Wednesday October 25th - More engine work

 Today's task was to separate the pistons from the con rods. After the struggle of getting the pistons out of the block, I was expecting an equal struggle in getting the gudgeon pins out of the con rods, but to my surprise, they came out fairly easy. 

It was difficult removing the circlips though, and some of them, most of them actually, didn't survive. 

Seeing as this didn't take as long as I thought it would, I then spun the engine block round and started the long and boring process of removing all the old gaskets. These have been stuck on for years and year now, so they will take some removing. The worst bit of any engine rebuild is the gasket removal and thorough cleaning process. So is removing all the old burnt oil from the block and sludge out of the sump. I'm certainly getting through a lot of old rags and blue towell!. It will all be worth it in the end though. 

Monday October 23rd - Engine work continued

 I had a few hours to myself this morning before I went to work, so I thought I'd have another go at knocking the seized pistons out of the 2.5 Pi engine block. 

I started with a piece of wood and a club hammer and this worked well on the first two pistons, but then splintered and broke up. I then found a length of one inch box section and used an old brake calliper piston of a nice round shape to sit level on top of the pistons, before placing the box section on it and then hammering with some force. 

This engine must have been seriously overheated in its lifetime as every piston was stuck solidly. It took some force to eventually knock them all out. Number four piston was particularly seized and I didn't think it was going to come out at all. Eventually, though it gave in and by the time I had to go to work, I had managed to get all six out. The downside was that not one of them came out without damage, but the block looks ok and may just get away with being honed. If not, it's not a big deal as it can be bored to plus 20 thou. A good mornings work though and the next stage now, will be to separate the remains of the pistons from the con rods. 

Sunday October 22nd - Engine work.

 I had a few hours to kill this morning before going to my sisters in London for lunch, so I decided to make a start on removing the pistons from the seized 2.5 engine that I'd recently purchased. This engine has been seized since about 1986, so I was already resigned to the fact that I would probably have to destroy the pistons to get them out, but as long as I didn't damage the bores or the crankshaft, I'd be happy. 

My method this morning was a 4lb club hammer and a long metal bar. After about 15 minutes of sheer brute force I'd managed to get the first piston out. I did indeed destroy the piston and on removal I found that the pistons rings had welded themselves to the piston. This engine had seriously overheated prior to seizing!

With this piston out I then tried to rotate the crankshaft and to my surprise it turned and unseated itself. This meant I was now able to get to the  the last two big end caps and get them unbolted and lift the crankshaft out of the engine. I was really pleased with this as it would now be a lot easier to knock the pistons out of the cylinders without the crankshaft being in the way. 

By the time I had done this, time had caught up with me and it was time to leave for London, but I was at least able to go to my sisters pleased with my mornings work. 

Saturday October 21st - Running on carburettors.

 This Saturday my only task was to get the Triumph running again on carburettors. I had started the conversion back to carbs last weekend, so hopefully today would see it running. 

The first job was to replace the water pump I had spotted leaking last week. After this I had to reconnect the choke cable and then refit the Huco electric fuel pump. For some reason the pump that was fitted originally decided to retire, so I had to fit the pump that I normally carry as a spare.  

With this done I then had to run a new fuel line underneath the car coming from the fuel tank at the back of the car to the fuel input at the front of the car. 

With this done, I added some petrol and then had a go at starting the car up. To my relief it fired first time and after a bit of adjusting of the distributor it ran well and revved fine. It'll probably need a bit more fine tuning once out on the road, but the main thing is that it's running again. 

Sunday October 15th - Battlesbridge Breakfast meet.

 The weather looked good for this morning, so I decided to have a little trip out. The Green Cortina was the only choice as the Triumph is currently immobile and the Zetec Cortina is still at Redline Racing. 

I arrived early and had a couple of cups of coffee while waiting for my friends to arrive. Peter Silk came in his Triumph and Keith Halstead came in his Lotus Cortina, but Gavin left his Triumph at home as he didn't fancy the wet fields. 

It was a nice sunny morning and the place soon really filled up. I think because it was the last meet of the season and also because the other breakfast meet at North Weald wasn't on, it really swelled the numbers. 

Once it got to about 11.30, I decided to make a move as I wanted to get a bit more work done on the Triumph. I was a good meet though and I enjoyed the morning out. 

Saturday October 14th. Back to basics.

 After a very disappointing season regarding the events, I had spent the past week considering my options with my Triumph. To be honest, I have never had so much trouble with this car since converting it to Lucas fuel injection. Fourteen years now I have been doing these events and never had an issue whilst running on carburettors. 

So far this year, I have had to withdraw from the Historic Counties Rally due to the injection system not running right, been recovered home from the Coast to Coast Rally, and for the first time ever, been recovered home and not completed the Round Britain Reliability Run. 

There were also five other cars on the RBRR which suffered fuel injection problems, all with pump over heating problems. We all surmise that it's the modern fuels which are making the pumps run too hot and causing them to overheat. If that is the case, then this isn't a problem that's going to go away. 

As a result of this, I'd spent the past week adding up the pro's and cons of Lucas fuel injection and decided to go back to carburettors. The car has never ran properly since it's been converted and all I've done is reduced my MPG and made the car very unreliable. 

So today's mission was to remove the injection fuel tank and refit the standard tank. This took longer than I thought it would due to two of the captive nuts seizing. Once this was done, I then removed the Pi air filter, plenum and throttle bodies . Once I'd removed the plenum and air filter I could see that the water pump was leaking as well, so that's another job that'll have to fit in at some stage. 

With these items removed I was able to re-fit the inlet manifold and carburettors. By the time I'd done this, it was gone 4pm and I'd been in the garage since 8am, so I decided to call it a day. I was pleased with my days work though and it felt good seeing the carburettors back on the car.  

Friday October 13th. New headlights!

 My Green Cortina was still fitted with its original sealed beam headlights. I have driven this car a couple of times at night now and to say that the headlights are dim is an understatement. The old joke about walking round the front of the car to see if the headlights on is quite accurate with this car. 

Luckily, a friend of mine had some halogen conversion headlights that he had bought for another car, but never used. A price was discussed and a deal was done. I fitted them in my garage to my car before taking the car to work. What a difference! I can now see a lot further, so I'm very pleased with the result. 

Original sealed beam headlights.

Replacement Halogen Headlights.

Thursday October 12th - Winter project.

 With the recent discovery that all is not well with my current Triumph engine, I have taken the decision to build myself another one. The engine that is in the car at present has now been in three cars since I've owned it and it's been twelve long years since it's been re-built properly. It's also been bored out to 2600cc and has a recessed block which means its very expensive having custom built head gaskets made. So for that reason I've decided to go back to a standard 2.5 Pi engine. 

Luckily, someone I know was selling the very engine I was looking for, but unfortunately it will need freeing off as it's completely seized. The fact that it was seized made the purchase price very cheap, so that was a bonus.

So, now that the car shows and breakfast meets are winding down for the winter, this will give me something to occupy my time in the cold Saturday mornings to come. 

October 6th, 7th & 8th - Club Triumph Round Britain Reliability Run 2023

 The day that we had been preparing for for months & months was finally upon us. The Club Triumph RBRR. 2000 miles non-stop in 48 hours. 

We had all arranged to meet at a Toby carvery to get a decent meal inside us before the event started. It was therefore a pity that this was probably the worst food I have ever experienced at a Toby carvery. Absolutely awful! We wont be going there again. 

Around 3.30pm we headed over to the start at Knebworth House and met up with old friends and other entrants. The weather was lovely and it was a pleasure to be out in the sunshine. 105 Triumphs were starting this event. Lower numbers than recent years, but still good considering the cost of living crisis that our wonderful government seem to be doing nothing about. 

The 6pm start time was soon on us and we filtered out of Knebworth House and onto the A1M northbound. Our first control was at Wetherby Services in Yorkshire. There had been a lot of discussion regarding the weather in Scotland and we were all hoping it was being highly exaggerated.

We left Wetherby and continued up the A1 before heading through Corbridge, Jedburgh, Edinburgh and then across the fourth road bridge and up to the next control at Kinross. The rain had started around 10pm and still in full swing when we arrived at the control.

The rain continued to hammer down as we took the M90 towards Perth and then the A9 to Inverness. Skiach services was the next control and once again, we didn't hang around to socialise as it was raining heavily. We were glad of the sunrise (not that you could see any sun!) as it makes the driving easier than in the pitch black. We arrived at our breakfast halt at John O' Groats at around 07.30 and enjoyed a good hot meal. 

At some point the night before we had lost sight of the third team car that we were running with, and so ended up running as a twosome. We decided that the conditions were so poor that it was hard enough concentrating on the driving, without looking out for other people. So we just all just decided to go with the flow and do our own thing. 

With the rain still present, we left JOG and headed across to Thurso and Bettyhill before heading down the B871 down to the next control at Falls of Shin. Whilst we were here we heard that our planned route had been cancelled as the A82 over Glencoe was closed due to flooding. None of us were surprised. So we then headed back the way we came, back down the A9 towards Perth and then to the next control at Gartcosh. Just as we were about to take the M9 towards Stirling we found that it had been closed, also due to flooding. The diversion wasn't much better and cost us a good thirty minutes. 

The awful weather was the subject on everyone's mind at the Gartcosh control as it had now been raining heavily and non-stop for 17 hours. 

After some buffet food and coffee, we set out on our route towards England. Apparently England was a lot drier and we had all had enough of Scotland's rain by now. 

The next control was at Tebay services and by the time we got there, the rain had finally stopped after a 20 hour continuous downpour! It was nice to be able to finally get out of the car and not get wet!

After another quick coffee we continued south on the M6, before taking the M56, M53, and then A483 to our next control at Gledrid. From Gledrid we then headed to Oswestry and then to Welshpool and Newport. These are some fantastic driving roads, especially at this time of day (Early hours) when there's no other traffic in front of you. Some spirited driving can definitely be had!

All too soon the fun was over and we reached our next control at Monmouth services. We didn't hang around long here, as the next two sections are the hardest. We were now on our second night without proper sleep and the M5 to Exeter and the A30 to Cornwall are both completed in total darkness due to the unlit roads. 

The control after Monmouth is Oakhampton in Devon and for some reason the car didn't want to start again once it had switched off in the queue for petrol. We pushed it onto the pumps to fill it up and by the time we had filled it and paid, it then started again! Odd!

The A30 was quite foggy, but we made good time and arrived at Lands End around 07.30am. 

After another good breakfast, we set out earlier than we should have done in order to miss the roadworks on the A30. The sun had come out and it was getting very warm, so quite a contrast to what we had witnessed in Scotland the day before!

The next control was at Bude castle. It's a beautiful location and we were made to feel very welcome with free coffee and biscuits. After enjoying the sunshine, it was time to move on and head across country to the control at Dartmoor. 

Dartmoor is a nice location, but when the weather is glorious like it was, it gets very packed, very quick. With this in mind we were the first car to leave there as we headed for the penultimate control at Popham Airfield in Hampshire. 

The A303 was heavy with traffic and it was a relief when we eventually made the Popham control. Once again free coffee was provided and it was nice to get out of the car for a while and enjoy the sunshine. 

Annoyingly, when we were ready to leave, I found that my Lucas electric fuel pump started cavitating and making strange noises and the car wouldn't start again. After moving some stuff in the boot to allow some cool air get to the pump, it started running normally and the car started. Relief!

All we had to do next was travel up the M3 and onto the M25 before taking the A1M to Knebworth house and the finish control. 

Well the journey up the M3 was fine and presented no issues, but when sitting in traffic on the M25 the car suddenly died and wouldn't start again. We were in the outside lane at the time and just didn't have any time to move across to the hard shoulder. 

We had no chance of trying to fix the car where it was, so we rang the police to advise of out situation. They then told us to ring our recovery people while they organised the highways agency to come and remove us from the outside lane. The highways agency arrived after about 30 minutes and the AA arrived about 30 minutes after them. 

So that, I'm afraid was the end of our rally. Even though the rally is London/John O Groats/Lands End/London based, and we had covered that, the fact that we couldn't get to the final control classes us as DNF. (Did not finish) We were 40 miles short of the 2000 required. 

As you can see from the pic above, I was absolutely dejected. Not only did I not finish the rally, but I also wouldn't make the planned beer and curry meal with my team mates. (I'd also be charged for the hotel room that I now wouldn't be staying in.) 

The AA man was a good guy and he dropped my co-driver off at junction 25 of the M25 where his wife was waiting for him and then carried onto my place to take me and the car home. 

Despite the disappointment, (and the weather) it was still a fantastic weekend and I had some great laughs with some brilliant mates. 

This is now the second breakdown with this car since converting to fuel injection, so at present I'm seriously considering going back to carburettors. I need to give it some thought. 

Sunday 1st October - Triumph packed and ready to go.

This Friday, the 6th of October will see the start of the Club Triumph Round Britain Reliability Run.  The London-John O Groats-Lands End-London run is a massive challenge not only on the cars, but the crews as well as we strive to cover 2000 miles, non-stop in 48 hours. 

Once again, we are running as a three car team, but this time with seven crew members. (Dave Harvey has opted to run as a three man crew, where as Richard Warr and myself will just have the one co-driver each) We are running two Mk1 Triumph saloons and a Mk2 Saloon. (See below)

My co-driver, Dave Maton came over on Saturday and we did a few last minute checks such as topping the gearbox oil up, checking the differential oil level and adjusting the front wheel bearings. We then found we had an electrical relay failure which was leaving us with no dip beam, or spotlights. The relays were therefore both replaced. (Good job I decided to check all the lights!)  We also applied the event stickers to the car, which just left me to pack the tools and spares today. 

So, we are all ready for Friday where we will congregate at Knebworth House to join over one hundred other Triumphs ready to take part in this magnificent event. We are all looking forward to it immensely.

The chosen charity this year is Huntingdon's disease (A very worthy cause) and if you'd like to donate, you can find our just giving page below. Every donation no matter how small will be greatly appreciated. 

Steve Radley is fundraising for Huntington's Disease Association (justgiving.com)

Saturday 30th September - The Green Cortina finally leaves the garage.

 A recent change of spark plugs in the Green Cortina revealed that the engine was running very lean. In fact, I've never seen a car with such white coloured spark plugs! I started investigating the carburettor to see if it could be fitted with bigger jets to allow more fuel in. After obtaining the number of the carburettor and asking questions on a few forums, it transpired that the carburettor is totally the wrong type for the car! It was designed for a 1500 Simca, rather than a 1600 crossflow Cortina!

I then looked at booking it for a rolling road session and having the jets changed, but a guy who rallies Mk2 Escorts with the same engine contacted me and said 'Don't waste your money, even if you change the jets, the twin chokes on your carb are too small and will always be strangling the engine. Just buy a new carb'. 

So, after asking more questions I found that my car should have had a 28/36 DCD, as opposed to the 28/36 DCB5 that its fitted with. I also found out that the 28/36 DCD carb is no longer manufactured and is now obsolete! The replacement (Or upgrade) is the 32/36 DGV apparently. 

So, after shopping around for the beast deal, I bought a brand new 32/36 DGV carb and a ram air filter from Retro Ford. (They're doing well out of me since I got into Cortina's!) Within a couple of days it arrived and I started the process of fitting it. 

Because it was slightly different to my existing carb, I had to make up some new brackets for the throttle operation and the return spring. The choke cable mechanism also needed adjustments. 

After spending a few days sorting this out, I then decided I wasn't happy with the throttle pedal arrangement either. I found that if the throttle pedal was in line with the brake and clutch pedals, then by the time it was fully depressed, the throttle wasn't opening fully. Equally, when I positioned the throttle pedal so it was opening the butterflies on the carb fully, then the throttle pedal was about two inches above the brake pedal! After about a week of altering, bending, welding and eventually trying different throttle pedals, I finally got there and had the throttle opening fully AND had the pedals all in line. Finally some success! 

So, with everything done I was finally able to get the car out of the garage and go for a test drive. Not only has the new carburettor made the car sound different (it sounds more 'rorty' now) it's also given it even more power. It's taken me a long time and a lot of money, but this car now drives like it should, and goes like it should. it looks super cool as well. (In my eyes anyway!) Needless to say, I'm very pleased with my results. 

Saturday 23rd September - RBRR Drivers meeting.

 It was an early start for me this Saturday as we had the long trip to the British Heritage Museum at Gaydon in Warwickshire. The alarm was set for 5.30am so I could collect RBRR co-driver Dave Maton at 08.30am in Enfield and then head up the M40 motorway to Banbury to meet Richard Warr. 

Reg's cafe was our rendezvous too avoid the stupidly expensive prices at the museum. We arrived just after 8am and Richard arrived at 8.25am

We've met at this cafe several times before. The food is very good and the prices are very reasonable. It's about 2 minutes off of junction 11 at Banbury as well, so you don't lose too much time. 

After a very good breakfast, we hit the M40 motorway again and took the 15 minute drive up to Gaydon. Once there we met fellow Team Spotlight member Dave Harvey and got our cars in position for a photoshoot. (And so we could use this picture for our 'Just Giving' website. )

After fratenising with old friends for an hour or so, the meeting started and we watched a couple of videos presented by a representative of the Huntingdon's disease charity. (This years chosen charity)

I have to admit that Dave Maton and I disappeared shortly after this as the next item on the agenda was going through the route and the route book. This will now be my seventh RBRR, so without meaning to be big headed, I'm pretty knowledgeable on the route. 

After dropping Dave off, I got home about 3pm. The car had run well and covered the 244 miles round trip with no issues. To be honest, he main reason for us going to the drivers meet was to give the car a decent test before the RBRR, which it passed with flying colours!