Nice. Did you build it?

How easy is it to obtain Paul? I ask as I am based on the Californian coast just now, and therefore it is workable and I can get it onboard, I could fetch it back with me in April and send it on from the UK? Might make the delivery costs more manageable. Phil

Took mine off once I'd got the hot engine bay air to vent better.

Ha ha.   Thanks John.  It’s not magic, it’s actually just maths when you boil it down.  I was lucky enough that my school introduced me to it back in the 1980’s.  Doubly lucky to have been able to parlay that understanding into a career that doesn’t seem like work(except for the hours). I have no god complex about running Sideways.  If someone else comes along with the skills, the passion, the will, and the blessings of our elders like you and Nick et al, I’ll wish them luck and give them the keys. Until then you’re stuck with this gumpy old Aussie.

I am more that happy to treat this as if I watching the Great Marvello, magician and wizard without equal!    I appreciate and am grateful that he exercises his Talent for our benefit.   To have him explain what he does would make the act much less enjoyable, so please keep on prestidigitating, Craig!  John

If I had spare time I’d have a running LBC

How about a fuel cooler?    They are commonly fitted to modern diesels.    On my race Vitesse, the fuel is compressed twice, slightly by a Facet then by the Pi pump, then recirculated via a swirl pot, I found that temps tabs showed it getting rather warm.  I've now fitted a cooler in the return line from the swirl pot to the main tank.  I chose this one because it's compact - some are lengths of pipe with fins attached - about the size of a paperback book and I mounted it vertically under the boot floor, where it will get air flow, but be protected from stones.  Here it is being fitted into a bracket on the bench.  Since then it seems to work, the tabs haven't shown any excessive heat.  

Please don’t be offended. I fixed the problem.  If it reoccurs I’ll do my best to fix it again. At work I can charge to explain what I did (in writing is best, it takes longer so I can charge more). Here, it was broken, I know how to fix it, I did.  No charge.  Let’s move on.    Again and to be clear, I mean absolutely no offense.  But if I have to explain how the sausage continues to be made, I won’t have the spare time to make the sausage.

Reading up on the history of it they had big plans for the TR7. 16v Sprint. V8 version. LWB 2+2 tourer. But it was early 70s Leyland. The future of the company's finances effectively rested on the success of the mass-market Allegro...and we all know how that went. The dismal failure of the Allegro to sell in any appreciable numbers put the kibosh on all sorts of interesting projects (all the TR7 variants, the Triumph version of the SD1, the serious replacement to the cobbled-together Morris Marina, and the Triumph SD2 Dolomite-replacement). It also put massive pressure on the commercial success of the SD1, which led to all sorts of self-sabotage. If you read up the testimonials from Rover factory workers at the time, it's clear that they weren't one of the militarised unionist lot, they were a bunch of experienced old boys who were doing a very good job assembling P6s to high standards (to the point Rover was compared to Mercedes at the time, not entirely unseriously). Then, in a panic, the Leyland management comes in and puts enormous pressure on them to churn out as many SD1s as they can, which leads to the massive drop in early build quality that wrecked the SD1's chances (and the subsequent militarisation of the Rover workforce...great job guys). A lot is made of the lack of quality control processes in the early days of SD1 production...but the reason they didn't have them is that prior to all of that mess they hadn't needed them. Oh, and the Allegro effectively ended widespread BL dealership presence on the continent, which meant that even when they did produce a car the Europeans wanted (SD1, Metro, Range Rover, Rover R8) they couldn't sell any of the things. So yeah. Blame the Allegro. Or, rather, blame the French. De Gaulle specifically. It was De Gaulle's veto of the UK joining the customs market for a decade that put BMC in such dire financial straits that precipitated the whole mess, against which no-one was quite able to turn the tanker around.

Chaps Rejuvenating an old thread... fuel vaporisation. This is a recurring theme in hot summers, given that I live in the middle of the city and there is traffic and lights to negotiate practically 24/7. I looked at re-routing the fuel line, but my slow mind has turned to insulation. The only fuel line-specific wrap that I can find is a 16mm dia. woven titanium sleeve (from the US - amusingly, it's $18 for the product, plus the equivalent of £63 for delivery, duties, VAT, etc.). Just the subject to be mulling over whilst the snow howls outside. Any thoughts or experience of fuel line wrapping? Paul