Enrique's Spanish LD MK1
New LD submission; Wed. 16 July 2014
Lambretta 125 Eibar 1A serie. Year 1955. By me, enrique cordobaEnrique Cordoba
Good morning, my english is very bad.
The lambretta was the first model LD 125cc made in Eibar-Spain in 1954 and 1955. The 1A was the serie and they were only about 4000 units. It has only one teleflex from de hand to the gearbox.
My father bought the lambretta new in 1955. He used it 'till 1970 when he bought a car. And then, the lambretta stop first in a collective parking in bad conditions and finally in a room till my restauration.
To the work the lambretta was desasdembled, paint in the same colour that originally because it was very bad with some oxided and one fire in the motor tape. The original parts you can see, have been chromed. I had need to buy some innocenti parts not original like the electric interruptor, the fuel tape and some gum pieces. I'm trying to find the original anagram and the fuel tape.
The lambretta is now legal again to drive in Spain with the original number you can see partially. You can correct all (my writing) that you like. Thank you. El 16/07/2014 02:46,
Quoting enrique cordoba
I have an image before de restoring.
Fright Night: Wendell's latest:
|Here's what i did in my spare time last month. ''Hey Johnny, how's it going? It's a cx500 shaft drive that I turned sideways and added a chain. I've bought two more of the bikes and am going to build two more, one for me and one for my wife, Robin. talk to ya later, Wendell''|
SOLD : MK III 150 AVV (electric start)
Well I just sold the AVV. Sad to see it go of course but it went to a good home in San Francisco where it was first sold and had lived the majority of it's life anyway; it's only the right thing to do. I'm leaving up these notes about my having worked on it in case anyone finds them useful. I'm sure to retire this article after a time. Here are said notes:
"I've been thinking of selling the AVV. In the mean time I'm working on getting it to full working shape, or at least getting everything working, or at least getting the starting and charging systems working. The motor does start though it'll need to be rebuilt I bet. As it is it has an oil leak somewhere around the starter.
Now here's a letter that Steve Jackson in the UK sent me when I was considering selling the AVV, wherein he gives some tech tips regarding the electrical system:
The first time I caught sight of her was while doing a favor for a friend at his public storage facility. It was clear that she was a long way from her birthplace, the sunny hills of Italy. All things considered, she was curvy enough and she looked pretty good for her age. Its true that some things improve with age.
''Well, now'' I ventured, ''What have we here?'' I took one of the boxes that had been burdening her. Just then my friend Carson walked in. ''Oh, I turn my back ten seconds and you're all over her huh?'' he snickered. ''She don't get out much these days, but Man, we used to command these streets!''
That's one thing I have never understood about some guys. They hook up with a pretty little ride for just long enough to show her off , then they hide her away from everybody and practically forget about her. I mean for YEARS!
''Mind if I take her out?'' I asked my buddy, half expecting him to say ''Hell no!'' but much to my surprise, he laughed at me. ''I don't think she'd be ready for that'' he continued. ''You like her?! She's not fast anyway...She's what you call an innocenti, back in the old country.''
Wherever she came from, I liked her style. ''We'll see about that, won't we girl?'' That's when I knew I was going to make her mine. That was twenty years ago. She was with me through thick and thin. Its almost like time couldn't touch her classic beauty and sturdy frame. I just wish I could say the same about mine because I'm sad to admit I had to let her go today.
I sent her off with a younger guy...even though I know she'd have stayed with me till the day I died, but she deserves better than this. I didn't have time anymore to take her around, showing off for her friends or go paint the town. Hell, it was all I could do to keep from getting put out on the street. She wasn't supposed to be a workhorse, she was meant to roam free, and she wouldn't have stayed pretty growing older with me and besides I needed the god damn money, but it wasn't nearly enough.
I saw the flicker of light in her eyes and the swish of her tail lights as they left in the night. We'll always have Perris. That's Perris Valley! Only now I can drive there in a car. Goodnight Lambretta wherever you are!
While those of you from the British Isles may not find this terrifically exciting, I am TOTALLY excited to return to roadworthiness this car which I've had sitting around for so many years, never having given up on the dream of getting back in the driver's seat and now IT'S BACK!
Most Americans have never seen one of these. It was sold in the U.S. as I understand for just one year, though in Great Britian they had a Great long run of many years in a few evolutions, the biggest of which was the stroked-up 2.5 motor. This is the first Mk with the 6 cylinder 2000 c.c. dual-carbureted motor, the same as was fitted to the GT6.
It's basically a 60s British sports roadster coated in family sedan, with such features as bucket front seats with factory 3-point seat belts (in 1963!), rack 'n' pinion steering, McPherson strut front and independent rear suspensions, front disc brakes, 4 speed floor shift with overdrive in 3rd and 4th, and that smooth as silk 2 litre 6 under the hood. Six Appeal. Alot of these features actually debuted on this car and were later handed down to the sports models like TR4 and GT6.
And speaking of the lump, it's being rebuilt from crank up as I write at Harloff Motors in La Mesa, Ca. by Robert Nobles who is their Britcar specialist and who used to own one himself, Can't do any better than that.
I'm pretty hot-to-trot on this ride. I didn't get it together in time for British Car Days in Fallbrook recently but I should be up there with it next year. It's alot of fun to drive and rides really nice. At 90some H.P. it's not the fastest thing but it does pretty well and has alot of character to it's performance. You sit pretty low and so it seems like you're goin' really fast.
Maybe someone would like to send in pics and write-up of THEIR 2000/2.5 and we could get a collection of them going.
|Update 10-22-'04Motor is in and runnin' good. Gotta get the front brake calipers rebuilt so we can take it out for a test drive.|
Update 11-27-'04This week I brought it home. Almost there and one of the carburetors shut down, necessitating limping in the last few blocks on 3 cylinders. The next day I started it up and got it to fire on all six for a test spin. It feels down on power, either break-in, carburation or timing. After a few miles the carb crapped again. I'll take it back.
The steering's heavy and it doesn't return to straight when you let go of the wheel after a turn. I was reminded that someone rebuilt the steering rack recently and apparently didn't go so good a job of it. Maybe it's just too tight.
Over the weekend I got the lights working, and cleaned and lubed all the door latches so that they latch now instead of swinging wide open on turns. During this fix-up I discovered that the doors are equipped with very discretely hidden child locks (or date locks, as you choose) to make the door un-openable from the inside. They were THINKIN' back in '63.
There's a mysterious short in the turn signal lever mechanism which is shorting out the battery; I'll fix it as soon as I can find out how to pull the steering wheel to get at it.
|Update 12-2-'04Got new float (fuel inlet) jets put into the carbs, that seems to have cured the problem. Robert fixed the same problem on the same day with the same remedy on a 70s XJ6 Jaguar; they use the same part, that's British for ya'.|
Update 1-10-'05Finally getting the horn to work, more often than not. The main problem has been that the turn signal mechanism has been shorting with the horn mechanism within the little space they share way down below the steering wheel. I drove it all over the place today and it didn't honk once when either I turned the wheel or put on the turn signal. I still don't trust it. I left the horns hooked up though so now if it shorts out at least I'll hear it go off and can disconnect it so it won't drain my battery in sneaky silence like last time when I left the horns disconnected.
It has two horns by the way, and they're now tuned to a 4th, though I may tune them to a flat 5th just so people know I'm being cross when I use 'em.
These wet last few weeks in Sothern California have forced me to address the defrosting and heating functions of the heater. I removed, inspected, cleaned and replaced the blower and heater as well as cleaning the firewall installation area in which said components reside. They work (AND LOOK) better now. This being an El Nino year I'm soon to service the wipers, motor, cable, switch, etc. so as to make the wiper system reliable which is now not.
1600 miles on the engine now and it's starting to perform pretty well. The other day I was on the freeway and I pulled on the choke some and noticed that the car ran better. From my Lambretta experience I took this to mean that the carbs were set up lean. I screwed out the jets on the bottom of each of the Stromberg CD150s 1/4 turn and it produced a noticeable improvement, both smoothing the motor under acceleration, and seemingly allowing the motor to rev out further. The manual choke is a really handy thing for that particular carb diagnosis, not to mention for starting the car when cold, as these primitive carbs don't have any cold starting circuitry whatsoever and the car just simply won't run right until it's warm, period.
Had it in the shop today for the first tune-up/oil change. Also diagnosed worn out right bushing for the steering rack, allowing some play in the right wheel and thereby disallowing an alignment to be effectively done until the rack is replaced.
Update 4-9-'05 Converted the electrical system to negative ground in anticipation of installing a stereo. Here's the site where I took directions for the conversion procedure: http://www.vtr.org/maintain/negative-ground.shtml. To start with I just want to get a radio in there, then maybe later put in good speakers, power amp, and an ipod-ready tuner.
Driving home the other night the clutch pedal seemed to have alot of free travel, and a couple of times I had to pull back the pedal after clutching. The next morning, the pedal was completely slack, swinging back and forth like a man after a visit to the gallows.
I figured that the hydraulic actuation of the clutch had given out, and I'd just warm her up, turn her off, put her in second, and limp down to the garage for a repair. No such luck. When I started the car it just sat there idling as if it were in neutral.
Update: last week of June -'05 When prepping to remove the trans, Robert had removed the shifter from the trans. After he replaced it, the car didn't shift right, as well, I had asked to have the hand brake adjusted up so that it actually held the car whilst parking on a hill (pointed downhill, of course! * ).
Furthermore,The rear brakes were now sticking on. Diagnosis: ancient rear brake hoses which aren't allowing fluid to return out of the cylinder, a half jammed left wheel cylinder operating only one shoe, and a missing handbrake return spring in the left wheel.
Update: August-'05 Speaking of brakes, I just had the brake master cylinder rebuilt, it was schmerching by the fluid when you stepped on the pedal. This is the single circuit type for the 1963 model year. After these they went to the dual circuit type master cylinder which was this kind of wedge/rectangle shaped thing. So anyway, for these primitive first types you use a rebuild kit for a MG Midget clutch master cylinder (they had hudraulic clutches, I think that it's the same as for the Sprite). so I lucked out again in being able to use parts from one of the more relatively common British cars on the 2000, and by having the services of Robert Nobles who knows all of these parts by sight.
Update: December-'05 The old Lucas generator, though still putting out like a champ, was wasted. The front bearing was shot and the pullley and fan were slopping around up and down and weren't due to last too much longer. I bought a used gen on ebay that the guy said worked. Well it didn't and I was out $35.00 with shipping. I wasn't surprised. I went to Broadway Auto Electric in Lemon Grove and they said that they could get a new ''Lucas'' generator, now made in India, and not really related in any way to the actual Lucas company, long since out of business I guess. The 2000 actually calls for a C40L, for long. The L is about 1 or so inches longer that this standard type C40 model and you have to pay attention to getting it mounted as far forward as you can so as to align all of the belt pulleys into the same plane. I got it pretty good and this new unit works like a champ so far. The production quality of the unit looks pretty good as Indian goods go. Might have actually been made in a factory of some sort instead of in someone's living room on the floor like some Indian Lambretta parts I've seen.
Also, I ordered the u-joints and boots/stoneguards for the rear half shafts. They're from Moss Motors. The u-joints are common to Triumphs, Jags and Healeys of the era, the inner boots are from TR250 and the outers are from TR4, 250 and 6.