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Clanky

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Posts posted by Clanky

  1. 1 hour ago, Roberto Conigliaro said:

     

    That should work! but it does rely on its probe, just worried it might fail and the fan wouldn't turn on. Any other suggestions on how to switch it on together with the engine? With a relay I suppose?

    What happens if the relay failed or even the fan then it wouldn’t turn on? 


  2.  

     

    one these screws into your tank 1 1/4” to 3/4” bsp reducer then screw a hose lock adapter on the small end, when the tank is full and starts running out of the overflow turn the tap off, no need to sit and watch the tank filling.

    IMG_1950.png

  3. 4 hours ago, Markinaboat said:

    Not disimilar to my setup. There is one header thank for the engine (3LW) and heating/hot water circuit with pipes running from  both systems to the tank. There is a gate valve (installed by Charles Mills) on the pipe to the engine thermostat. This allows to the engine to warm up quicker (theoretically) and as stated above helps prvent heat loss from the calorifier back to the engine. LW's do not need pre-heating, that's why they have the cold start button on the injector pump. HTH.

    i have a header tank for the engine and one for the eberspacher? There is an inline screw isolating valve just after the thermostat like yours. If i were to shut this valve then should this prevent the HW circulating around the engine and keep the water hotter for longer as atm the engine is just acting like a big radiator, as long as i remember to open it again when running the engine of course?

  4. When i run my Eberspacher for hot water/central heating the engine also gets hot, is this normally how they are plumbed in? I understand that diesel heaters were intended for preheating engines, is this normal on a narrowboat or could it be that the thermostat on on the engine is possibly stuck open allowing the hot water from the eberspacher to reverse circulate? i've only owned the boat for a few months so i'm unsure if this is normal with classic engines. My previous isuzu engined boat didn't do this. Thanks

  5. 1 hour ago, Alan de Enfield said:

    Should we assume that the "Baton Twirlers" are distorting the facts somewhat when they say :

     

    “Their own consultation survey showed most licence holders don’t agree with the planned surcharge", but they’ve chosen to ignore their own data.

     

    Maybe they missed out a bit and meant to say "The response to the consultation,by Continuous Cruisers, was unanimously against the surcharge, however, the other 80% of boaters who paid for their moorings were all in favour"

    I have a mooring which I pay for and I’m certainly not in favour. To me, it is a typical divide and conquer tactic and sets people fighting amongst themselves, which is typical of how society is these days, up yours Jack, I’m alright.

    • Greenie 2
  6. i was thinking that the injectors might be leaking, hence it fires up after a few turns and when you prime using the levers there is no resistance and not hearing the squeak of the injectors releasing, but fires instantly after using the priming levers. Is it worth trying some injector cleaner in the fuel?

  7. 17 hours ago, cuthound said:

     

    John Cooper did it with a Mini, it didn't end well.

     

    http://www.theminiforum.co.uk/imgreq/img/ba1995be04d9d62405fd6bf0840d9dc612320784/89c2ec4879f339546606be8b218032941cf3fad3.jpg

     

    "There were two Twini Mini's (and a Moke). One was built by John Cooper, in which John Cooper had his near fatal accident on the Kingston By-Pass. The other was built by Downton engineering and was the car which raced in the Targa Florio. Is main problem was weight which was not much less than a GTO Ferrari against which it had to race, Cooper's accident was the same week as the Targa."

    This is an account of Cooper's accident taken from Rob Golding's book ˜Mini“ Thirty Five Years On.

    "Failure seemed to dog the tracks of the Twini and enthusiasm was even further dampened when John Cooper had a horrific accident in a road-going Twini. It was the third in a series of accidents in which Cooper was involved and very nearly his last. He was returning from Fairoaks airport having been to collect his Tri-pacer light aircraft. This had crashed some months earlier when he and Lotus chief Colin Chapman were aboard with a professional pilot at the controls. It had cartwheeled on landing without causing injury to anyone. When he collected it, it had sustained further damage while on the ground. The tailplane was badly bent and had he failed to notice it before trying to take off, he could have been in serious trouble again. As it was, he was in a hurry on his way home to collect his wife, Paula, at Surbiton to join Salvadori for dinner.
    The Twini was equipped with two 1300cc engines, which were to have been tweaked up to 135 bhp apiece with fuel injection. Batting along the Kingston bypass at 100 mph, the steering arm that had been welded-up to the rear subframe came adrift. As the rack had been removed, the steering link had been used as a suspension arm. The wheel was suddenly free and made a sharp right turn. The car catapulted end-over-end into a wall, throwing Cooper clear but fracturing his skull. Few who saw him thought he would live. The first car on the scene “one that Cooper had just overtaken“ contained a lady who suffered a nervous breakdown as a result of seeing the accident unfold, and she tried unsuccessfully to claim for compensation from Cooper's insurance."

    There is quite a bit about the other Twinis in the book. The first one was a Moke that Issigonis built in early 1963. It had a 950cc engine at the front and an 850cc one at the back. John Cooper was shown the car and he and Issigonis both decided they would build a Mini-bodied version. Cooper completed his one day before Issigonis and had it ready for track testing within weeks. John Whitmore did the test driving. By April 1963 both engines were fully-tuned Coopers and the result was a 2.5-litre vehicle developing 175 bhp, and wheelspin on all four wheels.

     

    The pic below is the Twini Mini (931 RFC) on the 1963 Targa Florio, drivers were Sir John Whitmore and Paul Frere. Two separate 998cc engine/gearbox combinations were used....interestingly....when the rear engine failed they just drove it around on the front, hence their poor placing."

    You can also see the air vents cut into the bootlid.

     

    "There were two Twini Mini's (and a Moke). One was built by John Cooper, in which John Cooper had his near fatal accident on the Kingston By-Pass. The other was built by Downton engineering and was the car which raced in the Targa Florio. Is main problem was weight which was not much less than a GTO Ferrari against which it had to race, Cooper's accident was the same week as the Targa."

    This is an account of Cooper's accident taken from Rob Golding's book ˜Mini“ Thirty Five Years On.

    "Failure seemed to dog the tracks of the Twini and enthusiasm was even further dampened when John Cooper had a horrific accident in a road-going Twini. It was the third in a series of accidents in which Cooper was involved and very nearly his last. He was returning from Fairoaks airport having been to collect his Tri-pacer light aircraft. This had crashed some months earlier when he and Lotus chief Colin Chapman were aboard with a professional pilot at the controls. It had cartwheeled on landing without causing injury to anyone. When he collected it, it had sustained further damage while on the ground. The tailplane was badly bent and had he failed to notice it before trying to take off, he could have been in serious trouble again. As it was, he was in a hurry on his way home to collect his wife, Paula, at Surbiton to join Salvadori for dinner.
    The Twini was equipped with two 1300cc engines, which were to have been tweaked up to 135 bhp apiece with fuel injection. Batting along the Kingston bypass at 100 mph, the steering arm that had been welded-up to the rear subframe came adrift. As the rack had been removed, the steering link had been used as a suspension arm. The wheel was suddenly free and made a sharp right turn. The car catapulted end-over-end into a wall, throwing Cooper clear but fracturing his skull. Few who saw him thought he would live. The first car on the scene “one that Cooper had just overtaken“ contained a lady who suffered a nervous breakdown as a result of seeing the accident unfold, and she tried unsuccessfully to claim for compensation from Cooper's insurance."

    There is quite a bit about the other Twinis in the book. The first one was a Moke that Issigonis built in early 1963. It had a 950cc engine at the front and an 850cc one at the back. John Cooper was shown the car and he and Issigonis both decided they would build a Mini-bodied version. Cooper completed his one day before Issigonis and had it ready for track testing within weeks. John Whitmore did the test driving. By April 1963 both engines were fully-tuned Coopers and the result was a 2.5-litre vehicle developing 175 bhp, and wheelspin on all four wheels.

     

    The pic below is the Twini Mini (931 RFC) on the 1963 Targa Florio, drivers were Sir John Whitmore and Paul Frere. Two separate 998cc engine/gearbox combinations were used....interestingly....when the rear engine failed they just drove it around on the front, hence their poor placing."

    You can also see the air vents cut into the bootlid.

     

    eBay Find of the Week : 'Twini' Cooper S - AROnline

     

    Citroen did it with the 2CV Sahara in the 1950’s. They weren’t very popular. A mint one today would value at £85000

     

    https://www.hagerty.co.uk/articles/automotive-history/cars-that-time-forgot-citroen-2cv-sahara/

     

    • Greenie 2
  8. different engine, mine was an isuzu but it had done over 10000 hours, serviced every 250 hours and ran lovely, no smoke, didn't use any oil and started no problem. As with any engine check the service history.

  9. Dacrylate Epidac is what Matt at Northwich dry dock used on my previous boat, which had intertuff bitumen on before hand. So I would say it would bond to any previous coating not just comastic. The hull was jet washed with a 4500psi washer then an aluminium based 2 pac epoxy undercoat was applied then a black 2 pac epoxy top coat and finally a single pac show coat. 

  10. On 06/01/2023 at 06:33, matty40s said:

    You won't get an airlock if you bleed from the screw on top of the thermostat , bleed the skin tank, and have a higher mounted header tank.

    Draining will depend on how your system has been plumbed in, they are all different, you might have a drain tap , you might just have to pop a pipe.

    my (new to me) 3LW doesn't  seem to have a a bleed screw on the thermostat housing? how do you bleed the skin tank? the header tank is higher than the engine though so one is ok 😆 also approx how many litres is in the cooling system on a 3LW?

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