Classics Monthly - - Our Cars -

1 David Har­vey from the Tri­umph 2000 & 2500 Reg­is­ter casts his ex­pert eye over our 2500TC’s en­gine bay be­fore div­ing under the front of the car to in­spect the con­di­tion of the track con­trol arm mount­ing bolts.

2 First prob­lem David spot­ted was that both the top mounts on the sus­pen­sion tow­ers were past their best. The damper pis­ton rises as the rub­ber in the mount de­grades, so fit­ting new mounts is now on our to- do list.

3 The next is­sue that needs sort­ing out is a slight leak from the top hose close to the header tank. As both hoses look as if they’re the orig­i­nals, re­place­ments have been or­dered and will be fit­ted at a later date.

4 As the front cross­mem­ber and sump are go­ing to be re­moved from our car be­fore re­plac­ing the thrust wash­ers dur­ing the Restora­tion Show, it made sense to en­sure the no­to­ri­ously dif­fi­cult to re­move track con­trol arm bolts weren’t seized solid, as this would stop work.

5 As it was very dif­fi­cult to photograph the area around our Tri­umph’s track con­trol arms with the car on ramps and two of under under the car, David used a spare con­trol arm to show how the bolts can seize in­side the rub­ber bush.

6 Thank­fully the bolts on our car weren’t seized and al­though David fit­ted new lock nuts, the old bolts will be re­placed with shiny new ones when the sus­pen­sion’s re­built at the NEC.

7 While the car was up on the ramps, we de­cided to fit a new clutch slave cylin­der as the old one was leak­ing slightly. Fit­ting a brand new cylin­der was eas­ier than us­ing a seal re­pair kit and has cured the jud­der­ing when let­ting the clutch out.

9 When the new slave cylin­der was back in place, David ex­plained how this part is some­times fit­ted to the front of the en­gine plate rather than at the back. Get­ting it the wrong means the rod won’t act on the pis­ton in­side the cylin­der.

While David Har­vey was under our car he no­ticed a miss­ing grom­met where the dou­ble skinned panel had been drilled 40-odd years ago dur­ing the af­ter­mar­ket rust proof­ing process. Fit­ting a new grom­met into the hole wasn’t easy but it will keep any wa­ter splashes and de­bris out.

8 Like a lot of the ma­jor com­po­nents on our 2500TC, the old clutch slave cylin­der was the orig­i­nal and looked well past its sell-by date. Ours had a one-inch bore, while some Tri­umphs use a dif­fer­ent sized cylin­der, so check be­fore or­der­ing.

10 A great tip David showed us was to fill the new clutch slave cylin­der with brake fluid be­fore at­tach­ing it to the car. This method worked a treat and we didn’t have to bleed the sys­tem after top­ping up the master cylin­der.

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