Now then Alun, wobbly loud peddle syndrome is certainly I very great possibillity!<br>
Think i'll pull it all to bits and rebuild it slow time. This way I still get to enjoy the 1500 until its ready to swap.<br>
Not being good with electrics is the loom the same as the 1500 HL or do I need to pull the whole lot out complete?<br>
Does anybody have complete instructions for a transplant!?<br>
Thanks guys<br>
<br>
Al W
<p></p><i></i>
Am I expecting too much from the Sprint?
Re: Reminder
Silvery,<br>
<br>
I vaguely recall something about an extra support on the autos, not too sure why though.
<p></p><i></i>
<br>
I vaguely recall something about an extra support on the autos, not too sure why though.
<p></p><i></i>
-
Jon Tilson
- Posts: 1311
- Joined: Sat Mar 08, 2003 8:28 pm
Loom...
1500HL to Sprint is a big deal. Battery wrong side and silly power split offs on starter solenoid. Quite a big job to swap it all over I reckon.<br>
Jonners
<p></p><i></i>
Jonners
<p></p><i></i>
Very long...(OHV to OHC conversion, future article for DM)
A Bodgers guide to topping up the clutch fluid on a Two Door Toledo.<br>
<br>
Tiddly the Toledo let itself down with a minor clutch problem...<br>
<br>
One bright weekend had a few bits removed :<br>
<br>
Engine and Gearbox (which hopefully have already found a new home)<br>
Complete front suspension<br>
Complete rear suspension<br>
Propshaft<br>
Transmission tunnel<br>
Dash<br>
Steering column<br>
Engine bay wiring loom<br>
Dash wiring loom<br>
<br>
And a few bits put on<br>
Complete 1850 front suspension, with poly bushed subframe.<br>
Complete 1850 rear suspension with hard rubber bushes, care was taken to get the top of the rear shocks/spring caps on the correct way.<br>
<br>
<br>
With the suspension back on it was at least still moveable, although Tiddly was now looking decidedly sad about her clutch repairs, and Caroline was saying – ‘when did I agree to pulling a perfectly sound car apart for the sake of some clutch fluid’, unsurprisingly another few bottles of Yew Tree were purchased.<br>
<br>
The next few weekends were spent robbing bits off my remaining 1850 Auto to fit into the Toledo.<br>
<br>
Wiring loom – the engine bay and dash wiring looms are quite different, the starter is on the opposite sides etc. So I choose to just replace the Toledo loom with the 1850’s – minor connector differences were easily sorted, and to my surprise most of the wiring colours match up on both the 1972 Toledo and the 1980 Dolomite 1850.<br>
<br>
Steering column – I may as well have an adjustable column, and I took the chance of putting a new lower column bush in the bulkhead, recently, Jod, one of the OHV guys on the club forum, mentioned that the square headlight steering column bulkhead bush could be a bit of a challenge – I used that to try and regain some brownie points with Caroline – ‘here love read this, apparently by repairing Tiddlys clutch I’ve saved hours if not days’ – her response is not publishable in a family magazine.<br>
<br>
Heater – these are slightly different, and to fit in with the up market dash of the 1850, you have to use the 1850’s – although my 1850 one had a leaky valve – I did try to use the Toledo’s valve – but the rubber had gone so hard it would not seal properly in the 1850’s heater. A new heater valve was eventually used.<br>
<br>
Wiper motor – I noticed the connectors were different, and I thought I would just change the motor, three small machine screws, one nut and the wiper motors were off. Only to see that they are actually different. The Toledo’s wiper motor went back on with a modified connector to the loom. <br>
<br>
Fuel pipe. The fuel pipe on the Toledo comes up on the nearside of the engine bay, whereas the Dolomite’s comes up on the offside. The front part of the Dolomites fuel pipe was used, but only after I had dispatched Caroline to the lock up to get the 1850 fuel pipe and set to removing Tiddlys. When Caroline returned and asked – ‘why did you take the whole fuel pipe off if you only need the front part, you don’t really like this car do you?’ – I tried to explain that I was replacing the rubber hoses and clips – Caroline replied with something about gnat’s – or did it just sound like gnat?<br>
<br>
Fuel sender unit. The Dolomite has a low fuel waning light which the Toledo does not, the Dolomite’s sender unit with an extra wire run through to it was used.<br>
<br>
Brakes. Whilst hooking up the brakes I used stainless steel braided hoses, and changed from the Toledo’s single circuit with small servo, to the late 1850’s dual circuit and large servo. Copper brake pipes were made to suit. New handbrake cables were added whilst they were easy to get at. As this is an Auto, the brake pedal was changed to the auto’s larger brake pedal, and the clutch pedal removed with a blanking plate fitted.<br>
<br>
Whilst around the bulk head I changed the throttle pedal mounting to use the reinforced Auto throttle pedal mount.<br>
<br>
Dash. The side mounts for both dash’s are the same, but the middle mounting points are different, brackets were made to fix the dash too. And then the 1850’s complete dash was used. My Toledo does not have a heated rear window, so the cables were marked and tie wrapped out of the way ready for use when I replace the rear screen.<br>
<br>
Transmission tunnel. The 1850’s transmission tunnel was used.<br>
<br>
Engine – I had been using the 1850 Auto for my run to and from the station all last winter. All the running gear was great, I was very happy to just plonk the lot into the Toledo. But, I had a set of rebuilt TR7 HS6 carbs that I was going to put on the 1850. Off came the HS4’s and these were lent to DollySteve to help him whilst his own TR7 conversion is underway. My newly rebuilt HS6’s were used with a TR7 inlet manifold. A TR7 cylinder head rear water jacket was used as the plumbing is slightly different. The 1850’s water transfer housing has no outlet, the heater circuit is built into the water pump to inlet manifold circuit. The TR7’s heater circuit is from the rear of the head to the water pump, with a reduced bleed to the inlet manifold. The water pump top cover had a TR7 size water fitting added, which is a bigger bore than the 1850’s and the inlet manifold pipe and inlet manifold water circuit was cleaned up after it was found to contain lots of grot. The throttle cable attachment of the 1850 was retained, with its kick down cable etc. The 1850’s throttle link bar was shortened to suit. I was hoping to use the TR7’s cable and mechanism, but the kick down cable connector was out by an inch or so. And I had hoped to use a spare Sprint air box – but the TR7 and Sprint carb centres are out, individual K&N’s were used as a temporary measure. I’ll hopefully get a TR7 airbox before it starts to warm up.<br>
<br>
I had been using a large core rad on my track day Sprint, and now have an alloy replacement, so rather than use on of my spare 1850 rads I used the Sprint large core rad, the fixed cooling fan of the 1850 was removed and a kenlowe electric fan fitted.<br>
<br>
A Rimmer’s sports exhaust was used that fixes to the standard down pipe. The short tail of the Toledo means that the normal rear mount cannot be used. And the rear box’s tail pipe is a good six inches too long, that was soon modified. The rear box was fitted with a rubber cotton reel fixing onto a new bracket attached to the rear bumper to body mounting points.<br>
<br>
As expected the first turn of the key had the 1850 burst into life. A nice burble from the sports exhaust and maybe a bit too much of a roar from the K&N’s certainly shouts it’s presence louder than the Toledo ever did. <br>
<br>
What is the Toledo like now the clutch fluid has been topped up?<br>
<br>
It’s no racing car, but she has lots of grunt in comparison to the 1300 Toledo, surprisingly as an Auto she can pull away and be doing 60 in a very short while. I would hazard a guess that she could do the 0-60mph dash in well under 12 seconds, and joining the motorway is no hassle, mid range punch is great, more impressive than the initial get away. But the best thing is the combination of a great ride, punchy performance and the Toledo looks.<br>
<br>
Maybe I’ll now have some time to get back on with my Sprint.<br>
<p>Ben<br>
<br>
<!--EZCODE LINK START--><a href="http://www.dollysprint.com">www.dollysprint.com</a><!--EZCODE LINK END--></p><i></i>
<br>
Tiddly the Toledo let itself down with a minor clutch problem...<br>
<br>
One bright weekend had a few bits removed :<br>
<br>
Engine and Gearbox (which hopefully have already found a new home)<br>
Complete front suspension<br>
Complete rear suspension<br>
Propshaft<br>
Transmission tunnel<br>
Dash<br>
Steering column<br>
Engine bay wiring loom<br>
Dash wiring loom<br>
<br>
And a few bits put on<br>
Complete 1850 front suspension, with poly bushed subframe.<br>
Complete 1850 rear suspension with hard rubber bushes, care was taken to get the top of the rear shocks/spring caps on the correct way.<br>
<br>
<br>
With the suspension back on it was at least still moveable, although Tiddly was now looking decidedly sad about her clutch repairs, and Caroline was saying – ‘when did I agree to pulling a perfectly sound car apart for the sake of some clutch fluid’, unsurprisingly another few bottles of Yew Tree were purchased.<br>
<br>
The next few weekends were spent robbing bits off my remaining 1850 Auto to fit into the Toledo.<br>
<br>
Wiring loom – the engine bay and dash wiring looms are quite different, the starter is on the opposite sides etc. So I choose to just replace the Toledo loom with the 1850’s – minor connector differences were easily sorted, and to my surprise most of the wiring colours match up on both the 1972 Toledo and the 1980 Dolomite 1850.<br>
<br>
Steering column – I may as well have an adjustable column, and I took the chance of putting a new lower column bush in the bulkhead, recently, Jod, one of the OHV guys on the club forum, mentioned that the square headlight steering column bulkhead bush could be a bit of a challenge – I used that to try and regain some brownie points with Caroline – ‘here love read this, apparently by repairing Tiddlys clutch I’ve saved hours if not days’ – her response is not publishable in a family magazine.<br>
<br>
Heater – these are slightly different, and to fit in with the up market dash of the 1850, you have to use the 1850’s – although my 1850 one had a leaky valve – I did try to use the Toledo’s valve – but the rubber had gone so hard it would not seal properly in the 1850’s heater. A new heater valve was eventually used.<br>
<br>
Wiper motor – I noticed the connectors were different, and I thought I would just change the motor, three small machine screws, one nut and the wiper motors were off. Only to see that they are actually different. The Toledo’s wiper motor went back on with a modified connector to the loom. <br>
<br>
Fuel pipe. The fuel pipe on the Toledo comes up on the nearside of the engine bay, whereas the Dolomite’s comes up on the offside. The front part of the Dolomites fuel pipe was used, but only after I had dispatched Caroline to the lock up to get the 1850 fuel pipe and set to removing Tiddlys. When Caroline returned and asked – ‘why did you take the whole fuel pipe off if you only need the front part, you don’t really like this car do you?’ – I tried to explain that I was replacing the rubber hoses and clips – Caroline replied with something about gnat’s – or did it just sound like gnat?<br>
<br>
Fuel sender unit. The Dolomite has a low fuel waning light which the Toledo does not, the Dolomite’s sender unit with an extra wire run through to it was used.<br>
<br>
Brakes. Whilst hooking up the brakes I used stainless steel braided hoses, and changed from the Toledo’s single circuit with small servo, to the late 1850’s dual circuit and large servo. Copper brake pipes were made to suit. New handbrake cables were added whilst they were easy to get at. As this is an Auto, the brake pedal was changed to the auto’s larger brake pedal, and the clutch pedal removed with a blanking plate fitted.<br>
<br>
Whilst around the bulk head I changed the throttle pedal mounting to use the reinforced Auto throttle pedal mount.<br>
<br>
Dash. The side mounts for both dash’s are the same, but the middle mounting points are different, brackets were made to fix the dash too. And then the 1850’s complete dash was used. My Toledo does not have a heated rear window, so the cables were marked and tie wrapped out of the way ready for use when I replace the rear screen.<br>
<br>
Transmission tunnel. The 1850’s transmission tunnel was used.<br>
<br>
Engine – I had been using the 1850 Auto for my run to and from the station all last winter. All the running gear was great, I was very happy to just plonk the lot into the Toledo. But, I had a set of rebuilt TR7 HS6 carbs that I was going to put on the 1850. Off came the HS4’s and these were lent to DollySteve to help him whilst his own TR7 conversion is underway. My newly rebuilt HS6’s were used with a TR7 inlet manifold. A TR7 cylinder head rear water jacket was used as the plumbing is slightly different. The 1850’s water transfer housing has no outlet, the heater circuit is built into the water pump to inlet manifold circuit. The TR7’s heater circuit is from the rear of the head to the water pump, with a reduced bleed to the inlet manifold. The water pump top cover had a TR7 size water fitting added, which is a bigger bore than the 1850’s and the inlet manifold pipe and inlet manifold water circuit was cleaned up after it was found to contain lots of grot. The throttle cable attachment of the 1850 was retained, with its kick down cable etc. The 1850’s throttle link bar was shortened to suit. I was hoping to use the TR7’s cable and mechanism, but the kick down cable connector was out by an inch or so. And I had hoped to use a spare Sprint air box – but the TR7 and Sprint carb centres are out, individual K&N’s were used as a temporary measure. I’ll hopefully get a TR7 airbox before it starts to warm up.<br>
<br>
I had been using a large core rad on my track day Sprint, and now have an alloy replacement, so rather than use on of my spare 1850 rads I used the Sprint large core rad, the fixed cooling fan of the 1850 was removed and a kenlowe electric fan fitted.<br>
<br>
A Rimmer’s sports exhaust was used that fixes to the standard down pipe. The short tail of the Toledo means that the normal rear mount cannot be used. And the rear box’s tail pipe is a good six inches too long, that was soon modified. The rear box was fitted with a rubber cotton reel fixing onto a new bracket attached to the rear bumper to body mounting points.<br>
<br>
As expected the first turn of the key had the 1850 burst into life. A nice burble from the sports exhaust and maybe a bit too much of a roar from the K&N’s certainly shouts it’s presence louder than the Toledo ever did. <br>
<br>
What is the Toledo like now the clutch fluid has been topped up?<br>
<br>
It’s no racing car, but she has lots of grunt in comparison to the 1300 Toledo, surprisingly as an Auto she can pull away and be doing 60 in a very short while. I would hazard a guess that she could do the 0-60mph dash in well under 12 seconds, and joining the motorway is no hassle, mid range punch is great, more impressive than the initial get away. But the best thing is the combination of a great ride, punchy performance and the Toledo looks.<br>
<br>
Maybe I’ll now have some time to get back on with my Sprint.<br>
<p>Ben<br>
<br>
<!--EZCODE LINK START--><a href="http://www.dollysprint.com">www.dollysprint.com</a><!--EZCODE LINK END--></p><i></i>
Re: Very long...(OHV to OHC conversion, future article for D
Ben,<br>
<br>
while I'm working on the 1850 can I borrow your missus please? I'm lucky if I get a cup of tea brought to the garage, never mind help with fetching bits off other cars. And although one of the boys did help with my Sprint engine rebuild, the PS2 is generally more interesting to them.<br>
<br>
David
<p><!--EZCODE LINK START--><a href="http://www.triumphowners.com/570" target="top">1980 Sprint</a><!--EZCODE LINK END--><br>
<!--EZCODE LINK START--><a href="http://www.triumphowners.com/569" target="top">1980 1850HL with Sprint gearbox, propshaft and axle</a><!--EZCODE LINK END--><br>
1972 VW Camper Van</p><i></i>
<br>
while I'm working on the 1850 can I borrow your missus please? I'm lucky if I get a cup of tea brought to the garage, never mind help with fetching bits off other cars. And although one of the boys did help with my Sprint engine rebuild, the PS2 is generally more interesting to them.<br>
<br>
David
<p><!--EZCODE LINK START--><a href="http://www.triumphowners.com/570" target="top">1980 Sprint</a><!--EZCODE LINK END--><br>
<!--EZCODE LINK START--><a href="http://www.triumphowners.com/569" target="top">1980 1850HL with Sprint gearbox, propshaft and axle</a><!--EZCODE LINK END--><br>
1972 VW Camper Van</p><i></i>
Re: Very long...(OHV to OHC conversion, future article for D
just back on the sprint thing, when i picked orange up (about 3 yrs ago now, or was it 2 yrs? <!--EZCODE EMOTICON START :lol --><img src=http://www.ezboard.com/intl/aenglish/im ... /laugh.gif ALT=":lol"><!--EZCODE EMOTICON END--> ) she'd been stood for about 2 years. after a tweak here and there to get her driveable (bloody fuel pipe came off on test drive and flat battery left me stranded!), i poodled home steadily.<br>
<br>
near my house theres a big straight-ish piece of road, where between 2 fixed points, giving it loads, my 115hp (1 year old at the time) diesel focus consistantly achieves about 55mph.<br>
<br>
did the same thing in the dolly on the home-bound trip for a laugh, between the same points, and got over 60mph no problem, in its "just back on the road, standard, not tuned,stood for a couple of years" state. this was all before she got pulled apart of course. <br>
<br>
slowing down was a bit more scary though! <!--EZCODE EMOTICON START :lol --><img src=http://www.ezboard.com/intl/aenglish/im ... /laugh.gif ALT=":lol"><!--EZCODE EMOTICON END-->
<p>project orange - the longest rebuild project ever<br>
project white - let the mission begin...<br>
</p><i></i>
<br>
near my house theres a big straight-ish piece of road, where between 2 fixed points, giving it loads, my 115hp (1 year old at the time) diesel focus consistantly achieves about 55mph.<br>
<br>
did the same thing in the dolly on the home-bound trip for a laugh, between the same points, and got over 60mph no problem, in its "just back on the road, standard, not tuned,stood for a couple of years" state. this was all before she got pulled apart of course. <br>
<br>
slowing down was a bit more scary though! <!--EZCODE EMOTICON START :lol --><img src=http://www.ezboard.com/intl/aenglish/im ... /laugh.gif ALT=":lol"><!--EZCODE EMOTICON END-->
<p>project orange - the longest rebuild project ever<br>
project white - let the mission begin...<br>
</p><i></i>
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