Carb breather hoses.

The carb breather hoses cam in the post today.

I wasted no time in getting them fitted. The photos are before and after they were fitted.

I also tidied up the hose that goes from the cam cover (not visible in the above photos). One more job ticked off the list.

Some more stuff done.

Today's main job was to tune the carburettors and to this end I put some fresh petrol in. I was pleasantly surprised to see that unleaded has gone down yet again to 110.7p per litre at my local Asda. When I got back the engine had reached working temperature so I was able to start on the tuning. I screwed the jet adjusters all the way to the top and then back down 12 flats. It isn't perfect but it is a good starting point. Next I unscrewed the throttle adjustment screws. The choke linkage was adjusted and the fast idle screws were unscrewed as far as possible (this was the cause of my fast idling). I then started the engine but it wouldn't run so I screwed the idle screws in a bit until the engine would run. Next was to balance the carburettors. I have a balancer for this very job. It is a metal one I bought from my local Moss and has served me well. Once the carbs were balanced, I adjusted the idle, refitted the air cleaner and adjusted the idle again. The car is now running much better. I've just the fast idle to sort out but that can be done another time. The car is still not quite 100%. The breather pipes are perished so I've ordered a pair from Robsport. The carb mounts are past their best so I'll order a pair of the solid carb mounts from the TDC. I've considered fitting Stromberg CD150s as per original spec (I've even got the correct inlet manifold) but if it ain't broke...

Another brake problem has come up. The brake lights have stopped working and despite swapping with some spares that came off the Astra when I upgraded to LEDs, I still had no joy. A trip to the local Halfords saw a brand new pair of bulbs fitted which has fixed the problem. I'll be fitting LED bulbs but this is WAY down on the priorities. I need to fix that subframe mount. The steering doesn't feel right especially on full lock.

Subframe bushes.

The subframe bushes arrived the day after I'd placed the order.

It wasn't cheap at just a shade over £85 but they should outlast the car and won't need changing for a long time. I'm still awaiting the inner wing. Once that arrives, I can get the car in for it to be welded into place.

I've got a few jobs to do once that job is out of the way. In no particular order:

Fit solid carb mounts.
Replace the car breather hoses.
Fit a club stainless exhaust.
Replace the alloys with the correct spec steel wheels.
Get the car resprayed.

That subframe mount...

I've decided to bite the bullet and get this subframe mount sorted out once and for all. This is what it looks like at the moment.

To get proper access to it, the engine will have to come out for the subframe to be unbolted. Because there have been patches around this area previously, they will have to be unpicked and fresh metal welded in. I was offered an inner wing from a scrap Dolomite so I've taken up this offer. I'm assured that it is rot free in this vital area so that has saved me a few quid on the repair kit that the TDC sells. I'm going to renew the subframe bushes as well (makes sense to do it while the subframe is coming off) so I've ordered a full set of Super Flex subframe bushes from Chris Witor taking advantage of the 10% discount he gives to TDC members. I've found a local garage round the corner from where I live who seems to be classic friendly (they had a Stag in recently). I've had a chat with the owner about the subframe mounting and he has convinced me that I should get it done properly the first time round. Another advantage of using this garage is that I can keep a close eye on proceedings. I've also got a steering rack bush to replace (I've already replaced the other one) so that can get done at the same time. There's also the carb mounts to replace but that can wait until this subframe mount is done.

Brakes sorted.

Unfortunately, the TDC didn't have any seal kits in stock so I ended up getting one on ebay. It came in the post yesterday and I fitted it without any problems. Once the brakes were bled they were working once again.

The subframe mount will need to be sorted out. This means that the engine will have to come out. If I had an engine crane this would make it possible to do the job. I'm also considering replacing the subframe bushes at the same time.

Brake problems - Again!

At this month's local TDC area meeting I lost the brakes. Fortunately, I was able to get home without any problems. Air was getting in the system and the fluid looked dark which pointed to the seals in the master cylinder failing (they were last done in March 2012). Tonight, I managed to unbolt the brake master cylinder an my suspicions were confirmed. The last seal kit was bought from Rimmer Bros so I've decided to order a seal kit from the Club this time. I've got the TSSC meeting next Tuesday so I'll most likely be going in the Astra.

I really need to sort out the steering problem. I know the problem is down to the front subframe being out of line because the driver's side has been tightened up too much and the front mount on that side needs some welding doing. The only way to do the job properly is the remove the subframe to get access to it. I was considering getting an engine steady bar to keep the engine in place and drop the subframe from below. That way, I don't have to remove the engine, drain the cooling system.or disturb the brake hydraulics.

More jobs done.

I forgot to mention that I had one of my sealed beam headlights fail. This prompted me to carry out the halogen conversion. I borrowed a sealed beam unit from a Sprint owner whose car is in the throes of a weldathon. I bought a couple of fused relays from the local Halfords and fitted them close to the battery and wiring loom to keep the cable runs as short as possible to avoid introducing any further problems.

As soon as I'd done the relays, another sealed beam unit failed so I ordered the halogen conversion kit from James Paddock which included the halogen bulbs.

I fitted them to the car without too much trouble and the headlights are looking much brighter now.

Getting back to the brakes, after much discussion on the TDC forum I decided that the best way was to stick with standard brakes (I considered Jon Jackson's "trackerjack" conversion which uses VW Golf vented discs and Ford Sierra calipers). To this end I bought a pair of reconditioned calipers. TDC Spares had none I stock so I ordered a pair from Wins International and they came in the post the next day.

I wasted no time in fitting them. The job went without a single hitch. The old pads had plenty of meat left on them so they were reused making sure they went back in exactly the same place as before. Once I'd bled the air out of the system braking was restored. I've also changed the transmission fluid and renewed the road tax.

Ups and downs

I've managed to iron out some of the problems caused by the garage during the MoT. The non-working speedometer just needed a new cable, the non-working temperature gauge needed a new sender, I've done the halogen conversion, I've had a look at the horn, I've made some progress with the door switches for the interior light and I've fixed the loose dashboard. A run out to Bramley highlighted how bad the brakes really were so the first thing I decided to try was to bleed them. I soon discovered that the bleed nipple had sheared on the nearside caliper and the one on the offside leaks as soon as it is loosened allowing air to get in the system. I also had the front wheel alignment done in the hope of sorting out a handling problem (a skittish front end) but the problem is still there. The only remaining suspect is a collapsed subframe mount. The only way of investigating will be to remove the subframe from the car. The best way of achieving this will be to lift the front end of the car off the subframe. I can also check the other mounting points at the same time and get everything rectified properly.

The Bradford Classic

I finally made it to a show for the first time in over 12 months.

Despite being cosmetically challenged, the car got many positive comments and even got the attention of the news editor of Classic Car Weekly who interviewed both me and the owner of the only other Dolomite that was there. Keep a look out for a write-up within those pages. This is the other Dolomite.

This car was one of the last Dolomites built but wasn't registered until 1982 just over 2 years since it was built. The car is in original unrestored condition, a complete contrast to my not-so-original rolling restoration. The winner of the show was this Jensen Interceptor in a fetching shade of yellow.

There were also a couple of locally built Jowetts. This is an unrestored Javelin which is still in regular use.

The other Jowett was this Jupiter which won the Lord Mayor's choice. This was the only photo I got of the car with the bonnet up showing the flat four engine.

The only other Triumphs there were a couple of Stags, a TR3 and an Acclaim in the same Opaline Green as Becky II

Road legal once again.

The Dolomite now has an MoT but it wasn't plain sailing. One of the areas that needed welding (the chassis rail) had been patched up before when I first put the car on the road 6 years ago so it had to be done properly this time. With the help of a fellow TDC member, I got a chassis rail delivered to the garage so they could sort this out properly. The engine had to be removed so that the subframe could be lowered. This took longer than expected and when I got the car back it was worse than before. It was running badly, the steering column bush had disappeared (I've had to buy a new one), the speedo has stopped working (suspected broken cable) and a couple of fuel pipes have perished. I won't be using that particular garage again. I've sorted out the running problems and the perished fuel pipes are a cheap and easy fix. The road tax is due at the end of this month so that will get renewed nearer the time.

I know that I don't update this Blog much. I'm too busy on the TDC forum and I have a resto thread on there that is dedicated to my Dolomite.
http://forum.triumphdolomite.co.uk/viewtopic.php?f=19&t=10202

MoT failure.

I finally took the car in for an MoT.

Unsurprisingly, it failed. The handbrake efficiency was below the requirements and there were a few areas of corrosion so not bad for a 42 year old car. I've cleaned, adjusted and greased the rear brake shoes and the handbrake is better. The garage is going to do the welding so that will take care of everything and it will have a fresh MoT (and an empty bank account).

Just about ready for MoT

Since my last post I've done quite a bit to the car. I ended up getting brand new headlight retaining panels from the Triumph Dolomite Club. At £35 each, it was an absolute no-brainer and when I came to fit them I was vindicated because the remants were staring to rot. I changed the engine oil, oil filter, air filters and spark plugs. All the lights have been fitted and they're fully working. I've also fitted the bumpers and the front grilles. I also replaced all 4 tyres. Replacement dust covers for the top balljoints were sourced from the TDC.

One problem I had to address was the hazard lights. The car is a mixture of early 1850 and 1850HL and had the later type push/pull hazard switch. I had fitted the early type dashboard and the early type hazard switch (which is just a big rocker switch) needed to be wired up. With the help of a guide to diagnosing indicator problems (found in the Dolly Wiki), I was able to get my head round it. I tested the various connections for voltage and continuity as and where necessary and then I connected everything up and it is fully working.

Just need to get that MoT booked...

A slight change of direction.

I have come to the conclusion that it would be better to get the car fully road legal again (Just needs an MoT) which will make life much easier when I do get the car painted. With the car being road legal, I can take it to somewhere more suitable. To this end I've already replaced the track rod ends and the spark plugs. There's the engine oil, oil filter and the air filters to replace. The front tyres need replacing as do the dust covers on the top balljoints. To have the headlights fully working, I need to sort out the front headlight panels as parts of them have rusted away. I'll probably get replacements from the Triumph Dolomite Club as they work out cheaper and are probably a better fit. The car will start and run given fuel and enough power in the battery. The automatic transission fluid also needs reaplcing by that's a post-MoT job. Fortunately, I won't have to refit every single thing that I've removed and the fact that I kept the interor secure and the car in a drivable state has paid off.

Another infrequent post

It has been nearly 3 months since my last post. I bought myself an electric spray gun via ebay. I avoided the cheapest ones and bought something a bit better. I've stripped as much off the car as I can while keeping the car's interior secured and being able to keep the car drivable. I've managed to paint the car with tins of grey primer from the pound shop. This will give the cellulose primer a decent key and the "pound shop" primer acts as a barrier coat which will avoid any reaction with the paint underneath (that's the hope anyway). I don't think that you can have too much paint on the car. After much deliberation and some feedback from friends and family, I've decided on Damson as the new colour of choice. I didn't mind the Russett Brown but it isn't right for 1972. I'm seriously considering changing the Sprint alloys for the original steel wheels and the metal wheel trims that the early Dolomite 1850s had. Because of all this work, I didn't MoT the car so it will be well into next year before it goes in for the dreaded MoT. I've been restoring parts as they've come off the car so they will be ready to go straight back on once the car is resprayed. I've done the headlights, both bumpers, the number plates and the air cleaner so far. There's the camshaft cover to repaint. It also needs a new gasket because it is weeping. A service is also needed. As part of the colour change, I'll be painting the engine bay satin black.

I'm having a bit of trouble sourcing the cellulose paint and with winter setting in, I'll have to delay spraying until it gets a bit warmer. Despite having just a car port for shelter it is a couple of degrees more than if the car was totally exposed to the elements.

It has been a while...

...since I last posted on this Blog.

After 5 years of ownership I have finally made a start on the bodywork. On the OSR wing there was a crack where it had been filled in so I dug out all the old cracked filler and replaced most of it with fresh filler. I've managed to build the profile back up but I'm not quite there yet. I've decided that the Russett brown has to go not even being the correct colour for 1972 and after much deliberation I have finally settled on Damson. I've started to strip the chrome trim off in readiness for painting. I've been using primer from the local pound shop which is quite decent considering the price (£1 for a 300ml tin). Because I don't have a garage, I need to keep the interior safe from the elements so the doors and the glass will have to remain in situ and I need to be able to open, close, lock and unlock the doors and I'll have to mask up the parts I can't remove. I shall be getting a cheap electric spray gun which will give infinitely better results than rattle cans and will in the long run cost less. There's also a bit of rot in the headlight panels so I will have to bite the bullet at some point and get that sorted out properly.

Besides the bodywork, there's the hazard switch to wire up (I'm changing from the later type push-pull to the early type rocker switch), an oil and filter change, 2 front tyres to replace, the front wheel tracking to be adjusted and I need to fit relays the the headlight circuit in readiness for halogens and to avoid the indicator stalk burning out.

Oh, and it will need a fresh MoT as it has run out a couple of days ago. Looks like I've got my work cut out for me.

A bit more work done.

I have been meaning to sort out a blowing joint on the exhaust so one sunny evening. I managed to remove and separate the entire exhaust except for the downpipe. I then carefully reassembled it and I now have a leak free exhaust. It still isn't 100%. Ideally, I'd like to fit a new one so I'll need to save some money and get a stainless exhaust from the Triumph Dolomite Club.

I then turned my attention to the carbs. I knew the mixture was fine so I concentrated on getting them balanced. I found my carb balancer and after adjusting the front carb it was running a lot better. Brown is running on SU HS4s and being a 1972 car it should have Strombergs. I was looking at fitting Stromberg carbs but opinions are divided so I've put the idea on hold. Besides, the money it'll cost me can be better spent on other things and some of the parts I'll need are quite elusive.

The most recent job I've done is to complete the instrument panel. It started out as the later type and now it is the early type. It is also possible to adapt the later type loom. An example is the warning light cluster. The multiplug connector is different between early and late cars but the wires are still the same colour so if you swap like for like it will work. The only downside is that I can't use the heated rear window and the seatbelt warning light doesn't work. These are minor problems which can be resolved. I've had to keep the existing hazard switch because the indicators won't work without it. It'll have to do until I can wire the rocker switch up

There's a show tomorrow at Harewood House in Leeds. This will be the first show I'm doing this year. The weather forecast is dry with some sunshine so it will be better than last year when it was cancelled due to the heavy rain.

Fanbelt and LED bulb.

I bought a new fanbelt for Brown costing my just shy of £3.

As you can see, the old one was in dire need of replacement and was stretched. I had to retension it last night so it should be fine.

I ordered some LED bulbs for my Astra so I bought a couple for Brown. The first bulb I changed was the interior light.

Definitely an improvement. Less heat, less current and longer bulb life. I had assumed that the bulb for the selector lever for the autobox was the same as the interior light (42mm festoon) but it is smaller so I'll have to order another LED bulb. When I took the old bulb out one of the metal terminals came off. This explains why the bulb was working intermittently.

I'm planning on going to work in Brown tomorrow and that evening there is the Club Triumph Pendle & Pennine meeting which has been brought forward because the IAE takes place that weekend (just the way the days have fallen) so it will be a good one tomorrow night. I've put the battery on charge so I shouldn't need a jump start from the Astra.

Reviving Brown

I managed to get the wiper blades replaced costing me just £8. I couldn't afford to go to Gaydon so that didn't happen. Tonight I jump started Brown and went to the local Morrisons for petrol, a jet wash and some air in the tyres. The fan belt is slipping constantly so I'll need to get a new one. My current job is permanent so I can start doing more to this car (including using it!). I haven't been to any club meetings or any shows this year so that will change now. The next meeting will be a local Club Triumph meeting on the 7th of June which is always well attended in that particular month. The next local TSSC meeting is the following Tuesday and there's Northern Dolly Day on Sunday 16th June which I'm hoping won't be rained off like last year.

Becky II has now gone...

The buyer turned up today to collect the car.

I'm now down to just the one Triumph so the Blog will continue. Brown needs new wiper blades, some air in the tyres a good wash and some fuel. If I can afford the fuel I'll be able to make it to the big Triumph event at Gaydon tomorrow.

Becky II has been sold

I haven't used this car since November of last year. The last outing was to the West Yorkshire TSSC meeting and the car had been parked up ever since. Combined with the fact that I've no money until I get paid, I decided to list the car on eBay. One of the bidders came up to view the car with his father (who I happened to know). Because of this I agreed to sell privately and a deal was struck. I ended the listing early and the car will be collected this coming Saturday so for the first time since 2005 I'll be without an Acclaim and I'll be down to just one Triumph. This is truly the end of an era...