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Pete Lewis

TSSC AO
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Everything posted by Pete Lewis

  1. just check its not the dizzy clamp thats giving you some fitting restrictions pete
  2. just to add the flatness of the top cover will control where the upright aligns 2nd option is slot holes or bend the bracket Pete
  3. have alook at the HT lead to the coil can be very green inside check the points have not closed up check there is a carbon brush /contact in the head of the cap does the rotor arm have a rivet in it ??? do the jets drop fully when you pull the choke ??? and return when pushed in is there a chance on rebuild it is just set far too lean ??? Pete
  4. its the green cover does 1200/12/50 13/60 Vitesse6 and spitfires 1 2 3 dont understand the club listing !!!! its not conclusive rimmers sell the same reprint Triumph Workshop Manual - Spitfire Mk1 Mk2 Mk3 and Herald (rimmerbros.com)
  5. there is nothing in your profile to suggest which triumph we could offer help we need to know which model as service clues are often model specific Pete
  6. grose used to be good but recent years has seen them as often quite useless do check the air filter gaskets are not upside down Pete
  7. until Dave manages to give a accurate endfloat this is all hear say Dave feels its +0.003" more than what , which specification are we working on here ??? with the variation in specs in the data its quite possible this is perfectly fine I repaired a 1300 fwd with dropped thrusts , welded replacement lugs on the brg cap reground the crank and it went from stalling with the flywheel fouling the back plate to a life of over 100k till the body fell apart , not all make for a scrap block Pete
  8. thats a result Paul, and adds one more idea to correct the spread pete
  9. have you removed the fuel line pump to carbs is the pump pumping ??? its quite common to make the dreaded rubber slivers , when you refit rubber hose to a metal pipe it slices a bit off anf that often blocks the back of the float needle valve do make sure none of the air filter gaskets are blocking the front face ports other things are the tube to the jet on su becomes kinked under the spiral wrap and there is often two jet tube rubber 0 rings in the float chamber ,decomposed and blocking flow then what else did you work on ...always go back to the last job you did, or forgot about are you getting a spark at the plugs?? Pete
  10. clear hooters ............takes me back to testing truck horns was probably Clear hooter , Lucas , one other on the basis we coudnt hear any of them we bought the clear hooter as being cheapest happy days Pete
  11. club shop and others sell a genuine reprint of the original triumph manual pete
  12. and now Ford use the Vignale name Pete
  13. the 7/16 thread + 1//4" pipe sounds about right for the age i general there will not be any metric threads on uk solex carbs Pete
  14. as the main components all measure to spec it would seem the seal cups are too thick there is little else to upset the fit ?? spreading the wishbone is an option but not a liked solution Pete
  15. have a look in the old Moss Triumph tune manual it does give a variety of needle specs. but swapping Strombergs to SU is the main headache on a 2 ltr there are more needles available for SU but what one is a long question of trials . Pete
  16. i would expect the crush tube should protect seal crushing ?? Pete
  17. having deal with truck warranty on air suspension i will duck out of that idea Pete
  18. add in there are two lengths of drive shaft which if you swap will affect the camber Pete
  19. you say its only a crude measurement at +0.003" is neither here not there if it was +020" then youre heading for troubles getting the sump off on a vitesse is a good faf , you need to raise the lump a lot to get the sump pan to clear the oil pump at +003" i would sleep easy Pete
  20. take a cheese sandwich , flask of coffee and your PHONE and enjoy the ride home Pete
  21. on a mk2 you generally need a spring lifter to raise the spring enough to align the holes for th pivot pin if you have CV joints then one needs to telescope and you dont have to fight the rotaflex Pete
  22. there is a problem in that most of whats sold is just an elctronic switch rather then the mechanical switch of the std.points most are just not "electronic" just saves the errors of points setting and reduces maintenance , it can revive a worn dizzy cam spindle errors. they are and i used them clouded in some magical myth ....there isnt one agree love em or hate em rules apply , so can be a sort of must have !! divide cost by miles covered and points win on saving you £££s pete
  23. they are not that expensive 10.95 +vat +postage to dublin James Paddock Limited - Triumph Stag, Spitfire, TR6, TR7, GT6, Vitesse, Herald Parts and Spares Specialists. REAR WHEEL BEARING KIT(GHK1029)
  24. Canley classics and james paddock always have a good reputation take car where you send the car use a mickey mouse puller and they will most likely bend the hub there is a dedicated puller available if they have a press take the whole assy off and press shaft out . Pete
  25. agree its a level /filler best done parked on the level ground, access can be a fiddle , easy if the tunnel is off many make a access opening in the tunnel so checking is made easier the input shaft is quite likely a scroll not an oil seal so parked on inclines can show up as a leak when not running , as needs to rotate to spin the oil back into the case . the advantage is ,,,,,it cant wear out . the diff also has a level/filler located just behind the N/s drive output shaft best accessed by removing the rear wheel and look through the chassis. Pete
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