Last week I did an oil change to the DHC. And while giving the under-bonnet area an inspection while waiting for the oil to drain from the sump, I noticed that the bolts of the thermostat housing and inlet manifold showed clear signs of galvanic corrosion. So I made a mental note to change them for stainless steel ones. These being less prone to this type corrosion when mounting alloy parts together. The initial plan was to change them somewhere later in the spring or early summer. But as I had a day of from work last Thursday to have the car's alignment checked I thought it a good idea to also pay a visit to a local stainless fastener specialist. But first things first, checking and adjusting the front wheel alignment. This meant that the first stop of the day would be at a friend's workshop to put the car on the alignment rig.
With the car on the lift and all the gear fitted, we found out that the alignment indeed was out, but not as much as I had feared. It actually still was within the factory tolerances. But as the steering wheel was slightly askew the alignment was adjusted to get everything spot on again.
After that I decided to add some miles to the car, and there was a good excuse for that! When I dug out the car from the shed last weekend I thought it a good idea to check in the records what needed servicing. That was when I found out that I only drove the car around 500 kilometres after returning from Club Triumphs 10 Countries Run .... on the 14th of September 2015. Oops! So rather pleased I managed to add some 200 kilometres to the odometer on Thursday. Also managed to source the stainless UNC bolts required for the inlet manifold and thermostat house. And as I had enjoyed driving the car too much, there was no time left that day to fit the new bolts.
But with the weekend upon me it was time to get the spanners out and add some bling. All rather straight forward really.
But as ever the half hidden bolt between the coolant pipe and number one inlet put up a bit of a fight. But some 15 frustrating minutes later this one was replaced too. A small socket set certainly helped here. Though it certainly didn't help that the socket and joint piece fell of the extension piece and rolled to the most inaccessible location underneath the carburettors ...
Another thing on the to-do-list was a not so small oil leak from the gear box. When I discovered it last summer I thought the leak was from the take-off from the speedo cable but after I jacked up the car I found out there was only oil around the rear 'box mount. The rest of the 'box was completely dry, as was the oil seal from the rear flange. That was when I remembered that I removed the plug from the 'box oil pump galley which I made up when I restored the car. It worked very well, but I had to replace it with the original plug because it (just) touched the gearbox's cross member.
Time to remove the mount and find out where the oil was coming from. Sure enough there were clear signs that this plug indeed was the culprit, as the oil on the gearbox mount clearly showed ...
And sure enough the plug that should seal the oil galley was loose. Haven't got a clue how that could happen (probably didn't tighten it enough!) but at least pretty easy to rectify with a #4 Allen head key.
After which it was time to clean and degrease the gearbox' mount ...
... and put everything back to where it belonged.
Last job for an afternoon well spent was topping up the gearbox' oil level. Easy with some simple tools.