI spitfire.
Great thrill even in the passenger seat, the only trouble is when your eyes start watering due to the flow of cold air. to see mopre about his car have a look here http://www.supersix.50megs.com/
With the PI kit back in overcast Wales, work started on removing the twin Stromberg carbs and inlet manifold, so a trial fit of the throttle bodies could be made. Not unsurprisingly more modifications to the bulkhead are going to be required to fit in the rear most pair of throttle bodies, oh well a bit more measuring up and it will be time to start the Nuffield and haul the engine out again.
On the other side of the engine, a metering and fuel control unit have to be fitted, these drive off the camshaft at the same point as the distributor. Beacuse of the space required by the metering unit, bulkhead modifications are going to be required on this side also, probably along with the starter solenoid and fuse box being moved inside the car to give more space for the metering unit and its associated pipes.
Great thrill even in the passenger seat, the only trouble is when your eyes start watering due to the flow of cold air. to see mopre about his car have a look here http://www.supersix.50megs.com/
With the PI kit back in overcast Wales, work started on removing the twin Stromberg carbs and inlet manifold, so a trial fit of the throttle bodies could be made. Not unsurprisingly more modifications to the bulkhead are going to be required to fit in the rear most pair of throttle bodies, oh well a bit more measuring up and it will be time to start the Nuffield and haul the engine out again.
On the other side of the engine, a metering and fuel control unit have to be fitted, these drive off the camshaft at the same point as the distributor. Beacuse of the space required by the metering unit, bulkhead modifications are going to be required on this side also, probably along with the starter solenoid and fuse box being moved inside the car to give more space for the metering unit and its associated pipes.
Tuesday, November 14, 2006
Weight distribution & forward thinking
Well last week a I did a rough calculation as to the front-back weight distribution of the GT6 with the engine in its new positon. I have woked it out to be about 50-50, which should lead to a heck of a lot better handling then before with the engine in the original position. Plenty more to do yet, but its a good moral boost.
Thoughts have been lent to the next to the next stage of works to be carried out on the GT6 once I get it out on the road. My original intention was to fit tripple carbs, but to do this more of the bulkhead around the top of the drivers footwell hould have to be modified. This would include moving the wiper motor to the other side of the car and taking the clutch and brake master cylinders from the top of the bulkhead and insted use a pedal box with remote reservoirs.
The alternative, as pointed out to me on the Club Triumph forum, is to go for petrol injection (PI) A PI system was designed for the 2.5litre Triumphs and are avilable.
I believe that I should be able to fit a PI system onto the GT6 with the engine pushed back 6 inches, it having already been done before on Dave Picton's Spitfire, a car I could really do with getting a good look around.
The problem is that all of the Triumph PI systems were originally designed for use on 2.5 engines and I want to keep the 2 litre, it having a shorter stroke makes for a more lively engine. To do this the metering unit (the bit which decides how much petrol is fed out) needs to be adjusted to suit the 2 litre engine. This line of thought needs a bit more investigating, but it should make for a good setup, hope to learn a bit more in the next few weeks.
Thoughts have been lent to the next to the next stage of works to be carried out on the GT6 once I get it out on the road. My original intention was to fit tripple carbs, but to do this more of the bulkhead around the top of the drivers footwell hould have to be modified. This would include moving the wiper motor to the other side of the car and taking the clutch and brake master cylinders from the top of the bulkhead and insted use a pedal box with remote reservoirs.
The alternative, as pointed out to me on the Club Triumph forum, is to go for petrol injection (PI) A PI system was designed for the 2.5litre Triumphs and are avilable.
I believe that I should be able to fit a PI system onto the GT6 with the engine pushed back 6 inches, it having already been done before on Dave Picton's Spitfire, a car I could really do with getting a good look around.
The problem is that all of the Triumph PI systems were originally designed for use on 2.5 engines and I want to keep the 2 litre, it having a shorter stroke makes for a more lively engine. To do this the metering unit (the bit which decides how much petrol is fed out) needs to be adjusted to suit the 2 litre engine. This line of thought needs a bit more investigating, but it should make for a good setup, hope to learn a bit more in the next few weeks.
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