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 Post subject: Re: The Next Level
PostPosted: Sat Sep 05, 2015 8:53 am 
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Hi Steve,

Looking at the pics, it looks like your going to be ready for the RBRR 2016!

Let me know if your up for co-driver, I am only waiting for Club Triumph to announce the entrants forms.

Also I'm most interested in your power steering conversion, have you ever driven a Sprint with this ?,
does it feel the same but only lighter or do you lose the sensation of road connection.


Kind regards



Mahesh

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 Post subject: Re: The Next Level
PostPosted: Sat Sep 12, 2015 10:42 pm 
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I don't know of ANYONE who has a working PAS set on a Sprint, though a few, like me, have it in the works! The electric system i'm using works with a road speed sensor such that over 15mph there is no assistance - so you get the best of both worlds. power when you need it at parking speeds and manual for maximum feel at driving speeds!
I don't think my car will be ready by next October, I have to fit it in around a fulltime job - and considerable financial restraints! But I DO have 90% of the parts I need to complete, which I have been accumulating over the last couple of years, so paintwork and vinyl roof are really thev only things I need to save up for!

Steve

_________________
2 door '73 Toledo with Vauxhall Carlton engine OWF 797M (The Carledo)
Vermillion (and Rust) Sprint Auto EGP 247T (The Dolomega)
'91 Cavalier 2ltr 8v auto
'95 Cavalier 2ltr 16v auto
Spectrum Auto Services, Servicing, Repairs, MOT prep. Apprentice served Triumph Specialist for 40 years and home of Maverick Triumph.PM for more info or quotes.


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 Post subject: Re: The Next Level
PostPosted: Sun May 15, 2016 8:10 pm 
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Well it looks like the MGF PAS is a non starter, there are just too many things that don't tally up for an easy fit.

On the upside, I now have a scrap Corsa in the yard so i'll be having a look at that to see if I can make it work.

In the meantime, I have got my uprated TJ brake kit with its 256mm discs and Puma calipers and carriers all together and successfully try fitted

Image

Image

and a dry and unbusy morning last week let me get this massive lump out of the donor car - finally!

Image

Image

Image

measurements suggest that the auto trans is 20cms LONGER than the manual version in the Carledo, which takes the prop joint back under the tunnel reinforcement, however the diameter is small enough not to need to chop the strengthener out - thank you God!
The tunnel housing in the pic is from a 1500 manual, so I think the auto tunnel will do nicely.

At least I don't have to worry about where the gear lever comes out!

Steve

_________________
2 door '73 Toledo with Vauxhall Carlton engine OWF 797M (The Carledo)
Vermillion (and Rust) Sprint Auto EGP 247T (The Dolomega)
'91 Cavalier 2ltr 8v auto
'95 Cavalier 2ltr 16v auto
Spectrum Auto Services, Servicing, Repairs, MOT prep. Apprentice served Triumph Specialist for 40 years and home of Maverick Triumph.PM for more info or quotes.


Last edited by Carledo on Sun May 15, 2016 8:18 pm, edited 1 time in total.

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 Post subject: Re: The Next Level
PostPosted: Sun May 15, 2016 8:15 pm 
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Hard to believe that lump will fit in a dolly/tolly shell.

Also I know the pain of cutting the tunnel about so it's good that you don't have to do too much :)

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1980 Dolomite Sprint Track Day Car....KLJ 895W. now redtopiffied :P

Volkswagen Golf MK3 Gti....R301UUJ. RIP 22-5-13

Volkswagen Golf MK4 TDGTI 150 MM53VNT Sold 7-8-17

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viewtopic.php?f=19&t=23031


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 Post subject: Re: The Next Level
PostPosted: Sun May 15, 2016 8:31 pm 
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Dimensionally, the engine is almost identical to your Redtop Pete, it's all the plumbing that makes it look huge and complicated.
I have some doubts about the winged sump and the subframe but if it doesn't fit, I have another wingless Carlton sump which will and the crank centre to cam cover measurement is over an inch LESS than the Carledos 8 valver so it WILL go in!

Steve

_________________
2 door '73 Toledo with Vauxhall Carlton engine OWF 797M (The Carledo)
Vermillion (and Rust) Sprint Auto EGP 247T (The Dolomega)
'91 Cavalier 2ltr 8v auto
'95 Cavalier 2ltr 16v auto
Spectrum Auto Services, Servicing, Repairs, MOT prep. Apprentice served Triumph Specialist for 40 years and home of Maverick Triumph.PM for more info or quotes.


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 Post subject: Re: The Next Level
PostPosted: Sun May 15, 2016 8:40 pm 
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Oh OK! I guess I should have worked that one out. I'm used to seeing mine as just a block.

A winged sump wouldn't fit I don't think, I'm sure you've seen what we did for mine ?

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1980 Dolomite Sprint Track Day Car....KLJ 895W. now redtopiffied :P

Volkswagen Golf MK3 Gti....R301UUJ. RIP 22-5-13

Volkswagen Golf MK4 TDGTI 150 MM53VNT Sold 7-8-17

BMW 320d Coupe M-Sport with factory fitted Performance Pack.

Proud TDC Member!

viewtopic.php?f=19&t=23031


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 Post subject: Re: The Next Level
PostPosted: Sun May 15, 2016 9:06 pm 
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I'm pretty sure Ian tried a winged sump on his Redtop car and decided it was a non starter, then imported the one you now have from Germany at considerable expense. However there are 2 or 3 different winged sumps and mine looks like it MIGHT just fit. Faced with the same problem you were, I elected to mod the subframe rather than the sump since the frame doesn't have to keep oil in! I started with the advantage of a RWD engine with a front well sump and all the mounts and waterworks that go with it, which I think helped - a lot! And i'm pretty pleased with how my frame mod and the accompanying roll bar reposition has worked out - so I shall be doing the same again! I also have a little more freedom in the fore and aft position position of the engine this time since the secondaries on this downpipe are much shorter, I haven't got to get 2 pipes past the subframe at the bulkhead and can make a single pipe easily.

Steve

_________________
2 door '73 Toledo with Vauxhall Carlton engine OWF 797M (The Carledo)
Vermillion (and Rust) Sprint Auto EGP 247T (The Dolomega)
'91 Cavalier 2ltr 8v auto
'95 Cavalier 2ltr 16v auto
Spectrum Auto Services, Servicing, Repairs, MOT prep. Apprentice served Triumph Specialist for 40 years and home of Maverick Triumph.PM for more info or quotes.


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 Post subject: Re: The Next Level
PostPosted: Sun May 15, 2016 9:24 pm 
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Sounds good :)


Yes, I must get that sump pressure tested......

_________________
1980 Dolomite Sprint Track Day Car....KLJ 895W. now redtopiffied :P

Volkswagen Golf MK3 Gti....R301UUJ. RIP 22-5-13

Volkswagen Golf MK4 TDGTI 150 MM53VNT Sold 7-8-17

BMW 320d Coupe M-Sport with factory fitted Performance Pack.

Proud TDC Member!

viewtopic.php?f=19&t=23031


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PostPosted: Sun May 29, 2016 10:05 pm 
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Location: Highley, Shropshire
I'm in the process of modding another Sprint subfame for another member who is doing a Vauxhall 8v conversion. which will give me a chance to try it against the Omega motor once its been hacked about and see if the winged sump will go in. Initial measurements are promising and the trapezoid shape of the hole is almost exactly copied by the winged sump.

Steve

_________________
2 door '73 Toledo with Vauxhall Carlton engine OWF 797M (The Carledo)
Vermillion (and Rust) Sprint Auto EGP 247T (The Dolomega)
'91 Cavalier 2ltr 8v auto
'95 Cavalier 2ltr 16v auto
Spectrum Auto Services, Servicing, Repairs, MOT prep. Apprentice served Triumph Specialist for 40 years and home of Maverick Triumph.PM for more info or quotes.


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 Post subject: Re: The Next Level
PostPosted: Mon May 30, 2016 11:44 am 
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Quote:
I'm in the process of modding another Sprint subfame
If you haven't started yet, can I swap you for an 1850 frame that I'll otherwise need to mod into a Sprint one?


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 Post subject: Re: The Next Level
PostPosted: Mon May 30, 2016 4:08 pm 
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I have good news and bad news, I have already started and the first thing I did was chop off the unwanted Sprint mounts.

That's the bad news, the good news is that this was a spare subframe and the one on my Sprint auto is still intact, so I would be pleased to do a swap with you on that one, it will save me 2 hours and 3 cutting off discs on the mounts alone - and probably save you even more!

Steve

_________________
2 door '73 Toledo with Vauxhall Carlton engine OWF 797M (The Carledo)
Vermillion (and Rust) Sprint Auto EGP 247T (The Dolomega)
'91 Cavalier 2ltr 8v auto
'95 Cavalier 2ltr 16v auto
Spectrum Auto Services, Servicing, Repairs, MOT prep. Apprentice served Triumph Specialist for 40 years and home of Maverick Triumph.PM for more info or quotes.


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PostPosted: Sat Apr 08, 2017 11:30 pm 
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Right, folks who know me will know there has been a bit of a radical change of direction on this project, brought about by the aquisition of an unbelievably sound shell (Cheers Alun) It's apparently never been welded and still has its original sills, rear arches, front chassis legs, boot floor and everything else. Ziebart is wonderful stuff! It came to me devoid of front subframe and running gear, both front doors, the bonnet, n/s/f wing, front bumper, headlamps etc. It also showed signs of light accident damage in the vicinity of the n/s/f inner headlight.
Nothing being as easy as it looks, I immediately set about fitting a known straight front subframe (with all suspension) which duly picked up on the mounting points exactly and looked ok in place. (Sigh of relief!)
So I set about cutting off the damaged front panel and half the inner front panel and straightened up the n/s flitch which was also a bit twisted at the front end. Then I cut the missing half of the inner front panel from a spare front end I had lying around and offered it up to the shell.
This is where the sigh of relief became a bit premature, as, with the new bit exactly in place on the n/s leg, it overlapped the original section still on the o/s leg by about 10mm. Slightly confused I offered a bonnet up to the car and with the back edge flush with the scuttle there was a 10mm gap to the wing at the screen end and a 2mm overlap at the headlamp end. Further measuring and examination showed the n/s strut tower 5mm further back than the o/s one and, once the bulkhead sound deadening pads were removed, crush damage to the n/s leg just behind the rear n/s subframe mount.
My inescapable conclusion is that the impact the car suffered was taken mainly by the front subframe and this item, much thicker and stronger than the shell transmitted the shock into the body and bent it rather badly.
All is not lost however, as I have fitted all the doors and they line up very nicely with the shell and the shuts. The shut lines are as good as a Dolly ever is and the swages line up perfectly, also the screen is still in place, uncracked and looking unaffected, leading me to believe that the damage is confined to the area forward of the "A" pillars.
I HAVE been offered a pair of flitches and legs for sensible money and with those and a pair of club chassis rails, I could probably make a fair go of repairing the shell and getting it more or less straight. More or less, however, is not good enough, so I have elected to have it jig straightened for about the same money as the new panels would have cost me and KNOW that it will be spot on. I have taken it to a specialist shop not too far away from me, on the recommendation of a good friend, who had his MGB done there. He has 3 of the latest and finest jigs money can buy, but also access to data on classics including, thankfully, Dolomites! When I arrived, one jig was empty (for the Dolly) one had a Ferrari on it and the third had an Audi R8, so I am in good company!

More on this, as and when stuff happens, but in the meantime I am taking advantage of the Dolomite sized space in the garage to have a play with my newly modified front subframe and the engine I will be using and the results are most encouraging! Readers will recall me having doubts about the viability of the big wing sump, these have proved groundless, sump and subframe could have been designed to match!

Image

At the moment, the engine is just resting (lightly and supported by the crane) on the rack, in service it will have a little clearance, this is one of the "critical" measurements of this conversion where clearance is tightest.

Image

By comparing points with the Carledo, it is apparent that I can safely mount this motor about an inch further forward than the Carledo's 8 valver is, the position of the Carledo's engine was largely determined by the exhaust downpipe, a convoluted device with very long secondaries that I had to thread round the subframe. The Omega motor has short secondaries that meet forward of the bellhousing joint making a single big bore downpipe that I can fabricate without bother. Bringing the engine forward that single inch will allow me to sit it lower in the car and leave more room at the back for the EGR valve and heater outlet hose necks. And I have space to spare at the front of the engine anyway. I don't think it will have a massive effect on weight distribution since the autobox is 20cms longer and MUCH heavier than the Carledo's manual 5 speed.

Image

Having used a Sprint subframe this time instead of an OHV one, I have not even had to modify the rear crossmember at all, which is a bonus, all that is needed is a slight reshaping of the metal trans oil cooler pipes to clear the subframe in the vicinty of the bellhousing joint.

Image

That's enough for now, keep watching this space!

Steve

_________________
2 door '73 Toledo with Vauxhall Carlton engine OWF 797M (The Carledo)
Vermillion (and Rust) Sprint Auto EGP 247T (The Dolomega)
'91 Cavalier 2ltr 8v auto
'95 Cavalier 2ltr 16v auto
Spectrum Auto Services, Servicing, Repairs, MOT prep. Apprentice served Triumph Specialist for 40 years and home of Maverick Triumph.PM for more info or quotes.


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PostPosted: Sun Apr 09, 2017 6:51 am 
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Nice job Steve, that downpipe looks ideal for position there. 8)

Tony

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PostPosted: Sun Apr 09, 2017 1:40 pm 
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Quote:
Nice job Steve, that downpipe looks ideal for position there. 8)

Tony
It's not really apparent from the photos, but the downpipe in it's original state curves away from the block towards the n/s of the car, it needs to be cut and V'd between the secondary joint and the lambda to bring it closer and then dropped a bit to get it closer to the subframe, try fitting the tunnel as it is results in fouling the pipe and the lambda sensor. But it's nothing that can't be fixed. I also want to use a proprietary flexi section between the downpipe and the main body of the exhaust for a bit of extra noise/vibration insulation.

There's not a whole lot more I can do till the shell is back, I am spending this afternoon stripping the old rotten doors and labelling everything! And I really need to rationalize my parts, there are enough bits in the garage to fit up most of 3 cars, so I want to pick out the best ones and sell or store the rest elsewhere.

The long term plan, once the shell is back, is to panel it up, rustproofing the new bits as I go (the jig shop is just screwing the new panels on with tappers to ensure a perfect fit) then get the subframe, engine and transmission mounted solidly and any necessary holes made for wiring looms, then I will remove the drivetrain again so the shell can go to have the underbonnet area doorshuts, insides of doors, inside boot, etc painted. Once this is done, I will refit the engine properly and get it all plumbed up and running, then back to the paintshop for the outside to be painted. This convoluted process to ensure that my heavy duty mechanical shenanigans don't damage new paint!

I now have 3 successive deadlines for completion, the first (which I don't really expect to meet) is October 2018 for the RBRR the next is April 1st 2019 when the car becomes "historic" (this is the main deadline ATM) and the final one, if all else fails, is June 2020 when I am due to retire. Not that I am going to sell all my tools and stop tinkering, I can't see that happening short of a properly signed death certificate, but money will be shorter and I can't presently see myself wanting to take on another massive resto project once i've retired. This of course MAY change!

Steve

_________________
2 door '73 Toledo with Vauxhall Carlton engine OWF 797M (The Carledo)
Vermillion (and Rust) Sprint Auto EGP 247T (The Dolomega)
'91 Cavalier 2ltr 8v auto
'95 Cavalier 2ltr 16v auto
Spectrum Auto Services, Servicing, Repairs, MOT prep. Apprentice served Triumph Specialist for 40 years and home of Maverick Triumph.PM for more info or quotes.


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PostPosted: Sun Apr 09, 2017 4:29 pm 
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So, having got a much better shell, I have dismantled the old one (with a 10" grinder) after removing anything that could be of use. I have saved every viable nut, bolt, grommet, wire, pipe, clip and bracket and cut out and sold the good bits of the shell. So the roof, rear window opening, front scuttle, complete rear panel, n/s D pillar, n/s/f chassis corner and a few other smaller bits have all found loving new homes.

When I scrap a Dolomite, I do it properly!

This is all that was left

Image

Image

And today, I finally convinced a local scrap man to come and take it away! This was a harder task than stripping the car, not because there was any fuss about taking away an unidentifiable shell, but because the price of scrap is so poor and there was so little weight of metal involved that it was not worth their diesel to come and get it! I had to bribe this one with a scrap ally Jag bonnet and a couple of old brass radiators before he would come 2 miles!

Steve

_________________
2 door '73 Toledo with Vauxhall Carlton engine OWF 797M (The Carledo)
Vermillion (and Rust) Sprint Auto EGP 247T (The Dolomega)
'91 Cavalier 2ltr 8v auto
'95 Cavalier 2ltr 16v auto
Spectrum Auto Services, Servicing, Repairs, MOT prep. Apprentice served Triumph Specialist for 40 years and home of Maverick Triumph.PM for more info or quotes.


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