dave.vitesse

Colin, These may help.

That would stop tail gater'. Take that you swine! Dave

Agreed. As I said little force. It sound like the previous fettler didn't put the hub back in the same position as it came off, hence the damage. The whole thing locks/jams up. Always mark the position of the hub before you remove it. Dave

One of the problems that can happen is the splines twist by a very small amount over many years of use. This means they will only go back on fully in one position. Try taking the hub off and turning it 1 spline, then putting it back. If it still doesn't fit try another i spline rotation, keep doing this until it fits fully home. It's worth a try. You should be able to wind in the last part on the nut using little force. Dave

Pete, If it's closed circuit breathing system then leave the PCV in place and blank off the rocker breather pipe in the cover. On an open circuit breathing system then no problem, just fit a gauz'ed filter on the rocker cover breather pipe. Dave

Nick, not that I known of. But having said that the orifice will restrict the flow and should achieve the same result. Quite likely changes took place at sometime over the production of the caps. Many thanks for the useful feedback. As I say you never stop find out new info. Dave

Have you ever wondered what the oil filler cap that is used on some models with the PCV does. As the engine rev's rise and the PCV valve opens it draws in the crankcase gases, now to both assist the flow and dilute the gases the oil filler cap is fitted with a valve which at around nine pounds opens to allow in air. Like the PCV it should be shut at tick-over. I'll get my anorak and go. Dave

I agree with Rob the disc may not be centred correctly. The disc should be centred with the throttle fully closed, throttle screws and choke cam dis-engaged. Undo the two screws holding the disc to the spindle and centre the disc Then move the spindle in and out to ensure the disc is in the centre of the spindle slot. Dave

Welcome to the forum. The club doesn't keep data anymore due to the data protection act and I can't recall seeing this car in the past. The low mileage claimed should be supported with suitable paperwork and the condition of the car should be A1+ for this asking price. Though as it's a dealer the prices will be higher than a private sale. It appears to lack the attractive options of overdrive and sunroof which should be considered when agreeing a final price. I do agree that you get what you pay for with these cars. Dave, Vitesse Reg Sec.

The front engine clearance on the Vitesse bonnet is limited. The bonnet slope is the problem. Don't try to lower the engine otherwise it will start coming in contact with steering rack. Dave

The later metal top pump was fitted to the later Mk1 and Mk2 (part number 213577) as well has the glass bowl type. Mainly Mk2. Both, later types, were supplied against the same part number and I would say it was a supply line issue. The operating arm is the same on both later types. The change in arm took place in the MK1 Vitesse on engine number HC4500. Dave

Though the good old parts book states a change of fuel pump at engine number HC4500 quite a few past this number still had early type fitted. Even a few Mk2. The early glass dome type is no longer available. The two types are given below -

No as a number of additional engines would have been produced over the production period as spares. The numbers will be close, but not match. The engine number is on the block below number 4 spark plug on the four cylinder engine and number 6 on the six cylinder engine. Near the fuel pump. Dave Dave

Why make a fuss. Dave

Hope not. Dave

If you just want to improve the performance by a small amount then retaining the 2 Litre makes sense. But a highly tuned 2 Litre would probably be unpleasant to drive in traffic and to live with for most people. The 2.5 Litre can deliver the performance without over tuning for road use. But as Nick points out the gearbox and diff can suffer through the extra torque. Dave

This is the only picture I have. Dave

As interest the 2 Litre Vitesse models had a drop down dynamo mounting. (With an alternator option). Vit6 had the upper mounting dynamo type. I though the Mk1 GT6 had the same dynamo set-up as the 2 Litre Vitesse ? As said the drop down type GT6 alternator mount is very rare. Colin's got them all Dave

As a follow up there will be no change in the running in the case of the 13/60 as the breather pipe is on the air side of the carb and removing it makes little or no change to the mixture. Dave

Generally the electrical contacts need a good clean and rust removed from the working parts. Ear defenders when testing, pardon. Dave

It can depend on many factors why in some systems and cars the engine stalls with the filler cap removed and others not. But one thing is clear it will weaken the mixture as extra air is being sucked into the manifold or carb(s) and that will change the running of the engine. Dave

Colin, I did an article in Sept 16 covering the repair of horns. Most can be repaired and reset without the need to replace any parts. Worth a go. Dave

Colin, the things are been breeding over winter. Dave

Where the breather pipe is on the air (air cleaner) side of the carb a vacuum is created by the air being drawn into the intake (by the engine) passing over the breather tube. This creates a sucking effect. The draw back is there is no limiting in place, hence further development took place. Remember it's a very small vacuum. As with a lot of this, things are not all they may seem when you first look at this system. I totally understand why it's not obvious, because it isn't. Some of our past design engineers were very clever people. Dave

Sorry chaps the small vacuum principle was taught to students and I don't see any reason to doubt this. Remember the closed circuit system took time to evolve, but in all these systems the vacuum principle is fundamental. A faulty PCV valve will give more immediate problems before you even took the filler cap off. Dave