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Chalky

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About Chalky

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  • Gender
    Male
  • Location
    Coventry
  • Interests
    Cycling, Electronics, Boats, Land Rovers, History

Previous Fields

  • Occupation
    Roboticist / Research Engineer
  • Boat Name
    Lady Jacqueline
  • Boat Location
    Fenny Compton

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  1. Not the diesel variant but there were a number of different dipstick / sump assemblies used on the petrol variant. This article describes them. http://www.mgexp.com/article/dipsticks.html
  2. There's some 48V automotive equipment avaliable, but its mainly alternators, motors and inverters. It's been used for some stopstart / mild hybrid applications. The attraction is that it's below the 60V cut off for low voltage - 4 batteries in series are Ok, 5 is over the threshold when charging. This was going to be the big thing in automotive and re-appears every few years. Most systems are now either 12V DC or > 300V DC.
  3. There's an article in today's Coventry Telegraph about the Coventry Canal. Features videos and pictures. http://www.coventrytelegraph.net/news/take-look-back-coventry-canal-12476442
  4. Get a proper bike shop to look at it and be guided by them. I spent an hour in theatre with a plastic surgeon, 2 days in hospital, a week off work and have 8 hours that I can't account for when the carbon forks failed on my road bike in November. Any frame failure can have dangerous consequences, I was lucky, some cyclists have ended up paralysed or worse. If the bike shop says scrap it and get a new one then do it - it could save you a free ride in an ambulance.
  5. There is one (petrol) engine that I've come across (about 18 years ago) that used a wasted spark ignition system and had to be cranked for a few seconds to purge the manifold and cylinders of fuel vapour before the ignition was turned on. If it wasn't purged the results were "spectacular".
  6. With modern electronic engine management the engine needs to spin at several hundred rpm to allow the crank sensor to correctly sync and work out where the crank is. Depending on the control method used it may be necessary to sync cam position as well. A diesel requires more torque to turn it over but most require a minimum speed to get them going.
  7. What would have been interesting as well would have been the battery voltage. Pulling +1000A will bring it down a lot - I've seen voltages as low as 3V when cranking a 4.6 litre V8 petrol engine at -40C (yes it did start!). The current profile and magnitude look about right. Big problem with Li-on batteries is that their performace is poor at low temperatures and they need to be warmed up to get the best from them (or cooled if too hot). Capacitive starting using a buck boost converter to charge them is a better option.
  8. I got some from Midland Chandlers about 18 months ago. They're also used on a lot of classic sports cars to retain the hood
  9. Try the MG specialists. I usually use the MGB hive. They carry the parts for the petrol engine as stock. I bought the two sprockets, chain, tensioner, seal, gasket and lock tabs from them for my car.
  10. There are 2 cam timings for the MGB, the simplex and duplex being 4 degrees different. The effect is to move the power band by a few 100 rpm. Whether these are common with the diesel is something you'd have to investigate. if there is any commonality I would suspect that the crank sprocket may be common but the cam one would be different. The chain and tensioner will probably be common.
  11. The early 1.8 petrol engines ( 18G* ) used a duplex chain, the later ones (18V) used a simplex one. The tensioners are hydraulically operated. Petrol replacement kits include the correct tensioner and chain. You'll need a new gasket for the cover and ideally you'll change the crankshaft seal at the same time. There's been some discussion on the classic forums about the quality of the tensioners. A Google search will give you the info. On my 18V (late petrol) there is a spacer shim between the tensioner and block.
  12. If you do the calculations properly you factor in the heat rise in the cable bundle at max current before the fuse blows as well as volt drop.
  13. Even worse is the semiconductor makers doing die shrinks to increase their yields. They sell it as making the devices faster and cheaper - what they don't realise/care is that it wrecks all of the emc/rfi work and the whole lot needs re-validating. Lots of pain & grief.
  14. Fully agree. I've had to authorise life time buys of semiconductors for cars that have just been launched and the silicon vendor has decided to pull the plug on the technology. This is going to be one of the big negatives for electric cars - 10 years down the line one of the IGBTs (big power transistor) or a small obscure device fails and the car's scrap. They're not like the older systems where you can buy brand new parts for your Model T or MGB because any machine shop can make tham.
  15. Less than 4ma will kill you if you make contact in the wrong place.