The Triumph Dolomite Club - Discussion Forum

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PostPosted: Fri Jan 28, 2011 12:33 pm 
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From memory it just perches there with the sheer weight of the vehicle holding it on though you note the Pug in the pic has the front wheels on the ground. Therefore you could keep the car in reverse and it wouldn't go anywhere. The platform itself is heavy so unlikely to go anywhere and the rubber pads on it are non slip. I was pleasently surprised how sturdy the solution was but it might be worth dropping CJ autos or Strongman tools a line to answer the query.

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1961 Chevrolet Corvair Greenbrier Sportswagon
1980 Dolomite Sprint project using brand new shell
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PostPosted: Sun Jan 30, 2011 11:25 am 
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How about some of these photos and a report for Dolly Mixture?
You know the editor's contact details, it's in Dolly Mixture.....


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PostPosted: Thu Mar 03, 2011 9:20 am 
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Mike,
Glad you are pleased with the engine work. That jackshaft bearing repair looks excellent. I've a similar plan with our Sprint engine at some point and its good to know there's somewhere Lancaster / Kendal area to trust with the machining works. Give me a shout if you want any manpower when you put the engine back in....only 1/2 hour away.

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1979 Dolomite Sprint Brooklands Green.
Ever increasing box of spares.
Larger garage needed


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PostPosted: Thu Mar 03, 2011 8:45 pm 
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Hi Mike,

For future reference,when I bought nos rods from rimmers for my engine,I too was alarmed at how much new bolts stretched,so I binned them,and managed to get some from ARP BOLTS from SPRINTPARTS in Australia.


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PostPosted: Thu Mar 03, 2011 10:58 pm 
That's not the first Porsche I've heard tell of where that's happened, they really ought to have stuck with air cooling. :D

That workshop is impressively clean though but. An encouraging sign that would figure in my choice of any premises to be used for engine work.

:)


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PostPosted: Thu Mar 03, 2011 11:09 pm 
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Haha, I was going to ask why there was a Porsche front light in one of the pictures on the previous page. :lol:

Top work there.


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PostPosted: Fri Mar 04, 2011 12:24 am 
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Back to the jackshaft bearing replacement...
Did I see an oilway there that is now masked by the phosphor bronze bearing?
Wouldn't be the one that goes up to the head I hope...

And why cant I see any oil ways in the rocker shaft? Is it just the way its sitting?

Otherwise the usual top work.

Jonners

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PostPosted: Fri Mar 04, 2011 6:39 am 
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Quote:
Back to the jackshaft bearing replacement...
Did I see an oilway there that is now masked by the phosphor bronze bearing?
Check the position of the ribs on the block Jon, the two photos are not taken in the same direction.

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1978 Pageant Sprint - the rustomite, 1972 Spitfire IV - sprintfire project, 1968 Valencia GT6 II - little Blue, 1980 Vermillion 1500HL - resting. 1974 Sienna 1500TC, Mrs Weevils big brown.


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PostPosted: Fri Mar 04, 2011 11:47 pm 
fantastic set of pics, thanks Mike.

two weeks left ? who are you kidding ? :)

stu


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PostPosted: Sat Mar 05, 2011 1:25 pm 
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With those valve clearances being spot on, your's will be one of the quietest Sprint engines.

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Meetings take place on the first Wednesday of the month at 8.00pm at The Old Brickworks, Wakefield Road, Drighlington, Bradford, BD11 1EA

2003 Volvo XC90 D5 SE (PX53 OVZ - The daily driver)
2009 Mercedes-Benz W204 C200 CDI Sport (BJ58 NCV - The 2nd car)
1991 Toyota Celica GT (J481 ONB - a project car)
Former stable of SAY 414M (1974 Toledo), GRH 244D (1966 1300fwd), CDB 324L (1973 1500fwd), GGN 573J (1971 1500fwd), DCP 625S (1977 Dolomite 1300) & LCG 367N (1975 Dolomite Sprint), NYE 751L (1972 Dolomite 1850 auto) plus 5 Acclaims and that's just the Triumphs!

Check my blog at http://triumphtoledo.blogspot.com
My YouTube Channel with a bit of Dolomite content.

"There is only one way to avoid criticsm: Do nothing, say nothing and BE nothing." Aristotle


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PostPosted: Thu Mar 10, 2011 4:58 pm 
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Sorry to be a pain as usual but 18 thou valve clearances sounds a tad big. I thought it was 16 thou on the std cam.
Also you had very little clearance on your timing chain slipper. Are you sure the lock is free and its under spring tension?

Please also tell me you didn't use impact on the water pump top bolt to get it into place...

That is the last engine where we want a sump full of mayo...

Jonners

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PostPosted: Thu Mar 10, 2011 7:05 pm 
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Sorry to be a pain as usual but 18 thou valve clearances sounds a tad big. I thought it was 16 thou on the std cam.
Amateur :woohoo: Sorry Jonners, I couldn't resist.

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PostPosted: Fri Mar 11, 2011 11:26 pm 
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No worries Mart...
You guys are the std Sprint experts...mines on a str91 so its 8 and 9 for me...

I obviously mis remembered.

Good news on the pump...

Better to carp and be wrong than keep silent and you have a disaster later...:-)

Jonners

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PostPosted: Wed Mar 30, 2011 10:22 am 
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Fantastic stuff Mike. Nearly there.

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1979 Dolomite Sprint Brooklands Green.
Ever increasing box of spares.
Larger garage needed


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PostPosted: Wed Mar 30, 2011 11:53 am 
Looking good! :thumbsup:

A couple of questions re; the rack:
Am I right in assuming that this is a rack that fits the 1500 FWD? If so, how is it too long for the Dolomite?
Can the difference not be accommodated in adjustment on the TREs?

I'd love to find one that matches my car's original 2.7ish turns between locks as, since I had to fit a rack for the MOT in 2009 (arguably not needed :evil: , but my regular tester wasn't able to take the car that year as a result of short notice :oops: ), the steering's no lighter than it was with the original rack, but if a FWD rack is compatible, then I'll have one of those and get things back to how they should be.

Another question if it's OK; Could the pinion from the FWD rack not simply be swapped into the Dolomite rack to achieve the same effect?

I'm not concerned about it being original, but the steering was much more pleasant with the quick rack and, as I say, wasn't noticeably heavier.


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