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Aug 31, 2020 19:37:58 GMT
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Triumph 6s die slow, but that one looks to have already had a freshen up at some point and it's probably ready for a more complete rebuild now. My advice would be not to skimp on the major rotating/reciprocating unit. Get the cranl ground and fit matching shells, and, unles the bores are really good enough for a hone and re-ring - spend the extra for a rebore and new pistons. I skipped that part on my recent GT6 engine rebuild and has issues (epic oil burning for first few hundred miles and still rather too much going that way plus some odd noises). Also I suggest a simple alternative way of hanging the engine on a stand that is a bit less scary, won't bend your backplate and allows full dismantling and assembly
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Aug 31, 2020 19:15:56 GMT
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Aug 31, 2020 12:58:43 GMT
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I’m sure it will be fine in an old Landrover. Would be more wary putting it in a modern loaded with emissions gadgets.
Nick
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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A Herald engine (61bhp max) is more than capable of destroying a Herald gearbox. An M52 will reduce it to shrapnel very rapidly.....
BMW engines come with decent gearboxes attached and interchangeability within the BMW family is good.
Herald chassis is very narrow in the gearbox area..... any auto box will be a challenge.
Nick
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Aug 28, 2020 13:37:49 GMT
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Sounds like you need to point out to the DVLA that we are not in Australia but the UK and it is not for them to enforce Australian rules and policies.....
Nick
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Aug 27, 2020 21:33:24 GMT
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And uncannily like me at the moment..... but I'm having my first haircut for several months tomorrow.....
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Aug 27, 2020 21:27:29 GMT
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I was just about to come back and be gloriously reunited with the car when the pandemic struck and delayed it for months. I may, at that point, have had a Basil Fawlty moment, "Typical! Wait a year and a half to get your car back on the road, then there's a bloody pandemic. Don't know why I bother, we should let you all burn! I mean, what's wrong with this country, it's bloody Wilson. Manuel!" Sounds about right...... except that this time it's "bloody Johnson"...... Nick
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Aug 25, 2020 12:31:45 GMT
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Do you have to wear gloves to use it though......?
Nick
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Aug 22, 2020 13:18:13 GMT
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Well, I do see what you mean, but I was going by the relatively short pinion length as the R160 has a really long nose and presumably has a pinion about 12” long.
Plus that looks just like the Triumph one I have under my bench - except mine still has teeth!
Hopefully Pete will be along to enlighten us.....
Nick
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Aug 21, 2020 20:58:31 GMT
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Edit: looks like you already have a different diff! Have you managed to break an R160?! Nah... that’s a later Triumph diff. Fine splines go with the collapsible spacers. I’m not sad enough to figure out the ratio from the wreckage. Convincing job though. I’ve only ever broken carriers and cross-pins. Nick
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Aug 20, 2020 19:29:40 GMT
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Auto tune is great but it’s only as good as your target table. IIRC there is a way to link the target table and VE table so you are effectively making changes direct from the target table. You can do that anyway but it’s quite laggy.
Thanks for bringing the itb mode to my attention - will come in handy when I finally get my ITBs finished and fitted. There have been more than a few changes to available features since I joined the MS family in 2004 (!)
Straight six on ITBs - there’s ear candy 🙂
Nick
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Looks meaty and I love seeing this evolve as it'll all be sealed from road grit etc it should last a long time compared to it's life on a bike, , i guess the rotational speeds will be way higher though. I know nothing about bike chains, but will they be ok at 7k revs? ....will your closure plate support the non engine side of the gears? Oil pump is chain driven on the Mazda rotaries. They don’t complain at 10 000 rpm... On the other hand there are a few designs in VAG stable with chain drive pumps that don’t have great reliability reputations, though they may also be driven from balancer shafts - a bit like driving them with a rattler gun, which likely doesn’t help. Mind you, their hex key drives are even worse...... Nick And many happy returns! May your hangover be small but well deserved.....
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Aug 16, 2020 13:13:01 GMT
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Golly indeed...... Cut the end of the crank with an angle grinder...... Balls like watermelons..... (Didn’t I say that before?) I felt quite brave cutting the bellhousing of a £30 MX5 gearbox - I am but a Pygmy in comparison! Chain drive looks very promising too Nick
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Good to see your considerable efforts paying off at last. Exemplary determination!
Nick
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Another place to look for gearbox servicing info is on the Audi A8 forum. The D2 A8s are all auto and very prone to gearbox problems - one of the reasons being that Audi say it’s sealed for life. Without mentioning that it’s a short life. ZF say oil changes at 40k!
The consensus on there is to use proper ZF service centres with machines like the one pictured above.
Nick
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Not seen that before. My A6 has no circlips or anything else. Seems to just rely on being a tight fit - which it is. Are you sure it’s a clip separate from the outer race and not part of the outer race itself?
Nick
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Jul 25, 2020 21:02:38 GMT
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“What have I got in my pocketses”?
My first thought was nutz.......
....... sheep nutz.
The trailer bit may have messed things up, but I m sticking with it.
There was a dead sheep in our wheely bin at work the other day. It’s big bin and I’m fairly sure it had help getting in (even if it wasn’t dead at the time). The boss is the prime suspect. He has sheep (one less now?) And occasionally moans about how bad they are at staying alive.
Nick
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Jul 25, 2020 11:44:07 GMT
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Good points raised above. I will also add than when I first mapped my Vitesse megasquirt in about 2004, I did it with a narrow band O2 sensor, data logs, seat of the pants and occasional "guest driver" to pilot the thing while I fiddled with the laptop. It took ages and burned alot of fuel. However, when I did finally fit a wideband O2 sensor, I couldn't find much to improve on, and when I finally did take it to a rolling road (the excellent Tipton Garage in Devon), he couldn't find much to change either.
However, lessons were learned and when I converted a 2.5PI in about 2011 I put wideband in from the outset and used the Tuner Studio autotune function straight away. It works like magic and provided your initial target table is something like right you can feel the thing waking up and coming alive as you drive it around, trying to cover all parts of the map (a challenge in itself!). I also went to the same rolling road fairly early on and it was an real eye opener just how quickly the high end mapping and ignition timing could be done. We were finished in a couple of hours and did find some more power on that occasion as well as getting best timing timing dialed in in the cruise areas to maximise fuel economy. While it might seem pricey, a good RR and operator (the operator is key!) will probably cost you less in the long run.
Nick
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Ship-wrights disease.....aka project creep..... oh yeah......
Not relevant now but you can change the wheel bearings in situ with bit of cunning, made much easier by one of those screw press tools. My A6 likes to have front wheel bearings every 100k so I’ve had a bit of practice. Taking the legs off is a huge ball-ache, in situ much quicker.
Sounds like you needed to do the other stuff anyway though. Beware the cheap TCAs, the ball joints are rubbish. Buy known brand like Lemforder . What diameter is the arb? If 26mm, good luck finding bushes.
Manual box will transform the car for the better as will the suspension refresh.
Nick
PS. The exhaust probably is stainless. Audi started using it in the late 80s on their higher end cars. My A6 one is mostly original at 24 years 333k, though being diesel helps.
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1967 Triumph Vitesse convertible (old friend) 1996 Audi A6 2.5 TDI Avant (still durability testing) 1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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