Club Triumph Home : Blogs : TheoBoonen You are not logged in - Login here
 Members' Blogs   Theo Boonen

Theo Boonen

Beans' Triumph TR7 Blog

Beans' Triumph TR7 Blog
Latest Entries-

Engine bay DHC finished

FHC resto nr. 53; Nearly there ...

Cam cover DHC finished

FHC resto nr. 52; The loud pedal

More tinkering to the DHC

Boring statistics

35 Years of age today

Small jobs on the DHC

Digging out the DHC

FHC resto nr. 51; Parts coating

The start of the driving season ...

Not the start of the driving season ...

Fame ...

FHC resto nr. 50; Parts sorting

FHC resto nr. 49; Heater rebuilt part 1

FHC resto nr. 48; Work slowly resumes

Calendar Girl 2017

Seasonal greetings ...

FHC resto; why I haven't done much this year

28th LTV Nachtrit

40 years of age last week ...

Back to work ...

It's official!

Another MOT

Gearbox oil change DHC

Engine bay DHC finished

With the freshly coated cam cover fitted last week, there was one item remaining to finish the under bonnet area of the DHC. As with the cam cover the car's header tank had also been coated using VHT wrinkle paint. And on the header tank it had faired the same as on the cam cover, it had started to peel off. As it looked after removal from the car ... 

So a spare from the shed had been prepared a few weeks ago. And this weekend I had some spare time to fit it. I rather dreaded this job as it means draining part of the coolant from the engine, which is always messy. But I managed to keep the coolant spillage to a minimum. To start with the coolant level in the system was a bit low. And by slightly undoing the clips from the hose between the header tank and the radiator, I was able to move the header tank to the other side of the bonnet stay, while still being connected to the radiator. This way it was above a drip tray, strategically placed on the chassis beam This enabled me to remove the header tank from the hose and turn the hose upwards without any spills, thus creating a high point. This very effectively prevented the remaining coolant from draining away. Only a few drops of coolant escaped from the radiator side of the hose, while I performed the next stage of the job, fitting the refurbished header tank.

Which was very straightforward. The only (small) issue I encountered was when I wanted to take out the drip tray. Turned out there wasn't enough room to manoeuvre to get it out without spilling the coolant it contained. Luckily easily solved by scoping out the coolant with a small cup.

With the engine bay more or less finished I went for a little experiment, bleeding the brakes by gravity! While replacing the rear brake cylinders I found out that the brake fluid drained very easily from the system when I undid the first pipe. So would it be possible to bleed the system in the same way? Well after undoing the bleed nipple on the back axle nothing happened. Which wasn't much of a surprise. Due to the air in the (narrow) system the resistance is too big for gravity to overcome. But pressing the brake pedal a few times to start the fluid flow did the trick. After a few minutes the first fluid emerged from the bleed nipple. And soon after that there were no more air bubbles coming out. Looks like it is working. But as I don't trust blindly on experiments with the brakes, a traditional bleeding session will be carried out to verify that all the air is out of the system. To be continued.

posted by Beans 20th May 2017 9:59pm gmt

FHC resto nr. 53; Nearly there ...

No not the restoration, far from that, but from a coating point of view! I have finished sorting through my spare parts and made a selection of the parts that I want to use for this car, and as such need a new coating.
The last items missing were the various parts from the back axle. Since last week that omission has been rectified. It was time to pull two of my spare back axles out of hiding to strip them of all necessary parts.

Only one brake drum put up something resembling a feeble fight. The last one of course! But that was quickly sorted with some penetrating oil and a hammer. But despite that slight set back all parts I needed from these axles were removed and boxed within 30 minutes ...

Only thing left before sending the parts off for coating is one final check to make a stock list and tie the small parts together as much as possible. Always good to have at hand when the parts return in one big heap. The big disadvantage of zinc plating/galvanising, as it is a bulk process.

And as I did have the hang of the rear brakes I used this weekend's fine weather to renew the rear brake cylinders on the DHC. A few weeks ago a check over of the back axle turned up a starting leak on one the cylinders. As they were fitted to the car well before I started its restoration in 2008 I decided to order two new ones. And with Club Triumph's 10 Countries Run just 16 weeks away I thought it better not to take any chances with repair kits.

For the rest it was all pretty straightforward. Safe for a small plug, meant to stop the brake fluid from running out with the brake line disconnected, not fitting! Luckily I had a drip tray at hand, otherwise it would have become rather messy on the drive. And it was the first time I could try this rather handy little tool. Makes fitting the spring clips that hold the cylinders to the back plate the proverbial piece of cake ...

Just need to bleed them, so waiting for brake fluid and an assistant. 

posted by Beans 14th May 2017 5:18pm gmt

Cam cover DHC finished

Finally got round to fit the reconditioned cam cover to the DHC's engine today. I can hear you ask why it has taken so long. Well simple the sealant I got from a local supplier was incorrect! Usually sealant needs time to cure, but this variant also needs some heat from the engine to cure. Not very useful with a cam cover that is removed from the car. Clearly an alternate heat source was needed, which I found in the shape of the bathroom's central heating radiator. And to be safe I left it there for well over a week. But today it was time to take all the clothes-pegs off and see if the gasket was properly fixed and positioned. It was!

After that it was simply a matter of removing the old cover and cleaning all mating faces, before the new cam cover could be fitted. And to finish the work I fitted two newly covered lifting eyes and a few more rusty bolts were replaced  by stainless ones. And I found a chrome plated oil filler cap between my spare parts. Although I am no fan of chrome plated parts I have to admit that it contrasts nicely with the black finish of the cam cover. So I'll probably stick to it.

After everything had been fitted I turned my attention to the old cam cover I had just removed from the car. It is quite clear that the wrinkle coat finish has seen better days. The coating has come loose from the surface in several places. With a large area on top peeling off.

The inside of the old cover didn't reveal any hidden horrors. The gasket was still positioned correctly. But it was interesting to see that along the top the gasket is only touching over half its width ...

posted by Beans 13th May 2017 2:57pm gmt

FHC resto nr. 52; The loud pedal

A few weeks ago I was able to pick up the first batch of parts from the coaters. And as I had a few unexpected idle hours today I decided to start with reassembling some of these parts. I choose the easiest part to work on, and the most important one on any car; the throttle pedal. As it looked over two years ago when I started selecting the various parts.

For those not familiar with TR7's throttle pedals; the one for this car is on the left in the picture above. As can be seen it is slightly angled inward. This angle was deleted on later cars together with a redesign of the bulkhead around the throttle pedals mounting point. Will see how it operates ones the cars back on the road!

After cleaning out the threads on the mounting bracket together with the holes for the pivot pin, reassembling everything, including an alloy extension was very straightforward. But the only thing that could go "wrong" did! I managed to fit the small spring washer on the wrong side. But that didn't take more than a few minutes to rectify.

And fitting it to car was even more straightforward. But there was a slight moment, as compared to my other two TR7's the throttle pedal sits much closer to the transmission tunnel. And it looked very much like the alloy extension would touch the tunnel when depressed. But I needn't have worried. Due to the fact that the bulkhead area where the pedal is mounted is angled, it moves away from the transmission tunnel. Well designed!

posted by Beans 10th May 2017 9:14pm gmt

More tinkering to the DHC

This was a job I carried out because I am currently cleaning up the engine bay of the DHC. When I restored the car I used VHT wrinkle paint to finish the cam cover, header tank and air filters. And at the time it looked very nice indeed. But time and some hard miles hadn't been kind to it. So when I was sorting the parts that needed coating for the DHC, I added a few items for the DHC. Including a cam cover.

That was how it looked before and this is how it returned from powder coating the previous week .

And with another day of from work I had planned to fit it to the car. But as I don't take much for granted I thought it a good a idea to first check that the cam cover gasket was a proper fit. It wasn't!

As you can see the gasket is too long and the shape behind the sprocket wheel cover is incorrect. So the plan to fit it quickly went out of the window. But not before the gasket was glued to the cam cover with the help of some sticky sealant and a lot of clothespegs. After which it was put aside for the sealant to cure. To be continued!

As the weather was rather quiet (with little wind) I used the remaining time to get same paint to a set of header tanks. These were also sent of for coating, one for the FHC and the other to match the freshly coated cam cover for the DHC. But due to the fact that these are soldered they didn't dare powder coat them. As they were afraid that the heat needed or the coating (±180°C) would melt the soft solder. But they were lightly shot blasted though ...

Which should give a good base for a more traditional treatment with some rattle cans!

posted by Beans 03rd May 2017 8:20pm gmt

Boring statistics

Only 492 kilometres in 564 days, that is since returning home from the 2015 edition of Club Triumph's 10 Countries Run! That was the total count when I pulled the DHC from the shed on April's Fool Day. From that point of view 2017 already looks much better, with 747 kilometres covered since she was allowed back on the road after her mandatory three month winter hibernation. With most of those kilometres being clocked up over the past Easter weekend. All rather enjoyable ...

As I had some doubts about the repair of the gearbox' leak I decided on another inspection of the area in between various Tours. After a few hundred kilometres there indeed was some oil there, but very little. But I decided to remove and inspect the oil plug nevertheless. It still was tight and there was a tiny trace of oil. Time to remove the plug and give it a closer inspection. Sure enough two of the threads were slightly damaged, but nothing a good clean with an M8 die would rectify. And just to be sure I used some Teflon tape to aid sealing and locking it in position. Officially I should have used Loctite for that but I tried that the previous time. And probably due to some oil left in the galley that didn't work. Hopefully it is better now.
There was another, rather positive, side effect to this repair. As the gearbox' oil pump didn't loose pressure any more the gear changes have improved significantly!

posted by Beans 19th April 2017 10:23pm gmt

35 Years of age today

Last year it was 35 years ago that 't Kreng rolled of the production line in Solihull. But today it is exactly 35 years ago that she was first registered and sold in the Netherlands. After she was written of in an accident, I acquired here as a low mileage (70.000 km) spares donor for my DHC on the 28th of September 1993. But as ever, plans have a habit of changing as time goes on. When I bought here she was still in her original guise, being painted in Pharaoh Gold metallic (GCF) with a Tan velour (AAM) interior. But 4 years later she was back on the road with a new Sapphire Blue (96) coat and an all black interior. And 20 years and many changes later she's still going strong ...

posted by Beans 16th April 2017 2:00pm gmt

Small jobs on the DHC

Last week I did an oil change to the DHC. And while giving the under-bonnet area an inspection while waiting for the oil to drain from the sump, I noticed that the bolts of the thermostat housing and inlet manifold showed clear signs of galvanic corrosion. So I made a mental note to change them for stainless steel ones. These being less prone to this type corrosion when mounting alloy parts together. The initial plan was to change them somewhere later in the spring or early summer. But as I had a day of from work last Thursday to have the car's alignment checked I thought it a good idea to also pay a visit to a local stainless fastener specialist. But first things first, checking and adjusting the front wheel alignment. This meant that the first stop of the day would be at a friend's workshop to put the car on the alignment rig.

With the car on the lift and all the gear fitted, we found out that the alignment indeed was out, but not as much as I had feared. It actually still was within the factory tolerances. But as the steering wheel was slightly askew the alignment was adjusted to get everything spot on again.

After that I decided to add some miles to the car, and there was a good excuse for that! When I dug out the car from the shed last weekend I thought it a good idea to check in the records what needed servicing. That was when I found out that I only drove the car around 500 kilometres after returning from Club Triumphs 10 Countries Run .... on the 14th of September 2015. Oops! So rather pleased I managed to add some 200 kilometres to the odometer on Thursday. Also managed to source the stainless UNC bolts required for the inlet manifold and thermostat house. And as I had enjoyed driving the car too much, there was no time left that day to fit the new bolts.

But with the weekend upon me it was time to get the spanners out and add some bling. All rather straight forward really.

But as ever the half hidden bolt between the coolant pipe and number one inlet put up a bit of a fight. But some 15 frustrating minutes later this one was replaced too. A small socket set certainly helped here. Though it certainly didn't help that the socket and joint piece fell of the extension piece and rolled to the most inaccessible location underneath the carburettors ...

Another thing on the to-do-list was a not so small oil leak from the gear box. When I discovered it last summer I thought the leak was from the take-off from the speedo cable but after I jacked up the car I found out there was only oil around the rear 'box mount. The rest of the 'box was completely dry, as was the oil seal from the rear flange. That was when I remembered that I removed the plug from the 'box oil pump galley which I made up when I restored the car. It worked very well, but I had to replace it with the original plug because it (just) touched the gearbox's cross member.
Time to remove the mount and find out where the oil was coming from. Sure enough there were clear signs that this plug indeed was the culprit, as the oil on the gearbox mount clearly showed ...

And sure enough the plug that should seal the oil galley was loose. Haven't got a clue how that could happen (probably didn't tighten it enough!) but at least pretty easy to rectify with a #4 Allen head key.

After which it was time to clean and degrease the gearbox' mount ...

... and put everything back to where it belonged.

Last job for an afternoon well spent was topping up the gearbox' oil level. Easy with some simple tools.

posted by Beans 09th April 2017 11:33am gmt

Digging out the DHC

As the title states I went over to the shed this weekend to awaken the DHC from its hibernation. But not before all the on-board tools etcetera were transferred from 't Kreng to the DHC (you never know :-).

As I already had checked the essentials a few days ago it was rather straightforward to bring her back to live after an almost 6 month long rest. And as expected she was rather reluctant to start. One of the disadvantages of a mechanical fuel pump in combination with a long period of idleness. You need to crank over the engine quit long to get some fuel to the carburettors. But I came prepared! With the aid of start pilot spray the engine fired up long enough to build up the fuel pressure necessary for a half decent idle.

Usually the next thing on the to do list after taking one of the cars out of hibernation is a short (about one hours) drive to shake of any cobwebs. Sadly not this time. During the last drive of the year, almost six months ago, I managed to upset the front wheel alignment when I hit a low protective barrier at a filling station with the right hand front wheel. No real damage to any parts of the car but I could feel the alignment was slightly out. So to prevent the tyres from any damage caused by uneven wear I won't drive the car till the alignment is checked. This is scheduled next Thursday.

Another reason to keep the drive short was that while checking everything last week I found two things that needed looking into. The first was the engine oil, it looked like two years and far too little miles hadn't been kind to it. The other problem was a weeping thermostat housing gasket. So when I got home it was time to get some of the spanners out to change the engine oil and the oil filter. All rather straightforward, especially when you have a proper tool to remove the old oil filter ...

And the thermostat housing gasket turned out to be even more straight forward as it was completely dry when I inspected it while the oil was draining from the sump. I think I need to use the car more often this year! But I did make a mental note to change the fitting bolts of both thermostat house and inlet manifold for stainless steel ones. These are less prone to galvanic corrosion. Which means a trip to a local stainless fastener company will be on the agenda soon. Especially as I have some repairs still to do on the engine of 't Kreng ...

After refitting the drain plug to the sump and fitting a new oil filter the last things remaining for the day were putting new oil in, and a final check for any leaks. So after running the engine for a few minutes I had a last glance underneath the car. No leaks!

Let the good weather begin!

posted by Beans 02nd April 2017 10:59am gmt

FHC resto nr. 51; Parts coating

A few weeks ago the repairs to the air-box-lid were finished, so all parts that should be powder- or E-coated were ready. And I am glad that I managed to drop of this batch of parts for paint removal, shot blasting and coating yesterday. It was slightly later than planned, but that's the price you pay when you have to much spare parts to search through. And the fact that these parts are spread over three locations and two countries doesn't help here either. But in the end I got everything sorted. A small selection ...

And to prevent any mistakes as to what part should get which coating or colour I decided to make an inventory of all the parts (Those of you who have been following this blog will notice that there are also a few parts there that will be used on my other TR7's)...

Added advantage is that both the coating company and I have a checklist to work from. And thus it should make life a lot easier. And if all goes to plan all parts should be ready within a week or two. When they return I can start on some proper restoration jobs, like assembling the heater, and cleaning and coating the inside of the fuel tank.

As you can see it looks pretty solid from the outside, and it was actually rather mint on the inside too when I pulled it from the car. But some 3 years in storage has resulted in a fair amount of surface rust on the inside. So once it returns I'll have to visit a local supplier to get me some Tank Cure to attack the inside!

posted by Beans 23rd March 2017 10:14pm gmt

The start of the driving season ...

After a bit of a false start for 't Kreng I actually managed to get her back on the road last week. Wanted to take her out for a short test run in preparation for the Nacht van het Oosten, which actually turned out a bit longer than planned. Not because something went wrong but because it was good fun. But when I got home and went over the engine bay after everything had cooled down a bit, I found these traces of coolant around the waterpump cover ...

Bugger! Clearly the leak is coming from the infamous connecting tube (UKC2538) between the water pump cover and the thermostat housing. As there was no visible loss of coolant in the header tank I decided to ignore it for the time being and hope for the best. This was mainly given in by the fact that I didn't have time to repair the leak or swap cars and go over the DHC in preparation for the Nacht van het Oosten in the time remaining for the event.

So while travelling up North towards the start I kept an anxious eye on the temperature gauge, but the needle remained rock steady between the 1/4 and 1/2 mark. And a last check before the start showed a complete dry area around the waterpump cover. Time for a (one sided :-) look at some of the other cars.



The rally itself again was very good fun. 180 Kilometres of rather challenging narrow winding country lanes around the Salland area in Overijsel, with a wide variety of surfaces, ranging from smooth tarmac to forest tracks. Which from far above looks like this ...

And I needn't have worried about the car, she behaved absolutely fabulous. It was almost as if she tried to persuade me to use her more often. Even the leak seemed to have disappeared completely. But on arrival home next day there were again some traces of coolant around the waterpump cover. See how it develops, but I have a feeling that the manifold will have to come of sooner rather than later!

posted by Beans 16th March 2017 10:26pm gmt

Not the start of the driving season ...

With February behind us, the mandatory three month hibernation for my TR7's is over for another year. And because I am enjoying a short holiday the plan was to give 't Kreng a short check up in the morning, and take her for a ride in the afternoon. All under the pretence of preparing for the first event of the  year "De Nacht van het Oosten" just over a week away.
As the car had behaved rather well last time I drove her I didn't expect much wrong. My main worry were the front bearings but they turned out to be OK. So I changed my attention to the fluid levels; coolant and brakes were up to their normal level. Not so for the clutch fluid. After removing the cap I was greeted by a rather empty reservoir ...

A quick inspection under the bonnet and in the interior with a small torch, showed that the master cylinder had no visible signs of any leaks. Safe to assume the leak was elsewhere. And there is not much else on the car were clutch fluid can leak, the slave cylinder. As this cylinder (as usual) was covered in all sorts of oily muck it was impossible to say whether it was leaking or not. So only one way to find out. And that is by removing it. With the two mounting bolts removed I carefully took the slave cylinder of (as in not to dislodge the push rod). Once free of the push rod the damage immediately became clear as a fair amount of fluid spilled out through the opening of the dirt cover ...

Initial plan was to use some new seals to rebuild the slave cylinder, but whilst searching for the correct seals I found two reconditioned slave cylinders in the same box. So I opted for replacing instead! Sadly it wasn't as straight forward as that. With everything cleaned and the new slave cylinder firmly in place I found out that the connecting hole for the flexible hose was deeper in comparison to the old cylinder. As a result of which I couldn't fully tighten the connector. At that time I remembered that the guy who made the flex hoses for me many years ago also supplied some copper seals, just in case. Glad that I remembered where I stored them.
Sadly there was nobody around to help with bleeding the clutch so with everything connected up it was time to store the tools and pull the cover back over the car. And time for a closer look at the leaking slave cylinder. Glad I made the decision I did, as there are some score marks on the piston the inside of the old cylinder has some patches of rust and scoring of the bore ...

Hopefully back on the road soon!

posted by Beans 02nd March 2017 7:53pm gmt

Fame ...

I had planned to use a trip last Saturday to help Roger moving his Mk1 Saloon as an excuse to commemorate the fact that it was exactly 10 years ago that I started my blog. And as he was part to blame for that I already had a title ready: "It's all Roger's fault". Together with a picture or two of the job we carried out that day. Sadly I forgot to take the necessary pictures, as a result of which I dropped the idea.
But when I got home from work this afternoon I found the March issue of Practical Performance car on the doormat. And Guess what's on the cover and stars as this month's "Built not Bought" ...

posted by Beans 21st February 2017 6:51pm gmt

FHC resto nr. 50; Parts sorting

Over the past month or so I have resumed work on the FHC. With the bulk of the work being done consisting of trawling through all the boxes with assorted parts I have acquired over the years, and select the best ones for use on the FHC. So far it has turned out to be rather time consuming, especially with the parts scattered over three different locations! But getting there slowly but surely.
The parts that will be powder coated are sorted now. Although I am still missing the exhaust bracket that fits to the rear of the gearbox (UKC2499). Also the early (Sprint) air box first needs a little bit of TLC before it's ready for its new finish ...

Remains the biggest lot, the parts that will be galvanised. Here I have still not decided what to do, go for the more original approach and have them (gloss zinc) galvanised in yellow or have them passivated in black like I used on the DHC ...

Luckily there's still some time to go before I have to make that decision, and in the meantime I can continue busying myself with the making of a stock list of all the parts that need galvanising ...

... and carefully capturing all sorted parts on camera. Not only for record's sake, but also to help me with matching all parts together afterwards ...

posted by Beans 04th February 2017 6:00pm gmt

FHC resto nr. 49; Heater rebuilt part 1

With the work on my Defender almost finished for the time being, I am slowly picking up work on the FHC again. This weekend I disassembled the heater in preparation for its rebuilt. As all steel parts will be shot blasted and properly coated I picked the heater unit closest to hand. It actually has been lurking in the cellar for longer as I can remember. But it was more than good enough to rob it of its steel parts ...

It all went fairly straight forward, although some of the steel spring clips, keeping the various flaps in their correct position, had a mind of their own. This made removing some of the clips rather awkward. Knowing you have some spare parts left certainly helps here.
The same could be said of the pop rivets that had to be drilled out. Some were so badly corroded that they had lost their clamping power. So as soon as the drill got a grip they started spinning! Luckily I have a very small Vice Grip that could be used to lock them, thus enabling me to use the drill to the other end ...

Of course lots of pictures were taking for future reference whilst I took the heater apart. I won't bore you with them all ...

And 4 hours after I started, I had a large pile of parts lying beside the work bench. A close inspection of these turned up some damage to the lower half of the plastic heater casing. So that one was discarded. Luckily some loose parts from another heater unit yielded an undamaged casing. Also the heater's matrix showed clear signs of a leaking core, though none were visible around the infamous rubber seals. But the matrix  will be replaced too. But that will get a rather non original substitute ...

So at the end of the day I was able to add another few parts to the ever growing collection of parts that need a new coating ...

posted by Beans 22nd January 2017 8:00pm gmt

FHC resto nr. 48; Work slowly resumes

At the closing of the year I am able to report some (though very slight) progress on the restoration. I used the Christmas period holidays as an excuse to resume work on the FHC. And I started where I left it earlier in the year; searching through my spare parts to pick out the best ones and sort them for coating. Almost finished the first batch, the parts that will be powder coated. Hopefully I'll be able to drop these of early next year ...

Next to be sorted are the parts that will be galvanised. I have made a start there with searching and registering the easier parts, but there are a lot, mostly smaller, parts that still need to be sorted. I decided to have a few spare coated too ...

Current schedule is to have all the parts coated in the first quarter of 2017. This should enable me to start fitting parts to the car in a short holiday scheduled at the end of May, early June. Hopefully I will be able to fit the stripping in that period too. But that means doors, bonnet and boot have to be fitted ... 

posted by Beans 31st December 2016 11:57am gmt

Calendar Girl 2017

With 2016 almost over it is time to look back at the work done to my TR7's in the past year. Actually not much to look back on be honest. So for some extra motivation I used one of my traditional end-of-years activities (the new calendar to grace the study) to boost morale! As a result of which every time I enter the study I will be reminded of the work that still needs to be done on my current restoration project, the 1976 TR7 fixed head coupé ...

The 1976 FHC in the shed waiting for dismantling to start. Picture taken a few months after I bought her, and with the main reason for buying her (the Wolfrace Turbo wheels) replaced with one of the standard alloy sets I have lying around.
(11 January 2014)

Patiently waiting in the shed for the restoration work to commence.
(20 October 2013)

Removal of the engine during dismantling.
(29 January 2014)

Dismantling complete.
(12 February 2014)

The two chosen seat frames after dismantling 3 pairs.
Found some interesting and rather lethal botch repairs on some frames.
(15 March 2014)

The first (suspension) parts ready to fit.
This was easy as they were part of my spare parts collection.
(15 March 2014)

Various jobs that have been carried out, from top left clockwise;
Part of the file for the striping set, based on the Jubilee striping;
The refurbished trim panel for the rear bulkhead;
The springs back from powder coating;
The first paint sample compared to a 1974 BL Colour and Trim leaflet;

The welding finished and waiting for final shot blasting and first layer of primer.
(10 July 2014)

The body after painting outside the spray cabin,
awaiting the (black) finishing touches on the sills and the rear light panel.
(8 September 2015)

The painted body back in the shed.
(14 September 2015)

Slowly regaining its identity.
(20 January 2016)

Rear lights and period licence plate fitted.
(11 January 2016)

posted by Beans 27th December 2016 6:29pm gmt

Seasonal greetings ...

Cue the music! Looks like another green Christmas on its way for the Low Countries. So time for an older and more fitting seasonal picture.
And it is still rather quiet with my TR7's at the moment as they are tucked away for their mandatory annual three month rest. But maybe I'll have something to report on the progress of the FHC by the end of the year ...

posted by Beans 23rd December 2016 5:46pm gmt

FHC resto; why I haven't done much this year

Those of you who follow my ramblings on here may have asked themselves what's happening with the restoration of the 1976 FHC. Well to be honest not much. Actually nothing has happened since my last report in May. And there is a rather simple reason for that, other priorities!
As mentioned earlier I bought a Defender 110 SW last year to replace my Defender pick up. And as this new car did lack some parts I thought it really needed, I have been rather busy upgrading it. With the biggest upgrade being caused by a promise I made myself when I bought my first Land Rover in the summer of 2000. What that promise was? If I would get stuck and would have been able to rescue myself with a winch, I'd fit one. Well earlier in the year this happened ...

All rather embarrassing especially as I forgot that this car is equipped with an electronic traction control, which probably would have saved me. But this traction control doesn't switch on automatically, it needs activating by flooring the throttle!
At least it gave me a good excuse to throw some money at the Defender. But as money can only be spent once, the work on the FHC was put on hold. As for the upgrades, the most important ones  being LED lights all round, long range fuel tank, some dent removal (or hiding) to rear door and bonnet, some repairs to the roof rack, and off course the winch plus a new bumper to fit it properly ...

Still a few jobs left to do on the Defender, but they'll have to wait till next year. As for the FHC restoration, hopefully I will be able to do some work on it during the coming festive period.

posted by Beans 23rd November 2016 11:03pm gmt

28th LTV Nachtrit

Last Saturday, the 29th of October, saw another edition of our traditional night time touring assembly. This year's route again headed south east towards Adenau. It was actually the same route as last year but driven in the opposite direction, and with a few different road sections added here and there! As mentioned last year we had a good reason to return to the same area, because at the time some rather nice roads were closed due to road works. Added bonus was that, because we didn't have to get the long way 'round all the diversions, we were able to get the total mileage of the route below 300 kilometres. The best of these being ...

Near the Obersee

Detour through Simonskall

The long way 'round through Pomster, avoiding the B258

As has become customary over the years we did a last check of the route in the morning and early afternoon, to check for any last minute road closures or village fairs. There were none. I had anticipated on this and had one of the cameras with me to capture some of the stunning scenery in brilliant autumn colours. Sadly it was not to be. All day long it was foggy and wet or just grey and cloudy. So no need to get out the car for some pictures. At least the weather provided me with entertainment in the guise of some rather slippery and treacherous road sections! But despite that we were back in Rolduc well before the briefing and start of the event.

This year we were asked by the staff of Rolduc if we could start from the front of the main building, as it would be a much better back drop for pictures from the start. At least this gave me an opportunity to capture most of the Triumphs (of the 42 teams that took part) against this beautiful historic backdrop.

So for those who want to try it for themselves, next year's (and 29th) edition will be held on Saturday October the 28th. But this time we'll be staying closer to home with a road book that will have something to complement the tulip diagrams ...

posted by Beans 02nd November 2016 5:32pm gmt

40 years of age last week ...

I have been rather busy with lots of things over the past 6 months or so. Sadly my TR7's haven't been much part of that. But time moves on, and last Thursday it was exactly 40 years ago that my current restoration project was first registered (and in the Netherlands). So time for a little bit of history, or how the car used to be in her previous life, and as I bought her ...

Looking back at some of the work already done, dismantling finished ...

Shotblasting finished ...

Metalwork in progress ...

Metalwork finished:

Paint preparations and painting:

Various ...

The initial plan had been to finish the restoration by the time she turned 40, and thus being tax exempt. But I abandoned that schedule well over a year ago. Initially caused by the paint preparations taking longer than planned. But also by work that had to be carried out (or actually is still in progress) on the Defender I bought well over a year ago as my daily driver. And there's my work of course which takes a lot of my spare time, together with my other hobbies, the trumpet(s) and my camera's :-). To be continued!

posted by Beans 09th October 2016 00:47am gmt

Back to work ...

With my holiday nearly over it is time to mentally prepare for the office again, but also time to look back at another great walking holiday in the village of Sankt Martin in Passeier, Süd Tirol. So again time for my annual photographic report;

In the forests above Sankt Martin in Passeier

The small pilgrimage church of Mörre, Passeier Tal

A fire salamander in the forest above Mörre, Passeier Tal

In the fields just outside Sankt Leonhard, Passeier Tal

Typical wooden roof tiles on a farm building near the Jaufenburg

Tea room in Sankt Leonhard, when you find the entrance that is ...

Faltschnal Alm Hütte, Pfelderer Tal

Guarding the entrance to the Faltschnal Tal

The Lazinser Hof, Pfelderer Tal

Small Field chapel outside the Ski resort of Zeppichl

Seeber Alm Hütte

The Seeber See

The Timmelsjoch seen from the Seeber Tal

Small farm seen through the low hanging clouds, Vellauer Felsenweg

Near the Römer Kehre, Urweg Jaufen Kamm

View from the Fleckner Spitze towards the Ratschings Tal, Urweg Jaufenkamm

On the flanks of the Saxner, Urweg Jaufenkamm

Fleckner Hütte, Urweg Jaufenkamm
(this used to be one of their tables ...)

View from the Timmels Alm on the Timmelsjoch and the Seeber Tal

Große Timmler Schwarzsee

The Timmels Alm with the Schneidlahngrat in the background

One of the many tributaries of the Passer River

On the Timmels Alm

Ancient iron clad door of the Schildhof Gereuth, Sankt Martin in Passeier

Doorstep, Gruber ...

Fiecht Jöchl, Falser Tal

The Fagls See

Typical farm buildings, Unterwald

Ultner Höfeweg, Ulten Tal

The little hamlet of Wanns, at the entrance of the Wannser Tal and the Sailer Tal

Sankt Johann Kirche, Wanns

Autumn colours, Sailer Tal

Typical "Forstweg", Seeberg Alm

Larch trees,Jägersteig Wannser Tal

Sadly getting there turned out to be a bit of an ordeal resulting in a very late crossing of the Timmelsjoch in dense fog

posted by Beans 03rd October 2016 4:16pm gmt

It's official!

I received a letter from the Internal Revenue Office today. It contained the official statement that the 1976 FHC, which I am currently restoring, was first registered 40 years ago on October the 6th of this year. And as such it will be tax exempt from that date on ...

Next question of course is, how long that is going to last? As I received two similar letters for both my other TR7's. That was when they turned 25. But that limit was changed to 40 a few years ago. Time will tell how long it will last now ...
Also the date on the letter is interesting as it dates from 21 July 2016. Back to the future!

posted by Beans 16th July 2016 8:16pm gmt

Another MOT

Last month I took the DHC for its biennial MOT, and today it was the turn for 't Kreng. As with the DHC last month I only got round for the most basic of checks of some of the essential items. And luckily nothing was wrong, so earlier this Wednesday I again drove over to a friend's workshop to have the car tested.

As expected not much wrong with the first stage of the test, checking that brakes, lights, wipers etc. work properly. Everything did, even the wipers :-). And although I found the CO slightly high (@ 4,1 %) it did pass without adjustment as it was below 4,5%.

On to the next stage, the suspension and brake lines. Again everything fine except the front suspension. Where we of course had a bit of a discussion. The mechanic thought that the LH steering rod end and the steering rod had some play. But after I replaced the track rod ends and adjusted the wheel bearings everything was fine.

I did make myself a mental note though. With the suspension on full droop there is some play inside the RH front strut assembly. Nothing worrying yet but after 10 years of use and abuse a full service of the AST struts looks near.

And while the mechanic was pouring over  my car in search of any faults I admired the cars standing around ...

I even managed to lay my hands on a small but vital part for the FHC I am currently restoring. In a TR7 he is currently breaking I found this undamaged early interior light. A bit of elbow grease should get it back to its former glory ...

posted by Beans 13th July 2016 5:40pm gmt

Gearbox oil change DHC

Although the weather is slowly but surely improving, we haven't seen much summer so far. Though we can't complain about a lack of rain! And as a result the DHC hasn't seen much action so far. Actually I only drove her to a friend's workshop for its biennial MOT and back. And while driving home I thought I could hear a very slight whining noise which seemed to be coming from the gearbox. But only under prolonged braking/retardation. As the gear changes were rather good I didn't pay much attention to it. But it kept nagging at the back of my mind.

So for peace of mind I decided to check the oil in the gearbox today. Initial plan was to just top up the oil level. But bearing in mind the awkward position of the filler/level plug and the fact that the previous time I drained the oil it had been rather murky, with lots of swarf on the drain plug, I decided it would be better to drain the 'box and refill it with fresh oil. Removing the drain plug revealed a plug that still did contain a bit of swarf but notably less compared with previous time ...

And the oil that came out did contain only very little contamination, but most importantly no swarf from the synchromesh rings or the gears ...

Time to refit the drain plug, remove the filler plug and put 1,6 litre of Castrol Syntrans Multivehicle 75W90 in. Easier said than done when you are lying underneath the car with a rather inaccessible filler hole! Luckily I did have a bit of PVC tubing lying around, which, together with a funnel, makes life so much easier (thx for the tip Phil) ...

With the 'box refilled I turned my attention to the drained oil. I always use the containers from the new oil to store the old oil. And I was mildly surprised to see that all the drained oil fitted inside one 1 litre container. With a little room to spare! Clearly the small oil leak I noticed last year in preparation for Club Triumph's 10CR needs rectifying sooner rather than later ... 

posted by Beans 06th July 2016 5:49pm gmt

Views expressed here are personal are not necessarily endorsed by Club Triumph

viewed 100496 times

More from Theo Boonen
More Blogs-
Sam Clayton

16th May 2017 09:29am gmt
Steve Weblin

10th May 2017 3:00pm gmt
Spot Garage (Northfield) Limited - Triumph Car Dealers 23C
Tim's tales of Triumph heaven

02nd May 2017 1:03pm gmt
Been a long time, long time, its been a long time!
Paul Lewis

02nd May 2017 07:41am gmt
A little tweak….
King Rat Racing

01st May 2017 10:25pm gmt
Historic Counties Rally. 8th & 9th April 2017
Martin Randle

30th April 2017 7:32pm gmt
A bit of DIY and a positive result
The Viper's Nest

26th April 2017 8:34pm gmt
Rally Inspiration
Andy Cook

22nd April 2017 11:09pm gmt
Nice run out in the GT6 to Incarnation Brighton
Rob Pearce

26th March 2017 6:02pm gmt
Strike a... plate? And it all hinges...

11th March 2017 10:18pm gmt
BOB's Day Jar Voo
Andy Thompson

21st January 2017 10:35pm gmt
Stag Resuscitation
Nick Moore

02nd January 2017 09:28am gmt
On yer bike!
Sometime soon I will update this Vitesse blog.

15th November 2016 4:09pm gmt
Changes. Unexpected but welcomed.
Club Triumph Round Britain Reliability Run

13th October 2016 10:33am gmt
RBRR 2016 10 out of 10
mike weaver

12th September 2016 1:56pm gmt
Just when I thought it was all over
Russell Banyard

29th August 2016 11:55am gmt
NASC Streetrod Nationals