cb750

What make led bulbs are you using?

Looking forward to this!

I think it should work if you move the box forward as the driveshaft angle would still be quite low and there should still be enough vertical angle for suspension movement. Do you have any specs for the driveshaft maximum running angle? Rob

Thanks both. I've never had a problem with the standard type gaskets, I was wondering why they have developed the foam on metal gaskets and the change in shape for the rear curved rubber seal. I thought that the original wedge system woul be easier to seal than this later piece (the red seal) with the extended ears.

Ebay item 232496018418. Anyone used these "high performance" foam on steel gaskets, are they any better than the Victor Reinz ones that I normally use? Also has anyone any experience of the half moon rear sump seal with the extended ears? Does away with the cork wedges and supposed to give a better seal.

Great work! Look forward to the next instalment!

I use Comma oils. This is the reply they sent me when I asked what should be used in my Sierra diff if that's any help: "We can recommend for the differential in your Ford Sierra our EP80W-90 GL-5 gear oil"

Have you tried contacting Davis Craig and asked them if they have come across this before?

PM sent

Thanks. I can now get on and turn a blanking plug for when I take the gearbox out for my winter mods

Thanks, I would think it's around 35mm though

Anyone know or could measure the diameter of the propshaft yoke that goes into a type 9 gearbox for me? Or if you know the tail housing oil seal sizes that would do. Rob

I used cellulose thinners

Great! I've done some long journeys for parts I needed but nothing like that!

One on eBay but they want £250

You just need to make sure that you use the correct category in eBay or you will be charged a higher amount. I've sold cars and m/cycles on there with no problems

Large outlet on mine goes to the bottom hose

Just looked at the mot history for KT09TPV. Mot'd August 2012, August 2013, April 2017. No records for 2014, 2015, 2016?

My car is on a "C" plate (1985) but was built in 1997. I wanted to put my personal plate on it which starts with "E" but the DVLA said it had to be C or earlier as the original donor was 1985 hence the age related plate.

My victor Reinz cam cover gasket for my pinto had these bonded into the gasket. Torqued down and completely leak free! I believe it's to stop you over compressing the gasket to reach the correct torque, it also stops the bolts slackening as the gasket settles over time.

This is one of their parts: Item number 360526607365

From the Kent cams website: For many years the most commonly used method has involved establishing top dead center (TDC) as a datum (zero degrees) and positioning your camshaft with its inlet valve at maximum lift at a given position relative to this datum. For example take our Ford x/flow camshaft number 234 which has a quoted figure of inlet timing @ full lift = 103 degrees. This means that the inlet valve should be set to be fully open at 103 degrees after top dead center. Therefore using a protractor or timing disc you can establish 103 degrees after TDC and it is at this point that your inlet valve should be fully open. Minor adjustments from the standard timing point can be made with the aid of adjustable timing kits or an offset dowel. This is the method I used

From the internet: Increased performance (GT) variant (TL16G) From the beginning of the production run, the 1.6 L had a special, 'sporty' version which featured: modified cylinder head (larger inlet valves and 2.0 L camshaft with higher valve lifts) Weber DGAV 32/36 carburetor tubular exhaust manifold With such an improvement package, the engine produced 66 kW (89 hp) of power and 125 N·m (92 ft·lbf) of torque. Applications: 1970–1973 Ford Taunus GT (engine code LEA) 1970–1976 Ford Taunus GXL (engine code LEA) 1970-1976 Ford Cortina GT (engine code LEA) 1970–1976 Ford Cortina GXL (engine code LEA) 1976–1982 Ford Taunus / Ford Cortina S / GLS / Ghia S (engine codes LEC, LEE) 1975–1978 Ford Escort Mexico 1972–1976 Ford Capri GT (engine codes LEC, LEE) Late variant (TL16E) At the beginning of 1984, Ford Pinto engine displacement range switched from 1.3/1.6/2.0 to 1.6/1.8/2.0. The newly introduced 1.8 L engine used the 2.0 L crankshaft, so to uniform engine parts for the whole range after dropping the 1.3 L — the 1.6 L was redesigned to also take the 2.0 L crankshaft which had a 76.2 mm (3.00 in) stroke. This of course led to bringing the bore down to 81.0 mm (3.19 in) to keep the displacement within range — it was now 1598 cc. The TL16E became now the only available 1.6 L engine of the Pinto range. Although the compression ratio was raised to 9.5:1, the power figures did not differ much from the earlier TL16H version — the engine developed 56 kW (75 hp) of power and 123 N·m (91 ft·lbf) of torque. This engine is sometimes referred to as 1.6 E-Max engine. Applications: 1984–1989 Ford Sierra (engine codes LSE, LSD)

Don't know if this helps (or confuses!) but from the internet for the 1600: Increased performance (GT) variant (TL16G) From the beginning of the production run, the 1.6 L had a special, 'sporty' version which featured: modified cylinder head (larger inlet valves and 2.0 L camshaft with higher valve lifts) Weber DGAV 32/36 carburetor tubular exhaust manifold With such an improvement package, the engine produced 66 kW (89 hp) of power and 125 N·m (92 ft·lbf) of torque. Applications: 1970–1973 Ford Taunus GT (engine code LEA) 1970–1976 Ford Taunus GXL (engine code LEA) 1970-1976 Ford Cortina GT (engine code LEA) 1970–1976 Ford Cortina GXL (engine code LEA) 1976–1982 Ford Taunus / Ford Cortina S / GLS / Ghia S (engine codes LEC, LEE) 1975–1978 Ford Escort Mexico 1972–1976 Ford Capri GT (engine codes LEC, LEE) Late variant (TL16E) At the beginning of 1984, Ford Pinto engine displacement range switched from 1.3/1.6/2.0 to 1.6/1.8/2.0. The newly introduced 1.8 L engine used the 2.0 L crankshaft, so to uniform engine parts for the whole range after dropping the 1.3 L — the 1.6 L was redesigned to also take the 2.0 L crankshaft which had a 76.2 mm (3.00 in) stroke. This of course led to bringing the bore down to 81.0 mm (3.19 in) to keep the displacement within range — it was now 1598 cc. The TL16E became now the only available 1.6 L engine of the Pinto range. Although the compression ratio was raised to 9.5:1, the power figures did not differ much from the earlier TL16H version — the engine developed 56 kW (75 hp) of power and 123 N·m (91 ft·lbf) of torque. This engine is sometimes referred to as 1.6 E-Max engine. Applications: 1984–1989 Ford Sierra (engine codes LSE, LSD)

Mine are metric. Swapped my master cylinder with a new one from a fiat 132 as the ka one would not fit under the bonnet of my 3A