Long overdue update!!

I seem to have completely forgotten to update my blog for a few years, so I thought it was time to let everyone know whats been happening! Lots..............

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.

Still plagued by the silly misfire, I found this. Slightly embarrassed to discover the main fuel filter almost clogged fully!! A quick change and a check of the float chambers and all was well. Well, not well, but at least the filter was clean. No change to the misfire though!

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.

Practical Classics Restorer of the Year 2016

So, Libby was in Practical Classics in the September 2016 issue. Great article, brilliant photos. Front cover too!!

 As part of being in the magazine, I also got entered into the Restorer of the Year competition. All of the other cars in PC in the last 12 months were entered and a readers vote decided the final 10.

 I was so shocked to discover that I had made it to the final 10, and was invited to display at the Restoration Show at the NEC this weekend, where the winner would be decided by votes from the general public.

 It was a great weekend, lots of interest in the car. In the end, I came 4th. I am very happy with this, just getting to the final 10 was enough for me!!

To cap it all, I met Gordon Bruce, who was the tester and author of the original "Motor" Magazine article in November 1973 that started my obsession off. What a gent he was, lovely to meet and chat with him!

NEC 2015 Prep (Alternative title, I must FINISH !!!)

Well, we are now up to about 950 miles and all is well. Engine settling down and pulling nicely. No oil use at all and I am now up to about 4500rpm. 

Libby has been a bit of a star in recent months, front cover of SIXappeal.............

 Plus Front cover on Practical Classics and a very good 7 page colour write up.

With the NEC show in a few days time, and Libby being proudly displayed on The Triumph 2000/2500/2.5 Register stand, I really needed to get the last little jobs finished.

Sill trims, the stainless trims on the bottom of the sills. The originals polished up just fine, but I'd been putting this job off as it involves drilling the sills to pop rivet the clips on. In the end, I just had to get brave, measure 5 times, dill once!! Plenty of anti rust in the holes and it looks lovely. It does just finish it off nicely.

 Then it was on to redoing a job I got wrong. In my haste and excitement, I put the Stag badges on the rear wings in the wrong place. Removed and repositioned properly.

 I then had to finish the boot trim. Still not perfect, but best as I can do. The issue is the repro carpet sections are much thicker than the originals. So, when you wrap the boot boards, the resulting baord ends up being about an inch bigger all round. I had to carefully unpick and trim the boards to get them to sit right, then glue it all back up again. Then refitted the last section of load trims.

 After that it was touch up a couple of paint chips it picked up during the refit, and then a good clean ready for a polish on the stand at the NEC.

 I also glued together the broken stereo button, its now drying on the shelf ready to refit.

I wish I could say it finished, but it isn't!! Still got to fit the sunvisors (can't find the screws at the moment!) and the rear brakes are still playing up and squeaking. But, apart form that, its ready for the NEC.

Tinkering and Tidying

200 miles after the National, and it was time for another oil change. Oil is coming out nice and clean, no metal on the magnetic sump plug, all is good!

 Obviously, the work had to be inspected first...............

 I then changed the front number plate for the correctly spaced one

 Put the "fake" tax disc in the wondscreen

 But, after I took it out of the garage the following night to take my eldest daughter to Brownies, it left a huge oil slick all over the garage floor, something is definitely wrong!

 The culprit was the O ring between the spin on filter and the block. The adapter is designed to tighten onto the block as you tighten the filter, and I may have overtightened the filter a bit!! Luckily, I had a spare seal in stock, and I have just ordered 3 more just in case!!

 I had some time on Saturday whilst Bradley was swapping the prop on Eric (trying to cure a vibration and failing at the moment!), I cleared up enough to get Sam's Moggy in! Quick trip to my Mum's house, battery was flat but it soon started with a jump and I then drove it the 500yds to our house.

 Libby and Madison, both in their correct homes now. Note, Libby's correct space is on the other side of the garage as the Moggy is shorter and the workbench and door in on that side. Just need to get the lights and sockets re wired and then I can finish the shevling!

Triumph 2000/2500/2.5 Register National 2015

Well, I honestly didn't think we would make it. Some last minute engine gremlins crept in which meant a last minute head swap, but after burning the midnight oil and with much assistance from Andy Roberts, Libby arrived at the National in Ashbourne on Friday lunchtime. Not towing the caravan, its not quite ready to do that, so we had to do lots of trips with Triumph's and Mercedes and ferrying carvans, children and Sam about......... but, it was there. That is all that matters.

After a good clean and polish (believe it or not, I had not had chance to do this before!) on the field on Saturday she looked stunning. Lots of positive comments, so thank you all.

There are some minor things to finish. Sill trims, sun visors, get the boot carpet fitting better etc etc, but apart from that, its done and sounds and feels great.

I'm amazed how smooth and powerful it feels, despite limiting to 3000rpm and light throttle settings and the new engine only has 500 miles on it, it still wants to go. I no plan on using it more and gradually working the new engine up, with lots of oil and filter changes, and finishing off the trim.

In the next few weeks it will be at the Standard Triumph Marque day at Shelsley Walsh, and then it has an appointment with a major classic car magazine for a photoshoot and article.