The Triumph Dolomite Club - Discussion Forum

It's not just a stuck clutch is it? I was assuming that you can actually select a gear and drive it but re-reading you haven't actually stated that.
With the engine running can you select a gear?
Stuck clutches are common on rarely used cars.
Jerry

I feel your pain re stripped threads.
I helicoiled them all and replaced the bolts with studs which seemed to me to be a better engineering solution.
Jerry

I don't know much about Dolomites but I assume it is the same engine and box as a Spitfire.
Your bore sizes sound about right to me.
Make sure the slave cylinder is orientated so that the bleed nipple is at the top. This makes a big difference as to how much air you get out.
Loosen the slave ...

Thanks for the comments. I've previously considered County products to be at the higher quality end of the market and I didn't think I'd have to blueprint a new pump in order to stop it leaking. Their pistons sem to be OK at least.
However, I'll check (yet again) for weeps elsewhere as Steve ...

Of course, are there any other?

So what's the secret of keeping the oil inside the oil pump of a Sprint?
New pump, new O rings, correct pressure relief valve spring. It leaks.
Replace O rings, fit copper washers to mounting bolts (just in case). Still leaks.
No obviouis sign of where it's coming from, it just seems to ooze oil ...

Well, I didn't see any Dolomites attending, so here's a picture of the last Sprint off the production line for those that couldn't make it.
Took my TR7 Sprint on a shakedown run with rebuilt engine and electric water pump. All working well.
Cheers, Jerry

Thanks for all the comments.
I did read somewhere that lubricated or non-lubricated threads could make up to 40% difference in clamping force, but don't know if that was for ship building or watch making.
Cheers, Jerry

I have just been doing some research on this 'ere forum to see if I could find a consensus on the procedure to re-torqe the head on a Sprint.
Won't bore you with the details but this has clearly been a hot topic over many years.

One item which I still need clarification on:
Are torque values given ...

I am at a similar stage in fitting an EWP as you (see https://forum.triumphdolomite.co.uk/viewtopic.php?f=4&t=37619).
I don't think that the alternate bypass would help your heater flow, although the Sprint heater connections are different to my TR7 Sprint.
You have to remember that the standard ...

Dragging this topic back up again as I finally got the rebuilt engine fired up with the EWP.
Question: Having blocked off the bypass with core plugs, the one in the pump cover appears to be tight, but the one in the manifold is weeping. I'm wondering if the different expansion properties of alloy ...

Isn't halogen or HID a bit last century?
Surely you should be looking at LED which will not require relays or wiring changes.
Jerry

Probably not. The foam is full of air pockets so it will still get water & oxygen entrapped. It will make the sills immensely strong though.
On the downside, when you do need to weld it, should go up a treat
Jerry

I am undertaking the EWP conversion to my Sprint engined TR7 (when I finish rebuilding the engine).
Search this forum, but also look at Stag and TR forums.
You will need a pump bung (from the club) and decide how you are going to plumb the heater and manifold.
Suggest you start a new topic for each ...

Thanks for responses.
Having spoken to Kent today, I think that overlap TDC is actually 360 crank degrees or 180 distributor degrees from Firing TDC, ie no 1 valves should be 'rocking'.
Timing the cam usually releases a few more horses so I think is good practice and as my engine came with a vernier ...