The Triumph Dolomite Club - Discussion Forum

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PostPosted:Thu Feb 03, 2022 11:54 am 
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What an absolute gem! This should be the reference car against which all late model Sprint restorations should be compared.

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PostPosted:Thu Feb 03, 2022 12:05 pm 
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Spectacular Murdo 8) Can't say anything else.....

Tony.

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PostPosted:Mon May 09, 2022 8:20 am 
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I got the carbs back from "Birmingham Carbs", after a full refurb - if they run as good as they look, then they'll be spot on.

Image


Image

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Murdo DA

RNK 957W, Triumph Dolomite Sprint.

Built 26/6/1980 (one of the last built), Auto, Porcelain White - Genuine Mileage 52,820 (warranted).

Only 3 previous owners, (2 within the same family).

Supplied by Lavender Hill Garage Ltd, Enfield, London, by garage owner Jimmy Metcalfe on 30th September 1980 to Geoffery Robinson, Enfield.

Club Membership No: 2017092


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PostPosted:Mon May 09, 2022 9:18 am 
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I got the carbs back from "Birmingham Carbs", after a full refurb - if they run as good as they look, then they'll be spot on.
That is the question. The most important is how are the throttleshaft bearings done and how do the valves fit and those aren't alway's done properly.

Did they sandblast these with bricks?

Jeroen

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PostPosted:Mon May 09, 2022 9:26 am 
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Quote:
Quote:
I got the carbs back from "Birmingham Carbs", after a full refurb - if they run as good as they look, then they'll be spot on.
That is the question. The most important is how are the throttleshaft bearings done and how do the valves fit and those aren't alway's done properly.

Did they sandblast these with bricks?

Jeroen
With bricks?

I chose them as they're doing a lot of Sprint carbs.

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Murdo DA

RNK 957W, Triumph Dolomite Sprint.

Built 26/6/1980 (one of the last built), Auto, Porcelain White - Genuine Mileage 52,820 (warranted).

Only 3 previous owners, (2 within the same family).

Supplied by Lavender Hill Garage Ltd, Enfield, London, by garage owner Jimmy Metcalfe on 30th September 1980 to Geoffery Robinson, Enfield.

Club Membership No: 2017092


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PostPosted:Mon May 09, 2022 9:41 am 
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Quote:
Quote:
Quote:
I got the carbs back from "Birmingham Carbs", after a full refurb - if they run as good as they look, then they'll be spot on.
That is the question. The most important is how are the throttleshaft bearings done and how do the valves fit and those aren't alway's done properly.

Did they sandblast these with bricks?

Jeroen
With bricks?

I chose them as they're doing a lot of Sprint carbs.
Or similar.

The bodies are blasted with grit instead of a very fine medium to retain the original surface. If that was done by that company what did overhaul the carbs and if done on the inside also I have my doubts. Someone who does it that way with coarse grit has no sense of what he is doing/destroying. Maybe your carbs were carb with some history already but if it was done this way by that company it isn't promising.

Doing a lot of sprint carbs does not matter as all SU's are basically the same. Just fitting the correct jet, needle and spring would be suffecient to turn a Volvo HS6 into a Sprint HS6.

Jeroen

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PostPosted:Mon May 09, 2022 11:26 am 
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Quote:
Quote:
Quote:


That is the question. The most important is how are the throttleshaft bearings done and how do the valves fit and those aren't alway's done properly.

Did they sandblast these with bricks?

Jeroen
With bricks?

I chose them as they're doing a lot of Sprint carbs.
Or similar.

The bodies are blasted with grit instead of a very fine medium to retain the original surface. If that was done by that company what did overhaul the carbs and if done on the inside also I have my doubts. Someone who does it that way with coarse grit has no sense of what he is doing/destroying. Maybe your carbs were carb with some history already but if it was done this way by that company it isn't promising.

Doing a lot of sprint carbs does not matter as all SU's are basically the same. Just fitting the correct jet, needle and spring would be suffecient to turn a Volvo HS6 into a Sprint HS6.

Jeroen
Is there something you're noticing on the carbs that gives you reason to doubt they're down correctly - am I reading your post wrong... These carbs have done very little work, on a very low mileage Sprint. Do you know of the company that did them.

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Murdo DA

RNK 957W, Triumph Dolomite Sprint.

Built 26/6/1980 (one of the last built), Auto, Porcelain White - Genuine Mileage 52,820 (warranted).

Only 3 previous owners, (2 within the same family).

Supplied by Lavender Hill Garage Ltd, Enfield, London, by garage owner Jimmy Metcalfe on 30th September 1980 to Geoffery Robinson, Enfield.

Club Membership No: 2017092


Last edited by RSi on Tue May 10, 2022 8:13 am, edited 1 time in total.

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PostPosted:Tue May 10, 2022 8:03 am 
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I own Birmingham Carburettors and would like to clarify a few points regarding the processes I follow during the rebuilds:

They are stripped down to component parts. The dashpots, pistons, bodies and float bowls are then degreased if require before being ultrasonically cleaned. This process removes the majority of the dirt / oil/ congealed petrol from them.
The dash pots and pistons do not receive any other treatment unless it is requested that the dashpots be polished.

The bodies are then vapour blasted on the external rough cast surfaces, the internal machined surfaces are not blasted. Vapour blasting comprises the use of very fine glass particles suspended in the water. It generally gives a brighter finish than can be attained with ultrasonic cleaning alone.

I inspect the throttle bushes for wear using a go no go gauge, if the body fails this inspection tthen the bodies will be re bushed. It is often the case that the shafts have worn more than the bodies. I align the bodies to the arbour of my milling machine and drill and ream them ready to accept the bush. The depth is controlled so that the dashpot bore is not broken. They are then rebushed using general engineering principles.
The levers and linkages are degreased and acid dipped to remove the old plating. They are then tumbled in a very soft media to polish the surfaces prior to them being replated by a specialist plating company.

They are then re assembled using genuine SU rebuild kits, new ethanol resistant floats, piston springs and metering needles.
The jets are then set to the same height on both carbs before returning them to the client.

Regards

Tony

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PostPosted:Tue May 10, 2022 12:48 pm 
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Quote:
I own Birmingham Carburettors and would like to clarify a few points regarding the processes I follow during the rebuilds:

They are stripped down to component parts. The dashpots, pistons, bodies and float bowls are then degreased if require before being ultrasonically cleaned. This process removes the majority of the dirt / oil/ congealed petrol from them.
The dash pots and pistons do not receive any other treatment unless it is requested that the dashpots be polished.

The bodies are then vapour blasted on the external rough cast surfaces, the internal machined surfaces are not blasted. Vapour blasting comprises the use of very fine glass particles suspended in the water. It generally gives a brighter finish than can be attained with ultrasonic cleaning alone.

I inspect the throttle bushes for wear using a go no go gauge, if the body fails this inspection tthen the bodies will be re bushed. It is often the case that the shafts have worn more than the bodies. I align the bodies to the arbour of my milling machine and drill and ream them ready to accept the bush. The depth is controlled so that the dashpot bore is not broken. They are then rebushed using general engineering principles.
The levers and linkages are degreased and acid dipped to remove the old plating. They are then tumbled in a very soft media to polish the surfaces prior to them being replated by a specialist plating company.

They are then re assembled using genuine SU rebuild kits, new ethanol resistant floats, piston springs and metering needles.
The jets are then set to the same height on both carbs before returning them to the client.

Regards

Tony
Thanks for the explanation on how the work's carried out Tony.

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Murdo DA

RNK 957W, Triumph Dolomite Sprint.

Built 26/6/1980 (one of the last built), Auto, Porcelain White - Genuine Mileage 52,820 (warranted).

Only 3 previous owners, (2 within the same family).

Supplied by Lavender Hill Garage Ltd, Enfield, London, by garage owner Jimmy Metcalfe on 30th September 1980 to Geoffery Robinson, Enfield.

Club Membership No: 2017092


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PostPosted:Tue May 10, 2022 1:01 pm 
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Tony, I did have a look on your website and see there's a totally different finish on most of these in the pics. The standard original smooth casting surface as it should be.

For certain these carbs had a history in someone's sandblasting cabinet then. It's good to know the procedure you have and takes away the doubt of quality.

I have seen too much from so called experts in the classic car world and also people destroying alloy parts and carbs with grit blasting and seeing these I had my doubts. When someone even starts blasting these with grit shows they don't even understand anything of carbs. Everybody can put shiny screws and linkages on a carb and sells as overhauled, and a lot do, having the tolerances a lot worse as before the overhaul. I even have seen carbs with the old throttlevalves zinc plated and fitted again..

Reading you comment's I think these are fine to fit.

Jeroen

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PostPosted:Tue May 10, 2022 1:52 pm 
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Tony, I did have a look on your website and see there's a totally different finish on most of these in the pics. The standard original smooth casting surface as it should be.

For certain these carbs had a history in someone's sandblasting cabinet then. It's good to know the procedure you have and takes away the doubt of quality.

I have seen too much from so called experts in the classic car world and also people destroying alloy parts and carbs with grit blasting and seeing these I had my doubts. When someone even starts blasting these with grit shows they don't even understand anything of carbs. Everybody can put shiny screws and linkages on a carb and sells as overhauled, and a lot do, having the tolerances a lot worse as before the overhaul. I even have seen carbs with the old throttlevalves zinc plated and fitted again..

Reading you comment's I think these are fine to fit.

Jeroen
The finish you see in the photos are somewhat misleading, I don't know if it's lighting, shadows etc, because the alloy finish on the carbs are perfect.

As far as "For certain these carbs had a history in someone's sandblasting cabinet then", is nonsense :bash:, they're lovely - just how they left Tony's.

But, I'm glad you've given your approval ("I think these are fine to fit."), I can rest easy now....

Image

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Murdo DA

RNK 957W, Triumph Dolomite Sprint.

Built 26/6/1980 (one of the last built), Auto, Porcelain White - Genuine Mileage 52,820 (warranted).

Only 3 previous owners, (2 within the same family).

Supplied by Lavender Hill Garage Ltd, Enfield, London, by garage owner Jimmy Metcalfe on 30th September 1980 to Geoffery Robinson, Enfield.

Club Membership No: 2017092


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PostPosted:Sun May 15, 2022 5:17 pm 
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Location:Harrow Middlesex
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A wee update.

I've most of the parts now cleaned up, and either painted or powder coated. I've some cleaning still to do in the engine bay and engine, before I start refitting them all.

Image

Image

Image
Murdo

Been looking through your post, how did you clean your front spoiler ? what with I've got over spray on mine

Dave


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PostPosted:Mon May 16, 2022 9:14 am 
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A wee update.

I've most of the parts now cleaned up, and either painted or powder coated. I've some cleaning still to do in the engine bay and engine, before I start refitting them all.

Image

Image

Image
Murdo

Been looking through your post, how did you clean your front spoiler ? what with I've got over spray on mine

Dave
Hi Dave, the body shop 'flashed' over it with some satin black, I'm not sure what type of paint they used - I just polish it now.

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Murdo DA

RNK 957W, Triumph Dolomite Sprint.

Built 26/6/1980 (one of the last built), Auto, Porcelain White - Genuine Mileage 52,820 (warranted).

Only 3 previous owners, (2 within the same family).

Supplied by Lavender Hill Garage Ltd, Enfield, London, by garage owner Jimmy Metcalfe on 30th September 1980 to Geoffery Robinson, Enfield.

Club Membership No: 2017092


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PostPosted:Wed May 18, 2022 1:18 pm 
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Joined:Sun Aug 21, 2011 4:12 pm
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Location:Highley, Shropshire
It never ceases to amaze me, the amount of work, time and money that is needed to turn an excellent car into a perfect one.

You have my admiration for your dedication, though i'm personally happy with a tidy car i'm not afraid to drive! To each his own! Kudos sir!

Steve

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'72 Triumph 1500FWD in Slate Grey

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PostPosted:Tue Jun 07, 2022 1:45 pm 
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It never ceases to amaze me, the amount of work, time and money that is needed to turn an excellent car into a perfect one.

You have my admiration for your dedication, though i'm personally happy with a tidy car i'm not afraid to drive! To each his own! Kudos sir!

Steve
There's certainly a lot of money involved Steve, but spread over a longer period it's not so painful. The time and work I enjoy, probably a lot more than driving them. I've sold others once complete, but that won't be happening with this one - this one's a bit too special to me. It will be driven, rest assured about that - nervously granted, but still driven when we have some lovely Hebridean weather.

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Murdo DA

RNK 957W, Triumph Dolomite Sprint.

Built 26/6/1980 (one of the last built), Auto, Porcelain White - Genuine Mileage 52,820 (warranted).

Only 3 previous owners, (2 within the same family).

Supplied by Lavender Hill Garage Ltd, Enfield, London, by garage owner Jimmy Metcalfe on 30th September 1980 to Geoffery Robinson, Enfield.

Club Membership No: 2017092


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