|
|
Aug 13, 2023 18:42:13 GMT
|
I wouldn’t expect to see much/any vacuum when cranking.
The running range does depend somewhat on the engine characteristics (especially cam) but will typically be between 100 (full throttle) and about 30kPa at very light cruise and a bit less still on the over-run. Idle usually between about 45 and 70, the wilder the cam the higher the number. The point you take the vacuum from can also be a factor. Some ports on throttle bodies don’t give true vacuum.
Also, quite alot of the Ford regulators are 3.8 Bar so if you’ve put flow figures in based on 3 Bar you’ll be over-fuelling. Should be stamped on it but a gauge tells what is actually happening!
BTW, you can lean/richen the whole table by changing the “required fuel” number. Smaller number gives less fuel.
What VE table are you actually using? I first got my Vitesse running on the MS default table which was for a small block Chevy!
|
|
Last Edit: Aug 13, 2023 18:48:43 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)
|
|
|
|
|
Aug 13, 2023 12:54:30 GMT
|
Welcome. It is a little daunting when you are stood at the bottom of the learning curve, looking up!
Another thing to add is that it’s useful to have a fuel pressure gauge hooked up initially to make sure the fuel pressure regulator is doing its job. Also note that the injector flow rates are given at a specific pressure and if you are not running them at that pressure you need to correct for it.
|
|
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)
|
|
|
|
|
You can get a feel for whether things are roughly as they should be without running the engine. You should be able to get live data just with the ignition on (Note. If you have a wideband O2 sensor, I strongly recommend wiring it so it’s only energised when the engine is actually running - mine is piggybacked off the fuel pump relay).
With the ignition on and the “dashboard” selected on Tuner Studio (which you can customise to add what you want to see, though defaults are pretty good) you should be able to see the inlet air temperature readings, which should both reflect actual ambient temperature if the engines not run in 12 hours. You should also see throttle position move from 0-100% when you press it (if not, run the throttle calibration utility). You should also see manifold air pressure at 100KPa - if you disconnect the end from the manifold and apply vacuum (suck on it) you should see it move downwards.
|
|
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)
|
|
|
|
Aug 12, 2023 21:54:32 GMT
|
Assuming it’s running a map sensor as primary load, is the sensor connected to the manifold and giving sane readings? If it’s only seeing atmospheric pressure it will massively overfuel except at full throttle.
If using the throttle pot as primary load signal then above doesn’t apply but the throttle pot calibration needs to have been done.
Have you done the “required fuel” setup where you’ve put in the injector flows, engine cc and injector configuration?
|
|
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)
|
|
|
|
|
How about tackling it from the other direction? Looks like the calipers have no handbrake mechanism and the disc is intended to have an internal expanding-shoe mini-drum setup. I think that fitting the mechanism to work on the drum inside the disc would be very tricky. Therefore I’d be aiming to find an alternative caliper with a handbrake mechanism that will bolt up to the existing mounts with minimal adaption. No reason why you couldn’t use the same disc though.
|
|
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)
|
|
|
|
|
Don’t sell yourself short…. Those door frame corners are hard to do and your came out nice. Plenty of evidence for patience and attention to detail too. Keep up the good work 🙂
|
|
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)
|
|
|
|
|
Warranty to the gate….. but yes, I feel your pain.
|
|
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)
|
|
|
|
|
Some classy work going on here. Good to see the attention to panel gaps.
|
|
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)
|
|
|
|
|
Your experience differs from mine. Possibly because yours is correctly set up for the car…..
|
|
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)
|
|
|
|
|
More understeer? (A Vitesse certainly needs no help with that!), Or more clattering and snatching from the back?😛
I also have a Subaru R160 viscous lsd to try in the same car (once I’ve managed to find the right inner CVs). That shouldn’t clatter and snatch but it might cause (more) understeer.
IMO a big part of the battle is getting the suspension right so its able to keep the driving wheels on the ground most of the time.
|
|
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)
|
|
|
|
|
|
Have a Blackline ATB in my Vitesse. As much for the extra carrier strength as the traction. It’s undetectable in normal road use but definitely increases traction when pushing hard out of roundabouts and hairpins. Not quite sure why you’d need more for a road car.
|
|
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)
|
|
|
|
Jul 29, 2023 19:11:18 GMT
|
Nothing wrong with a bit of honest patina! 🙂
|
|
Last Edit: Jul 29, 2023 19:11:42 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)
|
|
|
|
Jul 29, 2023 13:15:58 GMT
|
Just wait till I start posting pics of cheese on toast! Blimey, an actual chef 😳 Enjoying the engine progress. Should be no problem to make a set of ignition leads with silicone/carbon resistive wire and the original ends.
|
|
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)
|
|
|
|
Jul 26, 2023 18:09:17 GMT
|
“it doesn't like to idle below like 1700rpm and needs choke even when warm. Doesn't sound to be firing all 8.”
Vacuum leak(s) from perished pipe or pipe fallen off?
|
|
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)
|
|
|
|
Jul 25, 2023 20:19:16 GMT
|
“2.5tdi. worked out perfect. Separate cooling system with heatexchanger, chargecooler and bigger vnt turbo makes it a nice package. Probably makes about 150-170 bhp with alot of torque.”
That’s interesting…. I have the AEL 2.5TDI in my A6 and it needs. Which turbo did you use and how much hassle to make it work?
Nice work on the gearbox adapter plate. Good to see the insurance came good in the end also!
|
|
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)
|
|
|
|
Jul 10, 2023 19:14:18 GMT
|
This may help….
There are many videos on YouTube.
The real nightmare comes when the issue is down to modules not going sleep - usually due to coms issues and these need a decent code reader to hunt down fully. Hopefully yours is easier!
|
|
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)
|
|
|
|
|
Looks like a handy machine.
Been contemplating an Allen Scythe as cutting the weed patch in the weed patch with a strimmer every autumn is a right chore.
|
|
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)
|
|
|
|
|
Surprised you didn’t cancel the sale when you discovered such events existed and take it there yourself! Or have you negotiated the co-driver slot? 😛
|
|
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)
|
|
|
|
|
Ah, the blood sacrifice is made. Probably the first of many. Very large, knobbly lump in a rather too-small hole….
Enjoying watch your steady progress - keep up the good work!
|
|
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)
|
|
|
|
Jun 29, 2023 21:41:49 GMT
|
looks like a production car John . That's very kind of you but it probably isn't as good as a BL product on a bad day! It moves though 😀
|
|
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)
|
|