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Post by threelitre on Jun 5, 2014 9:35:04 GMT
Excellent... May I suggest that you give the beige panels behind the grille a lick of black paint? As far as I am aware this was done from the factory to early Mk2 cars - and looks much better!
Regards,
Alexander
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Post by threelitre on May 14, 2014 7:58:18 GMT
Oh, I remember I once fitted a new out of the box carb that had an occasionally sticking piston! What fun I had on the road until I found the culprit!
But with these filters I have had my fair share of experience: On my blue Maxi the last owner fitted such a filter between pump and carb (so the mechanical pump would push through it). I had plenty of problems, always due to the filter clogging up. Basically the car would run fine up to 80kph and light load in 5th, but all the way up to 110kph in 3rd. The lower revs in 5ht must have resulted in a lower fuel pressure, not able to feed enough fuel through the clogged filter. As the tank was rusty inside (at the very bottom) and it did not improve I needed to change these filters quite often. Possibly every 1000-2000kms. I am sure the fine debris would not have done the SU any harm. Since changing the tank it obviously improved - the old one was rusted through at the lowest point eventually.
Regards,
Alexander
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Post by threelitre on May 14, 2014 7:51:20 GMT
Indeed, the 2200 was never sold in Germany (no Mk3 anyway), so when my father was out to look for a new car 1973 he brought home a 2200 brochure from the Netherlands - it seems the only 'crab on sale in the Netherlands at the time was the Austin 2200, but featuring rostyle wheels and the wolseley dash as standard. That car above has the same exterior colour as the one in the brochure (which I still have, as has my father the 1800 S bought used instead of importing a car not sold in Germany).
Regards,
Alexander
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Post by threelitre on May 5, 2014 7:30:10 GMT
Naa, though I know that car and it should be worth saving...
Regards,
Alexander
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Post by threelitre on Apr 29, 2014 11:14:56 GMT
So Hydragas is easier to service compared to Hydrolastic? I thought it was the other way round. Shows you how much I know then! -Andrew No, they are exactly the same to service. But long term prospect for repair/replacement is currently in favour of Hydragas as many units will still give a long service life when regassed. Hydrolastic units keep fit longer, but the time that they will no longer be serviceable will come - replacing the rubber spring in them will be a different taks than welding a valve holder onto a Hydragas sphere. Regards, Alexander
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Post by threelitre on Apr 29, 2014 9:54:12 GMT
Well, recharging Hydragas units is a doddle compared to the idea of fitting new rubber to Hydrolastic units... We have done about 36 or so Hydragas units so far, and all successfully. Driving a Princess with freshly filled front Nitrogen springs is indeed a revelation!
Regards,
Alexander
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Post by threelitre on Apr 23, 2014 10:28:54 GMT
Oh dear - is there any spot on this 1800 that is NOT rusty or long gone (apart from your excellent new bits of course)?
Enjoy!
Alexander
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Oil
Apr 22, 2014 10:37:26 GMT
Post by threelitre on Apr 22, 2014 10:37:26 GMT
My 3 litre uses semi synthetic 10W-40, in one of my Maxis I put fully synthetic 5W-40 (now I can change gears at frosty temperatures single handed even immediatly after setting off!). The only car to get the recommended 20W-50 is the ADO16 automatic, as the gearbox has been designed with this oil in mind and automatic boxes do rely a lot on details of viscosity and probably do not like friction reducing additives in modern, synthetic oils.
Regards,
Alexander
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Post by threelitre on Apr 17, 2014 15:34:13 GMT
And that one is the 3rd LHD 3litre currently known - two surfaced just within the last 12 months...
Alexander
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Post by threelitre on Mar 17, 2014 9:32:56 GMT
Excellent - I should dig out my new one to give you an impression how they should look. But the one on my 3 litre is very close to new, see:
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Post by threelitre on Mar 7, 2014 10:16:50 GMT
About 60. This one is now the 4th found survivor - including the only LHD sold to the MOD, which now seen across shows in the UK converted to RHD...
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Post by threelitre on Mar 6, 2014 10:08:34 GMT
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Post by threelitre on Mar 6, 2014 10:07:13 GMT
That's actually the same length as an 1800 Mk2! But it has to be said: Consider Mini is now a brand name, like Austin was in the day (or even replacing Austin?). So what used to be a range from Austin Mini, 1100 and 1800 - all built to the same principles, has become a slightly different range from Mini One, Countryman, Clubman and some sporty derivatives. So I'd like to think it is something like a modern day 1300 or Maxi...
Regards,
Alexander
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Post by threelitre on Mar 2, 2014 17:55:30 GMT
The 1800 was the first thing I've noticed :-b (I know I am strange :-D)
A caption - hmm, I'm at a loss here...
Alexander
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Post by threelitre on Jan 16, 2014 21:41:22 GMT
Yup, I think it's the greasing of the piston. Later HIFs, that should never be filled to a level above the damper, have a little ball bearing instead. The damping action will - as we all most likely know - only get weak if there is only a very little oil inside the piston.
Regards,
Alexander
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