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May 30, 2020 21:14:15 GMT
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As already mentioned this is a very common issue, subject to class action and recalls in the US but, shamefully, not here.
That said, it might well be worth approaching Audi (via local dealership initially) especially if the car has a good dealer history and see what their take on it is. There is much written on the subject on the internet. Honest John and a couple of the Audi Forums as well as Pistonheads.
If your purchase is recent enough that you can "take it back" or at least demand some compensation then you might want to think about that too.
Frankly, though I've owned Audis since the mid 90s and had outstanding service from them, I seriously doubt I'd ever have one later than the very early 2000s. Too complex, too much defective engineering and unpleasant to work on.
I find it profoundly depressing that a company that could make powerful, efficient and very long-lived engines in the 80s and 90s seems to have lost the ability in the mid 2000s.
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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They (the Afrikaners) have plenty of names for the “English”. Rooinek being the most polite.
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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May 27, 2020 18:55:36 GMT
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Looks like a pretty decent example and a nice, unusual colour too.
Hopefully not hiding rot or previous bodges. They do tend to get bodged..... It’s the low values ( though rising of late)
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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Still here.
Now includes a pair of Spax rear dampers (not suitable Roto GT6 with inner wing damper mounts).
Rear dampers are not adjustable, but are hard! Too hard for my battered spine! Weathered looking, but working fine.
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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 never ceases to amaze me that some so called professional outfits in the vehicle refinishing business turn out such appalling quality work - covering bodge after bodge in shiny paint in a hope that no one spots the obvious errors before they get paid - the thing is they think & profess to be the best at what they do - when in reality what they are turning out is curse word with a complete disregard for detail whilst treating their clients with utter contempt - On the other hand you will find some extraordinarily talented & skilled guys out there turning out stunning highly detailed work - they don't have to advertise - the fruits of their hard work does all of the talking - Sadly I have lost count of the number of owners that I have heard from / seen burnt over the years by bodyshops but happy that you eventually achieved the results that both you & the car deserves Got a bit of a taste of this in the other direction when restoring my GT6. Got a local paint guy involved quite early on to discuss options. He prefers only to do final prep and paint and I preferred the smallest bill possible so we got along ok. He first saw the car when it was fairly ugly and left muttering things like “good luck with that” and “glad you are not asking me to sort that bit”. When we did finally deliver it to him I was very gratified by his comment that it was better that 90% of the pro stuff he gets and the lowest step on his pricing scale would cover it. He was also muttering darkly about “the awful dogs he gets presented with to attempt to recover”. I was surprised. I was assuming we would be behind the pros, though I guess I was prepared to spend more time on 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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May 21, 2020 14:01:05 GMT
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Hi! Do some more work to the head........ Ready to fit to the block! Soon.... Greet Unleash the wild horses 🙂
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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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May 20, 2020 21:15:51 GMT
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Try and cover your ears. Nothing gets you moving quicker than the sound of a bit of spatter entering your ear canal! And that is the truth.....nasty sizzling noise.... pain. The irresistable urge to batter your head on the floor and bottom of the car. If that's not bad enough, it can also perforate your eardrum - which is really bad...... And I hate the smell of my flesh burning, even if it is a bit like bacon. I agree with Slater. Pulse technique. Or overlapping tacks. Best method for lots of thin metal welding, but especially upside down. 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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May 20, 2020 21:04:26 GMT
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Outstanding! You're a nutter Of the very best kind obviously Nick
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Last Edit: May 20, 2020 21:04:45 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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Regular changes help a lot on anything. Long-life oil is the devils work intended to drive fleet servicing costs down. It’s a sales tool. Certainly doesn’t equate to long engine life.
The insides of my 330k A6 TDI which has had oil changes at 6 - 10k intervals throughout are far cleaner than her 80k TT which was on long life schedule for its first 40k ( just two changes)
A6 has used either VW Quantum 10/40 semi-synthetic or Triple QX 10/40 semi synthetic. TT gets Triple WX 10/30 fully synthetic now and seems happy enough on it.
The Triumphs usually get VR1 or one of the Millers classic oils.
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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May 16, 2020 20:59:43 GMT
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It is likely to be very similar to brake/clutch fittings, but the nut is usually shorter to leave room for an olive. Thread could well be UNF, most likely 7/16”, which is also used on clutch systems on 60s/70s British stuff like Landrovers and some Triumphs. Try looking on here automec.co.uk/collections/fittingsNick
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Last Edit: May 16, 2020 21:00:27 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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Another vote for Reinzosil here.
Used to use Tectane carb cleaner for cleaning. Not sure what’s in it but it eats anything (including paint and some plastics so care needed!). Also great for recovering dried out magic markers and gunned paint brushes. Sadly Toolstation have stopped selling it so I have a supply issue.
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 result on the RR.
My Megasquirt-converted PI with home tidied head, standard “132” cam and TR6 twin downpipe exhaust manifold made 148bhp on a RR described as “conservative” by its owner. Best bit was the torque plateau with >160lb/ft from 1800 to 5200. And 34mpg average.
Was also pimento though rather less shiny than yours, which is looking rather magnificent now.
Given that you described the gearbox oil as looking like “liquid mercury” quite a while back, how is that holding up?
Cheers 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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May 13, 2020 21:31:55 GMT
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Brave repair - and successful. Excellent work sir!
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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Should be possible to get 1”. If you’ve just got a bit of a long pedal, this might be enough. As above, greater than 1” is unusual in Europe.
Caliper condition, disc runout and wheel bear play can all have an influence 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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Do you know what diameter M/C it has now? If the pedal travel is too long/squashy then you'll be needing a bigger one...... Braided flexihoses, or even just fresher standard ones might also help.
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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Rover 213 or 216? Nearly half a million sold, but seem to have survived less well than the Triumph Acclaim they replaced. Last one I definitely remember seeing was in 2004 and was a 216 Vitesse. That was in a scrapyard and I robbed it of injection parts to put on my Triumph Vitesse. Its throttle body is still giving good service and I think I still have the FPR somewhere...... 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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Excellent.
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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That's very green. Nice colour.
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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In our house i have something called stage 1. Stage 1 is a mental exploration of the task to be done. It produces no physical output but is crucial to the quality of the task in hand. Stage 1 can last many months and even years and it can never be rushed. Love that idea ........... I might have to try that 🤘🤘🤘 Standard procedure in this household. Senior Management is aware of it but usually plays along........ 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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Worth checking the whole of the breather system including PCV. Not sure how complex the system is on the Volvo but there’s often plenty of scope for blocked/collapsed hoses and sometimes there are gauze flame traps at the point(s) of exit from the engine which get clagged up.
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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