

Produced from - | Jan 1970 |
---|---|
Until - | Jan 1976 |
Home - | 0 |
Export - | 0 |
On Register - | 46 |
In Club - | 12 |
Latest - Car wanted
by targaman
< Dolomite Sprint Wanted Please So what do I do now... im a dolly owner > | ||||||
---|---|---|---|---|---|---|
Page: < ... 12 3 ... > | ||||||
![]() posts: 123 North Hampshire group joined on Mon 15th May 2017 |
posted Wed 10th Oct 2018
reply 21 of 41
Quoted from nicmk1est- Thanks, Nic. |
|||||
Tags - Toledo | ||||||
![]() posts: 2244 Spitfire & GT6 Model Consultant Cambridge group joined on Sun 11th Apr 1993 |
posted Wed 10th Oct 2018
reply 22 of 41
Quoted from Ian Perry- I think the camshaft is different, too, which probably accounts for more of the power difference than the exhaust. It's certainly possible to swap a MkIV Spitfire engine into a Toledo - you need to swap the sumps but you can keep all the Toledo manifolding and you'll probably get away with the same carb needle. Having swapped a 1500 Spitfire engine into a Herald and kept the 13/60 carb and exhaust, completely unchanged, I can confirm it worked fine.
|
|||||
Tags - Toledo | ||||||
![]() posts: 123 North Hampshire group joined on Mon 15th May 2017 |
posted Wed 10th Oct 2018
reply 23 of 41
Thanks, Rob. I was looking on Canley Classics' website yesterday and they said the standard MkIV camshaft was 18-58-58-18 which corresponds with my recollection of the profile for the Toledo. But I could of course be very, very wrong :-) I know the MkIII is a longer duration than the MkIV and that is the main factor in the 14 or 15 bhp difference between the MkIII and MkIV. To go in as a like-for-like replacement, it would need the Toledo manifolds, distributor and sump, but that might be all? Obviously I would in that scenario be keeping the original engine to rebuild/cannibalise/turn into an interesting herb planter or what have you, so all the ancillaries would come off. And having paid for an unleaded conversion head, I might as well fit that too, esp as with all the ancillaries off the engine it would literally just be ten nuts and (yet another) new HG... |
|||||
Tags - Toledo | ||||||
![]() posts: 2244 Spitfire & GT6 Model Consultant Cambridge group joined on Sun 11th Apr 1993 |
posted Wed 10th Oct 2018
reply 24 of 41
I'm sure Canley's are right about the MkIV cam - it's certainly milder than the Mk3, at least on late ones - but I can't remember the Toledo's profile. I thought it was milder still but I may be wrong. The 18-58-58-18 figures sound right for a 13/60 Herald so they may have carried over. I think the Toledo head is lower compression than the Spitfire one so swapping your refurbished unleaded one over would keep even more originality
|
|||||
Tags - Toledo | ||||||
![]() posts: 123 North Hampshire group joined on Mon 15th May 2017 |
posted Wed 10th Oct 2018
reply 25 of 41
Quoted from RobPearce- Poo to you I'm not sure the Toledo cams could be any milder, anything less than 18-58-58-18 and it would just be a "shaft", never mind the "cam-" bit. |
|||||
Tags - Toledo | ||||||
![]() posts: 9935 North London & Herts group joined on Wed 31st Oct 2007 |
posted Wed 10th Oct 2018
reply 26 of 41
I remember the 18-58 cam being described as the "caravanners profile" (probably referring to the big saloons) I think (but happy to be corrected) the very early mkIV had the same profile as the mk3. My spit (FH215) should have one, but these days my cam does funny things. Clive Senior |
|||||
Tags - Toledo | ||||||
![]() posts: 123 North Hampshire group joined on Mon 15th May 2017 |
posted Wed 10th Oct 2018
reply 27 of 41
"but these days my cam does funny things. " Should you really be sharing such intimate details with us, or is that a conversation best saved for your GP? |
|||||
Tags - Toledo | ||||||
![]() posts: 9298 Essex group joined on Sat 17th Sep 2005 |
posted Wed 10th Oct 2018
reply 28 of 41
The gearbox is a bit steep for a unknown one, you may be able to get an idea of condition by popping the top off for a good look. If they will agree to you looking inside might be worth a punt.
Schadenfreude expert and collector of assorted rusty Triumphs on the Essex/Suffolk Border. |
|||||
Tags - Toledo | ||||||
![]() posts: 2244 Spitfire & GT6 Model Consultant Cambridge group joined on Sun 11th Apr 1993 |
posted Thu 11th Oct 2018
reply 29 of 41
Quoted from Ian Perry- The 2500TC had a 10-50-50-10 camshaft!
|
|||||
Tags - Toledo | ||||||
![]() posts: 123 North Hampshire group joined on Mon 15th May 2017 |
posted Sat 13th Oct 2018
reply 30 of 41
Quoted from RobPearce- That kinda proves my point - I don't think the TC was ever what you'd call an over-stressed engine :-D |
|||||
Tags - Toledo | ||||||
![]() posts: 123 North Hampshire group joined on Mon 15th May 2017 |
posted Sat 13th Oct 2018
reply 31 of 41
So, as things stand at present, the plan is to get the engine out next week and get a replacement - which will get the car back on the road and running, I can then decide whether to sell the car as-is, rebuild the engine and put it back, then sell the car, or rebuild the engine, get an O/D box and turn it into a bit of a micro-GT ready for RBRR 2020... |
|||||
Tags - Toledo | ||||||
![]() posts: 123 North Hampshire group joined on Mon 15th May 2017 |
posted Tue 16th Oct 2018
reply 32 of 41
OK, so the engine's out, and in pieces. Impressive damage to the crank journal, sadly, which I doubt will grind out (the smallest undersize I believe is 0.030" or 0.76mm) but I might be able to save the con rod and piston with some chemical metal and some polishing, what do you think? ![]() |
|||||
Tags - Toledo | ||||||
![]() posts: 9298 Essex group joined on Sat 17th Sep 2005 |
posted Tue 16th Oct 2018
reply 33 of 41
No.3? that usually exits through the side of the block. Schadenfreude expert and collector of assorted rusty Triumphs on the Essex/Suffolk Border. |
|||||
Tags - Toledo | ||||||
![]() posts: 123 North Hampshire group joined on Mon 15th May 2017 |
posted Tue 16th Oct 2018
reply 34 of 41
Hi Colin, Yes, no.3. Is No.3 big end failure a characteristic? There's some marking here and there in the crankcase, but the side walls are gratifyingly intact, else there would be an unGodly mess all over the engine bay... |
|||||
Tags - Toledo | ||||||
![]() posts: 8769 Wessex (Bristol & Bath) group joined on Sat 19th Nov 2005 |
posted Tue 16th Oct 2018
reply 35 of 41
Hmm...... I had a 1500 that did something a bit like that except that it knocked the fuel pump off the side of the engine complete with the bit of block it attaches to...... Suggest a good look at the bottom of the bore as well in case it's taken a hit. Nick Nick JonesSomerset UK Vitesse Mk 1.5 Convertible EFI, Survivor of RBRR 2008, HCR & 10CR 2009, HCR 2010, 10CR2011, HCR 2012, 10CR2013, 10CR2015, HCR 2016 & HCR 2017. GT6 Mk3 Roto - project in progress Spitfire MKIV son's project now on the road as a daily driver 2.5 PI Saloon now EFI (PIe?), Engine rebuilt and running sweet. Diff howling...... Survivor of HCR 2013 & 2014 Gone to live in Swansea http://www.tengaston.plus.com |
|||||
Tags - Toledo | ||||||
![]() posts: 9298 Essex group joined on Sat 17th Sep 2005 |
posted Wed 17th Oct 2018
reply 36 of 41
Quoted from Ian Perry- It is nearly always No.3 that suffers the catastrophic failures. Something to do with the oil supply I think. Schadenfreude expert and collector of assorted rusty Triumphs on the Essex/Suffolk Border. |
|||||
Tags - Toledo | ||||||
![]() posts: 3259 Comp Committee Member Essex group joined on Sat 9th Dec 2006 |
posted Wed 17th Oct 2018
reply 37 of 41
It was No.3 bigend that failed in my Spitfire halfway up an Alp during the 2011 10CR. Not like yours though, thankfully. Polished up, that would make a good desk trophy. I used to have a piston with a valve embedded into it on my desk at work. Location - North Essex 2009, 2010 Nachtrit. 2011, 2012, 2014, 2015, 2016, 2017 HCR
Imported Honda 125 Enduro bike. Work in progress...... |
|||||
Tags - Toledo | ||||||
![]() posts: 123 North Hampshire group joined on Mon 15th May 2017 |
posted Fri 26th Oct 2018
reply 38 of 41
Update - Thanks for the responses. Replacement engine bought from SpitBitz - they are only 45min away and the engine (£200) comes with 28 days on approval. It went in the back of my roadgoing Skoda Flabbier estate comfortably enough albeit that the suspension was a bit down(!). Once it was clean enough to start playing with, I swapped the sump over and added the rest of the ancillaries. While the sump was off, I took no.2 and no.3 big end caps off and had a look at the shells, they looked OK with no scoring or other marks, and no sign of the copper backing ;-) Next step, a clutch (old driven plate was not bad, but the fingers on the cover were hugely worn, sign of a skimped clutch change in the past) is due to arrive in the next couple of days, then it'll go into the car. I did wonder about putting oil in, attaching the starter and spinning it over on the floor to get some compression figures, but I just feel happier doing that sort of thing with the engine bolted to something solid ;-)
|
|||||
Tags - Toledo | ||||||
![]() posts: 123 North Hampshire group joined on Mon 15th May 2017 |
posted Sun 4th Nov 2018
reply 39 of 41
Engine now assembled, in and run. Annoyingly I only discovered the fuel pump had also died when the engine was turning over and no sign of fuel appearing in the transparent fuel filter that a previous owner had fitted. One new pump later (what the heck, it's only money after all) and about a thousand turns, and eventually, suddenly, it fired. And ran, and warmed up. Reasonable compression, oil pressure about 25-30 at idle. No nasty noises, smoke or leaks. I ran out of time to put the bonnet back on and so on, but hopefully it'll get a test drive tomorrow...
|
|||||
Tags - Toledo | ||||||
![]() posts: 123 North Hampshire group joined on Mon 15th May 2017 |
posted Sun 4th Nov 2018
reply 40 of 41
PS the broken piston and conrod are now screwed to my wall at home and look striking :-) |
|||||
Tags - Toledo | ||||||
Page: < ... 12 3 ... > |
Club Triumph Ltd. Registered in England No. 4961210 Registered Office: Suite A,10th Floor, Maple House, High Street, Potters Bar, Herts, EN6 5BS. VAT registration number 340 4536 26. Club Triumph is run entirely by its members for its members and does not have paid employees.
Website Terms and Conditions | Terms and Conditions of Sale | Privacy |Club Rules