Gertie's Clutch Issues resolved

The recent trip to The Netherlands and sitting in the awful stop start traffic of the Antwerp ring road inspired me to finally resolve a clutch issue that I knew I had with Gertie. 

For a long time there has been excessive play when the clutch hasn't been engaged and when it is engaged the piston is almost coming out the end of the slave cylinder. 

I suspected that the taper pin that holds the clutch fork onto the cross shaft inside the bell housing was broken and this was causing my problem. Although if it was this, then I'm amazed that the clutch would still function properly at all. After various other investigations proved fruitless evidence was still pointing towards the taper pin and after a few days of pondering I decided to take the plunge and remove the gearbox.

Initial viewings of the taper pin, cross shaft and clutch fork showed that all seem to be well and everything was operating and turning as it should. However, when I unbolted the taper pin I found the below......

In a way I was quite relieved as this meant that removing the gearbox hadn't been a waste of time. Removing the cross shaft from the clutch fork took some time and effort, so there must have just been enough of the pin sticking out of the cross shaft to still operate the clutch. 

Once removed the new cross shaft bearings were fitted and the new taper pin installed. I also fitted a new clutch release bearing as the old one had become a bit 'chatty'.

With the gearbox back in and all bolted up I then had to wait for the return of my reconditioned starter motor a few days later.

 The starter motor was then collected from Danbury auto electrics and fitted that night and a very short test drive proved that the clutch is now nice and smooth with no nasty 'clicky' noises or 'notchy' movements. So all seems good.

Looks like we are back on schedule for the HCR after all! Happy Days! 

8th March- Nachtrit van het Oosten 2014

At long last the day had arrived to get away from it all and disappear for a well deserved weekend away. The destination was once again The Netherlands to take part in the Club Triumph Chinese Rally. We departed Wickford at 9am to catch the 12pm boat to Dunkerque and were pleasantly surprised to find very little traffic. (Even at the Dartford Crossing!)

A brief stop on the way to Dover had us in a mild panic as Gertie refused to restart. After persuading the starter motor to rejoin the land of the living with the aid of a small hammer, Gertie fired up and we were once again on our way. Halfway across the channel the sun decided to join us as well and a very nice drive through France and Belgium followed. This was my third year of competing in the Chinese Rally and the weather had never been so good. It snowed last year and rained the year before that so the sunshine was absolute bliss.

The traffic on the ring road at Antwerp was horrendous and over an hour later we finally made the exit we wanted towards Eindhoven. 

A brief stop in the services saw us topped up with Coffee & Cheese biscuits and we then carried on into the Netherlands and to our hotel at Haaksbergen.

By the time we arrived it was 9.45pm and the restaurant was closed but the friendly lady in charge cooked us two pizzas anyway. This was washed down nicely with a few beers and made for a nice end to a long day.

 Saturday morning was spent mooching around the local town which again was very beautiful in the sunshine. We then decided to check out the start location for the rally later that evening and fill up with petrol in case there were no garages on route.

Back at the hotel we were joined in the afternoon by Andy Flaxney & Jeremy Lupton, Mike & Gillian Helm, Mike & Jane Charlton and Mike Bishop and Darren Armitage. We were also joined a bit later by Theo, Roger, and Willi and Jennie Mindak. 4pm soon arrived and we headed for the start point at the Kings Wok in Beckum where we enjoyed a lovely Chinese meal. Our departure times arrived and before you knew it we were off into the wilds and following the tulip diagrams in the road book and trying our best to keep to the proposed route.

 Ten pages of diagrams later we were joining the other drivers at the halfway stage for coffee & cake. Once suitably refreshed we set off again into the night for the second half of the event.

There were some great roads and some real nice cars as well. The British Triumphs all finished although Andy Flexney's car did have some electrical issues. More beers in the bar finished the night nicely and we turned in in readiness for the long trip home.

 Sunday morning dawned bright and sunny again and after a good breakfast we all bid our farewells and took to the road. Large thermometers by the side of the motorways showed a gorgeous 16 degrees and I couldn’t remember the last time I drove Gertie with the windows open. Roll on the summer! 

We arrived in Dunkerque in plenty of time for our Ferry, but then Gertie blotted her copy book again by refusing to start when being called for embarkation. The ignition lights came on but then nothing when the key was turned. Luckily the people behind us very kindly gave us a push start and we made the ferry back to blighty.

 Just over two hours later we embarked at Dover and promptly drove straight into a traffic jam on the M2. I was diverting off at the Sheerness turn off anyway as I had won a Triumph Stag Petrol tank (For my MK2 estate-they’re the same) on ebay while we were away and had arranged to collect it on the way home. With the tank collected we headed back to the M2 only to find it still busy! Two hours later we arrived home quite exhausted from our long, but fantastic weekend away. I do like these weekends away in Holland and will most probably book the next one in November. However, the main focus for now is sorting out Gertie’s starter motor issues in time for the HCR in a few weeks time. Actually, since returning home another issue has come to light and at present Gertie’s gearbox is sitting on my workbench! Will it be cured and refitted in time for the HCR? Who knows? Watch this space! 

Estate:

The fuel problem that has dogged me for so many years with this car has made an unwelcome return after 15 months of absence. I thought that whatever it was that clogged the fuel line up every now and then had finally gone into retirement when suddenly on Thursday 6^th March 2014 it viciously returned.

To add insult to injury the car had just passed its Mot and was on the way home. As usual, it decided to break down on a busy dual carriageway with no lay-by’s or emergency breakdown areas, or street lamps. So I know it wants to kill me.

Now that Gertie is minus its gearbox, this is the car that may have to be used for the HCR god forbid! I wonder if we’ll get a special prize for breaking down in every county? 

Back in the fold!

Due to other commitments (Details to be revealed soon) I've not really had the time to do anything much car related recently hence the blog being quite.... erm.....quiet.

I've managed to fit in a couple of local rallies which resulted in finishing in 2nd from last place both times, so not a good start to the year.

Last night was the Chelmsford Motor Club 'Tendring Classic', so it was time to try and improve on my dismal performance. Ellis Stokes was recruited as navigator for the night but as with the previous two rallies, the rain appeared on Friday morning and stayed! I took the car to work so I could get away sharpish and head straight up the dreaded A12 towards Ipswich. (Never good on any night let alone Friday)

After a long day at work, a long drive up to Ardleigh in Suffolk followed where the rally was to start from. The rain still hadn't stopped and you couldn't help feeling that you'd have been better off with a boat!

With our start time due we were handed the clues and Ellis set about plotting. The CMC rallies are timed events and very strictly adhered to as well. It was Ellis's first CMC timed event so we were entered in the 'beginners' class. This class allows you fifteen minutes to plot as much of the route as you can before your 'departure' time. However, given the length of the route, you really don't get much plotting done. 

Eight long sections on the agenda along with rain, mud, potholes, puddles and some fords thrown in just for good measure. 

(Ellis Plotting-and my finger in the way of the lens!)

Our departure time from TC0 (Time control zero) was 20.01 and we finally arrived back at the last time control at 10.55. Probably one of the longest CMC night rallies I've ever done. The results were announced and we had come 1st in class and 6th overall. A good night and a good result too. Ellis even enjoyed himself and has vowed to do more in the future. 

Gertie performed well and caused us no problems, which is just as well as she is off to Holland next weekend for the Club Triumph Holland 'Chinese Rally'.

Saturday 23rd November. Gertie's floppy one!

The recent weekend away at the NEC highlighted an issue with Gertie's indicator stalk. Something had obviously gone very wrong somewhere and although it was still working, it had become very loose and floppy like.

Luckily Dave Harvey was attending the NEC and after a quick phone call, he grabbed some spares he had laying around and brought them with him. Resisting the urge to try and fix it at the show, I waited until the following weekend before pulling the car to bits.

I decided the easiest way was to remove  the dashboard binnacle, all of the gauges and various switches.



With the mechanism for the indicator stalk removed the problem became obvious. The barrel that the actual stalk fits into had broken in half and was allowing the stalk to move excessively.

Luckily Dave has supplied one of these too, so this and the new stalk were fitted and the interior refitted. With it all reassembled the indicator was tested and I'm pleased to say it was all nice and tight and working as Triumph originally intended.

Whilst in the garage I decided to fit a new sticker to the front wings. I'd seen it at the NEC and it appealed to my warped sense of humour, so I had just had to have it.

With this done it was time to turn my attention to my recently acquired Mini. Driving home from work in the dark with the lights, heater and wipers on was making the fan belt slip and subsequently squeal like a stuck pig. I don't think the alternator has got long left to be honest as the charging light comes on on tick over when all these items are running. However, because the fan belt was slipping this could also have been the reason for the alternator not charging properly.

A new fan belt was obtained and the task of trying to figure out how to fit it began. The fan is incredibly close to the radiator and the radiator mounting plate is also very close to the crankshaft pulley. After trying to get the fan belt past both of these unsuccessfully I decided to undo all of the radiator mounts and cowling so I could move the radiator back and have more room. Luckily this worked. Recent test drives have shown that the squealing has stopped but the charging light is still coming on. Looks like a new alternator could be on the shopping list then!





Wednesday 30th October. Gertie goes modern!

A rush home from work saw me in the garage at 17.35 and awaiting the arrival of Colin Wake. (Scrapman on the CT forum)  The reason for Colin's visit was to assist in the fitting and tuning of my 1-2-3 Performance and programmable distributor.

Colin is a bit of a whizz in anything IT and tuning and advance curves and all manner of stuff that I don't really understand.

So the plan was to fit the new dizzy and then take the car to the CT Essex meet and have a play while on route.

(Colin making some notes before installation & tuning)

 

With the dizzy fitted we then attempted to start the car and to our surprise it fired and ran straight away. So with the USB lead connected between the dizzy and the laptop via the bonnet and the quarter light window, we set off for the meet.



 

It's quite a strange thing to be driving a 1968 car while someone sits next to you with a laptop tuning it. We tried different curves, some which made the car pretty damn quick and others that made the car pink like mad and run slow. The main difference I noticed was how much smoother the car was on pull away. There was no hesitation at all. There's still a bit more experimenting to do, but a good pub dinner was calling. I'm looking forward to another  tuning session when time allows. 





Saturday 26th October. Something different!

I've not done much work on either Triumph lately to be honest, my mind has been on house hunting and replacing my boring every day car, my Peugeot 205 diesel. Don't get me wrong, it's a great car and you can get around 60 mpg in them if driven sensibly. (Apparently!)

With the car hunting I still wanted something old(ish) but something that I can use every day, has good fuel consumption and I can also do other events in. Spares and parts availability needs to be good too so that if it does go off the road for any reason it can be repaired and put back into use pretty quickly.

After looking around at a few different options I decided the ideal car would be..........a Mini! A proper little Mini that is. Not the stupidly large German 'Mini'.

They have a great following, plenty of regional and local clubs and events and there's very little you can't buy for them.

So after looking at a number of them and weeding out the rot boxes a choice was made on a 1977 Metallic blue 850. Ideally I did want a 998cc model, but this car has a stage one tuning kit, Cooper front disc brakes, Koni shocks all round, but more importantly a very, very good solid shell. Anyone into Mini's will tell you it's better to have a good shell with the wrong engine, than the right engine with a crap shell.

It also has high lift rockers fitted, but there's no history with the car and the camshaft spec is unknown. I'm hoping it has an upgraded camshaft and that's why the high lift rockers were fitted, but who knows? It certainly flies along for an 850!

So, after some serious haggling, said Mini was collected and driven home from Chadwell Heath near Dagenham and I'm pleased to say it did so with no issues at all. It does appear that the stage one kit has been fitted, but then the carb hasn't been fine tuned to suit the new needle, so a rolling road session at Atspeed in Rayleigh is booked for Friday morning where this issue will be addressed.

Overall though it's a great little car and has the potential of being a super  fast buzz bomb! Watch this space! :)



 



 

Saturday October 5th. The estate gets a Rat look!

For some weeks now the bonnet on my Mk2 estate has needed attention. I haven't been able to open or close it without it catching on the front panel and causing damage to the paint. After several previous attempts at adjusting it, all to no avail, I had come to be convinced that the bonnet was rusting from the inside of where the bonnet hinge plates are welded on.

So as a precaution I had bought another second hand bonnet just in case my one was completely beyond repair. With my bonnet removed and after further inspection, it was decided that it was indeed beyond repair and so the replacement was fitted. The good news is that the new bonnet works a treat and the bonnet now opens and closes without catching at all. The bad news is that this bonnet is Sienna Brown, with a splash of white and some yellow road paint thrown over it along with some dried leaves, bird turd, fur that looks like it's from a Badger and three spiders. (Two of them dead.) (Well what do you expect? it did come from Colin Wake. i.e Scrapman.)

Part of the cars long term plans are to have all the bodywork taken care of and a complete respray, so for the time being I might just have to spray the bonnet matt black with rattle cans. (It'll still be better than in its present state!)

Or.....if I'm going to paint the bonnet black shall I go the whole hog and create what I had before? A Mk2 estate in the guise of a British Leyland Rally Support vehicle. I always loved the look of that car and regretted selling it. (Although it was rotten!) This is the car on the 2009 HCR. It was my first Club Triumph event. We managed to earn joint fourth place and our results have got progressively worse on this event ever since!

Another issue I had always had with this car was its reluctance to wear a strut brace. For some reason with a strut brace fitted you could never close the bonnet. I think its had either accident damage or restoration repairs at some point in the past and the front panels were never lined up properly. Seeing as Gavin was present and is a dab hand on the gas welding kit, he cut into the strengthening framework under the bonnet and altered and re-welded them so that they could compensate the strut brace. So for the first time since I've owned the car (Five years this New Year) it now has a strut brace.