So, after a nice gentle run out one evening, this happened. Eye Spy, with my little eye, something beginning with "Blown Head Gasket"..............
It was obvious it was the R/H head as the steam is coming out of the R/H tailpipe, plus when I removed the rear plug from the R/H head I got coolant coming out........ definitely a head gasket then.
R/H head off, new gasket installed, put back together............. and no difference. Still blowing. Remove again. Check everything again. Ponder. Now thinking its not ahead gasket but the inlet manifold not lining up correctly as the heads had been skimmed, but the inlet wasn't. So that was skimmed to match and everything refitted. Same. Grrrrrrrr.
After several months of thinking and checking and trying things, I pulled both headsI sent the R/H head away to be tested. (I should have done this sooner!).
Both heads were pressure tested.............all fine.
Then the engineering shop found this. a 4thou indent in the head face where the fire ring of the head gasket sits. We suspect it was probably a faulty head gasket from first build that just hadn't crushed correctly and over time it had marked the soft alloy of the head. Slight skim needed to solve.
Both heads tested and ready to refit........ again!
Anyway, whilst the heads were away being fettled, things took an interesting turn. You will recall that LYB864K used to be DEL33 when Del Lines had it, and this was the plate it wore when it was featured in Motor Magazine in 1973? I always dreamed perhaps one day I would be able to buy the original number plate back.
One sunny morning whilst perusing ebay over a morning cup of coffee, guess what popped up for sale with a number plate dealer?
I sought Sam's advice as this was a lot of money........ almost 5 figures! Sam told me to just buy it as I on;y had one chance. Several phone calls with the plate trader and it was mine. How happy am I?!?
How good does that look. Back to its DEL33 identity. Happy as a happy thing can be!
So, back to getting it running. After what seemed like 10 head swaps, eventually problem solved! Yay!
All fixed and ready for the 2018 RBRR. I did do a head retorque at Knebworth just to make sure! Uneventful, apart from that silly misfire that is STILL there!!! (photo below courtesy of Colin Radford hanging out of his window at speed to catch this fantastic shot!!)
2018 saw Sam as my co pilot for the run. Uneventful and enjoyable as ever!
The next big event was the C2C with Club Triumph. My copilot for this was Simon Goldsworthy from Triumph World and Classics Monthly. Great fun on the run and he turned it into a great article for Classics.
So, Eventually I found that the points were bashed to pieces, really hammered. So I removed the distributor and fitted a new set of twin points and set them up on the bench. Then I discovered that the dizzy shaft had loads of play in it and the point gap was constantly changing. That'll be the misfire then! I took the plunge and ordered a complete new dizzy unit complete with electronic ignition from H&H distributors. I converted the ignition to 12v (from the ballasted 6v) and refitted everything. Result. Smooth, powerful,. no misfire.......... 8 cylinders reporting for duty. Finally!!
On the C2C, we struggled on some of the bigger hills as I have a 3.45:1 diff with 28% reduction overdrive and 15 wheels. I threw in a 4.1:1 just to see and it was much better but to high. Stag 3.7 unit needed then. I tracked one down, on removal I found this on the nosepiece........ hhmmm, wonder if that'll be the high speed vibration?
Mike Papworth fitted a new bearing and a better shaft and then I refitted everything complete with the 3.7 Stag diff. Result, much better.
Final flourish was being invited to display at the NEC Pride of Ownership Awards. Great weekend, lots of lovely comments. Didn't win anything, but got 3 days under the lights on a carpeted stand.
