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Most aftermarket ecu s including Megasquirt and Speeduino are capable of “self learning” in conjunction with external software such as Tuner Studio. I’ve been using this for 15 years.
It is very cool stuff but it should be emphasised that the resulting map is only as good as your target table and if you get that wrong in the high load/rpm areas there is the possibility of melting things. You will have to tweak acceleration enrichment and warm up enrichment by hand.
On powerful vehicles the other problem is actually spending any time in the high load/rpm areas without crashing or getting arrested.
Ignition timing cannot be handled in the same way, you can get fairly good results on the road (same comments apply re crash/arrest) but an RR is the right, safe way to do it.
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 23, 2020 21:32:35 GMT
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I would have trouble arguing against. Cars should probably be included.
Bought a set of 5 wheels recently. They came with "good" tyres. They did indeed look good. Plenty of tread, no sign of perishing. However, the youngest, which has never seen the road, 10 years old, three of them were 22 and the other 16. I've replaced them.
The last set of tyres (Semperit IIRC) on my Vitesse I replaced because they they became plain scary in the wet. About 10 years old but only 1/2 - 2/3 worn. Not visibly degraded or cracked.
Interestingly enough, when we bought Senior Managements Audi TT 3 years ago it came with a set of Continental tyres which had plenty of tread. However, they were horribly cracked and perished, one being especially bad with deep cracks in the main circumferential sipes. I did check the dates and they were all about 6 years old. Hardly ancient. 3 had the same date stamp but the 4th, the worst, was 6 months younger.
I replaced them with a set of Dunlops. She's worn two of them out but the ones that started on the back (and are now on the front) are starting to crack up after just three years. They don't make 'em like they used to!
Having also experienced some not very old at all tyres that came on my A8 (Triangle - just avoid!!), that were just plain lethal, perhaps some more attention should be given to weeding out the awful ditchfinders that are curse word from day one.....
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 22, 2020 12:06:19 GMT
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12/10 for bravery. Balls the size of watermelons! Great care needed with oil pump mounting and drive arrangements, and presumably a little sump baffling as well..... no doubt you have it covered 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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let me be your guineapig. I'll be sure to shout out when it goes boom Yay, your chance to become the leading world expert is intact 😛 Crack on! 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 21, 2020 12:49:37 GMT
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Aren't gears cut helically to reduce noise/improve transmission efficiency though? And are they always cut the same direction (clockwise/anti-clockwise/however you define the direction of cut)? Or just fit a straight cut gearset - problem solved. If there was ever a problem in the first place. To reduce noise. They are actually slightly less efficient. True straight cut is very noisy though. Years ago a mate had a road going hiilclimb Mini with straight-cut everything. What with that and the Weber in its box that was a seriously uncivilised form of transport. Proper quick though.
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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 20, 2020 21:44:22 GMT
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The laygear cluster will see rotating thrust loads and they will be reversed with reversed rotation. Not familiar with Subaru boxes, but on Triumph boxes they have a big washer at the front and a smaller one at the back - presumably this reflects the relative load directions. On that box it would be fairly easy to swap them over...... Imp with a flat six will be Impatient (in traffic)...... Nick EDit: you may well have found this already but just in case..... grassrootsmotorsports.com/forum/grm/spinning-a-transmission-backwards/17183/page1/I particularly liked the bit where someone is selling the OP the opportunity to become the world expert on the subject..... and hoping for dramatic failures at the same time. Just do it man - it'll be fine...... probably
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Last Edit: Jul 20, 2020 21:56:52 GMT by vitesseefi
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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in my experience of peugeot tappets the squishy ones are the problem not the firm ones, unless the firm ones are fully compressed and stuck. True on VAG ones as well 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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It’s a difficult one. Depends on whether you view it as a banger.... in which case bangernomics principles apply, or whether you view it with any affection and are prepared to more in.
In either case it’s always quite hard to judge. In my experience, failures tend to go in waves - you seem to get expensive patches where several things happen at the same time, followed by a long period of reliability. If you’ve owned the same car, or even the same model, for many miles/years you’ll get to know their weaknesses.
I have a ‘96 A6 avant which bought in 2003 at 7 years old and 112k. It passed the milestone of 333,333 last week. That mostly eats front suspension, front wheel bearings and rear calipers, but the major mechanicals are still good.
It’s getting a bit tatty, one of the exhaust joints is almost rotted away, needs the rear beam bushes changing and the clutch is getting a bit near the end (rubbish! you’d think it would last longer 😛), And being a dirty old diesel it’s being banned from more and more places, so in bangernomics terms, it should go, but now I have this nagging question....... will it make 400k without engine work......? And logic goes out the window.....
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 18, 2020 21:33:42 GMT
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Well..... and here am I stressing about how to knife and fork an MX5 gearbox onto a Triumph 6....... Minor problems.....
I shall follow this with great interest.
BTW, the BMW K series TBs are separates joined by a pair of bars. Hard to narrow but easier to stretch. If you want to know their native spacing I can measure it for you as I have 6 joined in a row...... and some extras. IIRC the K750 ones are smaller (32mm?) than the the 4 pot ones which are 34mm. Note that they do not include injector pockets.
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 16, 2020 20:11:00 GMT
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US diesel is reported to be pretty rough stuff so seems little point in wasting your money on premium diesel.
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 15, 2020 21:15:47 GMT
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Believe the Zetec SE 1.7 specifically is the one with no spigot hole (or a very small one) but the rest are “normal”.
Really trying to establish whether I’ve got any chance of getting a Suzuki m series on the Samurai / SJ413 ‘box without resorting to buying one to try.
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 15, 2020 18:38:29 GMT
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I like these. A friend had the saloon version of these in 1987/88. 100GL in orange bought for not very much because it needed welding and Audis were deeply unfashionable and regarded with deep suspicion by the banger market. It was quite a beast and two orders of magnitude better than the assorted British tat the rest of were driving (Riley 1.5, HB VIva, Herald 1200, Mini 1000). It did like a drink and ate brake pads, but then he caned it without mercy all the time.
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 15, 2020 16:13:33 GMT
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Use an Audi Quattro rear diff they require reverse rotation input iirc?
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 15, 2020 10:23:56 GMT
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Sad sight.....,
As has already been said, unless you just want the thing gone, DO NOT let them take it away, as if you do, you will never see any part of it again. Get it put safely under cover and have them come to it for inspection. If being kept away from home make sure that those where it is being kept know that it is not to be moved without your express permission.
Looks like the shell and much of the running gear could be saved.
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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Thanks for the reminder about the 106 link. I’d forgotten that and will check back.
We have an RX8 5 speed gearbox......... same comments as the MX5 but worse.
Thanks for the colour compliment. Like and dislike are fairly evenly divided - not much in the middle.
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 14, 2020 21:52:57 GMT
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We have a MkIV 1300 Spitfire here. It has a more or less internally standard engine with speeduino based injection on it and an overdrive gearbox. Currently it's all working reasonably well but the gearbox on particular is on borrowed time. When we built the car it was with a future engine swap in mind so it already has bigger brakes from a GT6 and rotoflex based CV joint rear end. Possible donors are under review. Not looking for megapower. Something around the 100bhp mark, light and compact. Plan A was a 1.6 Zetec SE and T9. The engine is cheap - the gearbox, no longer cheap or even very easy to find. Plan A2 was Zetec SE plus MX5 NA box. You can get kits to mate them. I even bought a box.... The box is on the big side..... not impossible but hard. Plan B may involve Suzuki parts. We have a gearbox from a Samurai which looks like a toy next to the Mazda one. It would fit in the available space and ratios are good. We have seen this mated with the G13BA Swift GTI engine - which looks like a very good prospect. Of course this is series 1/2 Swift stuff and old now. And not so easy to find in twin cam form. Lesser G series engines in 1.3 and 1.6 form are fairly common though it seems that the 1.6 is not a direct fit on the gearbox (adapter is cheap though). Seems that J series engines also fit the gearbox but they seem to start at 2L in the UK and are beyond what we are looking for (might be a bit much for the little box as well). Then there are the M series which are common and provide a range of choices in the right power/torque area. There are even some in N/S mounting (Jimny) but it is very unclear whether there is any chance of getting one to mate up to the Samurai gearbox without major effort. Using the Jimny 'box is undesirable as they have 1:1 5th gear whereas the samurai is 0.79 and suits the diff gearing much better. Any Suzuki experts know the answers? Thanks Nick The potential victim
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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 14, 2020 12:40:48 GMT
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What vehicle/engine?
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 14, 2020 12:39:59 GMT
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What vehicle/engine?
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 13, 2020 15:41:52 GMT
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11/10 for bravery and commitment.
I’ve welded some rusty cars in my time....... but I reckon I’d have run away from that!
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 13, 2020 12:18:29 GMT
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A lot of Triumph wheels were made by Dunlop and are stamped with their logo as well as the Triumph part number.
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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