johny
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Everything posted by johny
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Dot 4 is great until youve spilt it on your new paint work and then all of a sudden youre wishing it was silicone😭
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The heat treating is the hard part (no pun intended) so maybe someone has just turned up a sleeve and hoped for the best but as you say not a long term solution☹️
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Im so surprised about mechanical pumps giving priming problems as Ive just rebuilt mine (not installed on car yet) and if I put my thumb over the inlet and operate the lever itll stay hanging from my thumb on suction alone👍
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I believe cast iron is notoriously difficult to weld as for one thing the item has to be highly heated. Ive seen large castings metal stitched (drilling and special lock wedges hammered in) in preference to welding...
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Seems like theres multiple ideas on why silicone is not recommended for ABS like: air bubble retention (viscosity?), reduced ABS pump lubrication, pooling of any water contamination and increased compressibility...
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No, dont think its air thats the problem with DOT5 but its actual compressibility. The ABS pulses the pressure in a hydraulic system to prevent brake lock and if the fluid is more 'spongy' this will be less effective...
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Could be as some of the stamping Ive seen has been all over the place😂 However there was definitely never any small chassis gearbox with ME serial number..
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Trouble is, although highly unlikely, if the insurer ever found out after a serious brake failure accident it would give them the perfect get out if they hadnt been previously advised...
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Surprising as would have thought mk2 head would be most at risk or maybe Triumph learnt the lesson and paid special attention when increasing the size of the valves...
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I believe all boxes for Vit 2L, GT6, and 1850 have the same forward ratios (although gear profiles are different) and otherwise the only internal differences are tip and synchro ring sizes... Interesting about the WE box, so it should be same as mk3 GT6 with small tip and large rings.
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No its definitely WE as Ive got one but cant find that serial number anywhere and we've talked about it before. Dolomite 1850 are apparently WH or WM...
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Should be interesting as this looks to be a WE serial number box for which to my knowledge the source vehicle model has never been identified....
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I believe youre supposed to use shims under the hub springs to get the right tension so the hub only moves under a certain force. Now that is advanced gearbox rebuilding😂
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Never checked the springs in the 3 rails though but maybe if they fail its more noticeable...
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Ive found broken springs in hubs before...
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Out of interest Martin wheres the head failed?
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Maybe this is due to the large tip having less 'shoulder' than the small tip because the diameters are much more similar and so a spacer/packer is needed....
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Think spacers were only ever used on large tip mainshafts and not the original 1/2" type....
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Yes the bearing is 1/2*3/4 and I believe was used on all models until the change to single rail. I think you need to check both shaft tip and input shaft hole sizes as one or both could have been modified....
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Yes your box must be non standard as no GT6/Vitesse was ever supplied with a large tip or fine splines...
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Apparently this is quite a common failure point and apart from welding the crack itself a reinforcing plate is made up to weld in place across the complete rear side of that suspension girder. Makes sense as thats exactly where the upward force from the springs is concentrated but of course looks like a body off job....
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How did you sort out the laygear end float in the end?
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Definitely dont put your leaf spring in the wrong way round though😂
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Yes reducing tip from 0.5" to 12mm to fit sleeve is done so as you say some risk. New mainshafts now available though....
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Theres lots of threads on here, some even with photos of the wear youre likely to find, if you search the gearbox section of the forum. The original Triumph workshop manual is also available online for free download and that has a very good chapter on rebuilding them...
