Bfg

I'm pretty certain the original routing of the fuel pipe was like this . . . ^ From the fuel pump, a metal tube (no rubber connector needed) ran forward and around the thermostat and most the way across to the forward carb. This continuous tube was a 1/4" and so even the last rubber pipe had no step in size. Their fit was matched and I don't believe any pipe clips were originally fitted on the connections. ^ The fuel pipe support bracket from the underside of the thermostat was like this, and had a specially formed rubber holder, which similarly supported the auto-advance vacuum pipe. Various design of cross-over-tubes (from the forward carb to the rear) according to whether early SU's (TR4) or Stomberg (TR4A ..for a while), or later SU's (later TR4A's) were used. But again in each case the metal tube was 1/4" ..so the rubber connector pieces didn't have to deal with any step in connection size. ^ This is a TR4 with SU's and the earlier type air filter. the fuel feed from the pump is incorrectly floating over the engine, the in-line filter is not standard, but the point here is how simple the cross-over-tube between carburetors is. These earlier SU's had a different cap on their float bowls, and the pipe connections were inline rather than diagonal. When the later TR4A swapped back to using SU's the air filter was also changed to the oval paper element type, that you see on Katie. These were through bolted, and two P-brackets were used to support that cross-over-tube . . . ^ it's surprising rare to find a car with these air filters and the cross-over-pipe, still on it. The clips on the rubber pipe were not originally specified. So as you might gather Katie's was a hash up of bits n' pieces of different sizes. Going back to original would have elevated most of the issues I had with getting pipes to fit over different sized tubes. Why go around the front ? Well I think the answer to that is two fold. The first being that traditionally engines fitted out to be run on a test bed, so things like the coil were bolted onto the engine as was the fuel system from the pump onwards. Not necessarily Triumph's but many pre-war chassis cars were assembled to be started and driven as a rolling chassis, even before a body shell was fitted. This was useful where there was a split in the production line, and cars had to be moved from one part of the assembly plant to another. The second half of the answer probably lies with these things being carried over from the TR3 where the nose of the car / the bonnet enclosure came all the way back to cover the radiator, and of course 'Why not ?' . . . ^ why not ? in 1950's maintenance was more important than everything being neat. The car's heater return pipe runs back along that side of engine, as does the conduit for the oil pressure gauge. The HT leads are rarely tidy nor the wiring to the coil and distributor. The rev counter cable is down there too. There's not a whole lot of space around the back of the engine, and so when the engine with gearbox is lifted out or refitted.. it's quite common for the back of the block to clout the bulkhead. Any pipe back there would be vulnerable. You'll also note that the carb's float chambers are forward of their venturi. The car's heater valve and pipe and the pedal assembly with master cylinder, a bundle of wiring loom and the solenoid nearby the starter motor, and of course the close proximity of the bulkhead ..leave very little room for them to be on the rear side of the carbs. So I think the simple answer is that it was just easier to run the fuel pipe around the front, along with the auto-advance vacuum pipe. Pete.

Evening all, I started making a list of the jobs I've been doing since I got Katie back last Wednesday evening, but I reckon those two-dozen items would make for pretty boring reading, so I'll just mention one topic at a time. And as the current issue is fuel peeing out like its a Belgium fountain, I guess I'll start off with that. . . ^ This was in the float bowl of the front carb, and then rather similar in the rear one. The glass bowl of the petrol pump was worse and had larger flakes, perhaps black paint ? However I should add that I'd not checked them before now and so this sediment might be 20 years old, and Pete's summation of rubber pipe scraping / dreaded rubber slivers may be from my trying to temporarily fix leaky joints. I guess I'll never know. Anyway, it isn't worth mucking around with ..for the sake of £10 for a meter of 1/4" rubber pipe (ethanol stable) and £1 each for new and neat little stainless clips. These I bought from the club shop at Duxford - Thank you to those unsung heroes who provide a great service, not only throughout the year by post, but also in providing advice and the convenience of being able to collect parts from an event ..on a Sunday. Katie's fuel pipe run was like this (..tidied up a little but otherwise pretty much as bought) . . . ^ Rubber pipe from the pump ( Rear LHS of the engine) with 1/4" connection, going to a chromed-copper-tube (approx 5/16" OD) which sort-of / just about / almost swept around to a support bracket under the thermostat. From that end - rubber pipe again to an in-line fuel filter, and then to the front carb ( Front RHS of the engine ) with its 1/4" pipe connection on the float bowls. From there thin plastic pipe (5/16" fitted onto a 1/4" connection) went to the cross-over-tube (5/16") leading to a similar thin plastic pipe to the rear carb. You'll note there were no pipe clips on the cross-over-tube. The unsupported length from the bracket on the front LHS of the thermostat - sagged uncomfortably close to the fan-belt pulley. Naturally this was not helped by the span, nor by the weight of fuel in the filter. I guess you might say that I bought these leaky issues, with there being no gasket for the forward float bowl, and its pipe connections dribbling. So, this is what I changed things to . . . ^ The chromed-copper-tube from the pump to the thermostat was reshaped to follow the contour around the front of the rocker cover and to tuck inbetween it and thermostat. The rubber pipe from there to the filter was swapped out (now 8mm), and the filter moved close to the carb, where it was better supported and further from the exhaust manifold. The rubber pipe from there to the forward carb was also changed for new (also 8mm) and a sleeve inserted into its end ..to take its bore down to the 1/4" connection of the float bowl. The pipes to the cross-over-tube remained as they were, because by this point I'd had enough of leaky joints and was about to buy 1/4" fuel hose of the latest ethanol spec. Despite cleaning out the pump's glass bowl and the sediment in the float chambers, I then faced repeated needle jets sticking . . . ^ the float bowl's needle is by any other name a shut-valve, actuated by the float floating on the petrol being pumped into the float chamber. When that needle doesn't close that valve (because a speck of debris is holding it out of its seat) the fuel continues to be pumped into the float bowl. In short time it overflows and petrol squirts out of the breather hole, situated just under the pipe connection. On the rear carb, this hole points towards the bulkhead and so a squirt of fuel shoots out and splashes everywhere and vaporises in the vicinity of exhaust manifolds .. not quite the ideal ! The front carb's vent points towards the inner wheel arch ..so again when that overflows - petrol similarly splashes off that surface, before running down the engine-bay's bodywork ..to then dribble directly onto the main chassis rail. I guess its just tough luck if any of the paint isn't petrol resistant. Fortunately Katie's was. Having bought the 6mm / 1/4" rubber fuel pipe at Duxford on Sunday.., today I swapped it all out. This is what I now have . . . ^ all the rubber fuel pipes have now been replaced, and while at it - I re-routed the tube to go around the back of the engine to feed the rear carb first. I'm biased but I think it now looks to have been designed ..to be this way. To do this, I reshaped the chromed-copper-tube, yet again, so that it now sits parallel and close to the battery (..now well clear of HT leads, the hot water / heater return pipe, and the fan pulley. I've used a velcro strap to loosely tie it, and the rev-counter cable, to the earth lead. On the far side ; the chromed-copper-tube bends upwards, and from there a new piece of rubber fuel pipe goes directly to that rear carb. The new rubber fuel pipe is 1/4" and so I soaked its end in hot water to soften it enough to stretch over the 5/16" copper pipe. The distributor's auto-advance vacuum pipe I've left where I'd previously moved it to, behind the thermostat (..away from the fan belt) and I've removed that horrid little sharp-cornered, pain-in-the-arse-to-remove fuel-pipe support-bracket, which was clamped there by the thermostat cover's bolt. I'll have to get one of those 90-deg elbows for the vacuum pipe to tidy that up a little more. ^ despite the impression given by the perspective in this photo.. the new fuel pipe's route is well clear of the exhaust manifold. I've discarded the cross-over-tube ..and now simply run the new rubber fuel pipe from one carb to the other ..that gets rid of two potential leaky joints, and the steps in size. The speedo cable goes down passed the steering column, before sweeping back to the gearbox (..you can see it cable-wrapped to the loom at the bottom of this photo). And the fuel pipe loops smoothly around, from one carb to the other, on the outside of that cable ..so it cannot stray anywhere near the exhaust down pipes, nor the steering column. Job done, and another tick on the "replace every item of perished rubber" list. I haven't refitted the inline fuel filter, not least because it's both big and ugly. I hope with everything now clean.. the gauze mesh in the fuel pump's glass bowl will do the job. We'll see.! Pete

Good morrow neighbours, Thanks to all, Duxford was a thoroughly enjoyable event ..most of all because I met up and chatted with some of you. . . Mathew, Paul-H, Andrew and others who seemed to know me but I didn't know their names. Perhaps next year I'll wear a Bfg avatar badge and who knows some of you might like to do the same.? Shame Katie wasn't quite ready for the 115 mile round trip ..nothing very major just a host of minor but niggling faults, of which fuel squirting out was the deciding factor. I bought replacement fuel pipe and new clips, as well as a battery isolator from the club shop at the Duxford, but it turns out to be the float needles being held off their seats by bits of debris. I'd thought this was from where the tank had been removed and any bits in that had been stirred, but I'm now suspecting the replacement fuel pipe I had on the shelf, and then fitted on Thursday must have had crud inside of it, or else have deteriorated inside the tube. Both carbs have squirted petrol from their valves not seating and the rear one three times over the past few days. It's becoming tiresome. Yesterday evening I went along to our local group meeting, 1st Tuesday of the month at The Sorrel Horse Inn, Norwich Road, Barham, and again the rear float bowl disgraced itself. So one of my tasks today is to discard that fuel hose and fit what was bought on Sunday. In the meantime I've been working through a multitude of other niggling faults, but I'll bore you with those later on ..as right now it's sunny and time for me to get on with the job. Pete.

Sorry Mathew, et all, but I'm not coming to Duxford in the TR. I will come to the show in person. I spent the last couple of days, late into the evenings, trying to get Katie reliable enough for the round trip but I'm afraid I'm not happy that the car is ready. Had I been young and reckless then I would have taken the chance but I'm old and would prefer to come in a car that's sorted and fun to drive (..even when unfinished in terms of trim or whatever) rather than one that's presenting new issues faster than I can correct the previous one. I'll post more details anon, but presently the decision has been made. I'll be at Duxford tomorrow, but Katie sends her apologies. Pete

Good morning, and hey ho it's very nearly the weekend.. A couple of days ago, Wednesday, I collected Katie, from Wolverhampton. Although not all as pre-planned. . Having posted on the TR forum that I was about to, my friend Rich from our local club group, who meet at The Alma, Copford, nr Colchester, once a month, dropped me a line to say that he would be glad to give me a lift up there and to be a shadow vehicle for the trip back. He had a couple of stops to make to suppliers en-route anyway, and he'd enjoy the day out. OK great, very much last minute but the prospect of not having to use a taxi and public transport to get up there, and equally having someone to watch our tail on the way back was very welcome. I cancelled the train tickets and got something close to 40% of their value back. That'll pay for lunch. You've got to love the way the ticket office charge a five and half quid booking fee and then ten and a half quid cancellation fee ! Nevertheless, thanks to Rich I also saved a £10 taxi fare from my apartment to the station, and it meant that I didn't need to get up quite so early. Rich collected me and after a quick cuppa we headed off up the A14. Traffic when leaving at eight in the morning was pretty clear and our timing was to go around Cambridge just after the 9am rush hour had cleared. All was well, but then there was a traffic accident ahead and we were stopped in the fast lane for the best part of hour. No "leaves on the track" though. According to my preferred schedule we got up to Wolverhampton, and their local pub (the Storehouse) for midday, just when it opens for lunch. I don't suppose you can beat the value of two meals and two drinks for £13.50 in many places nowadays. My chunky steak and mushroom pie with big fat crispy chips and fresh garden peas was excellent, as was I gather Rich's culinary delight.. faggots and mash. I guess we arrived at M&T shortly before 1:00. The car was outside and washed off ..so looking sexy in red, in the bright but hazy sunlight. Rich took the opportunity to sort through and buy some more spares, while Mark and I discussed our way through our final job list. Again all was well.. that was until I started the engine, and there was a loud whine from the gearbox or clutch. What the..? Well, it transpires that a similar but lesser noise had been apparent before but then had gone away again. For some inexplicable reason, after the car had been stood for a week and then just been pulled out of the garage, that noise was now back ..but with vengeance. Not a rumble, but a pronounced whine. I must stress that Mark's involvement in the gearbox and overdrive saga was that of being a very helpful third party, who had removed the 'box when the engine was lifted from the chassis, and then he delivered it to Ken @ Classic Transmissions for rebuild. M&T refitted it again and the engine/gearbox assembly was fitted back onto the replacement chassis. That should have been an end to it, but it subsequently leaked, which necessitated it being removed again ..this time of course from the reassembled car. He then delivered it again to Ken to be checked over. The gearbox was found not to be the cause of the leak and so it was again refitted. Then the overdrive was removed and taken across to O/D Spares in Rugby. That was found to have a hairline crack in its case, and so was exchanged. M&T fitted that and again tested things. Job done. And in the spirit of providing truly excellent service ..they swallowed the cost of the labour (gearbox and overdrive in and out). Now with this noise, Mark was again caught in the middle. It was agreed that we would quickly run Katie over to Ken (Classic Transmissions) for their appraisal, and Keith the mechanic would join us there to discuss what might happen next. And so as Rich packed his newly acquired bits into the car, Mark and I amicably shook hands and it was time for me to take the whirring noise issue to Ken. I followed Rich down the lane and up the road ..and before we'd gone a mile the noise stopped completely. Thankfully Rich was my witness ..that I wasn't making a big fuss about nothing, but still the noise had gone. We put it down to the new thrust bearing supplied with the Borg & Beck clutch (I had fitted myself). It was great to catch up with Ken though.. as it's been six years since I took my Jag gearbox to him for its rebuild. At that time his wife had just died and his son was diagnosed with cancer. Thankfully his son, who I met on this occasion was a picture of health. More so perhaps because of his full head of hair and truly excellent wavy beard ..that he grew in defiance of the side effects of chemotherapy. Apparently throughout the treatment he didn't suffer any hair loss at all. Brilliant to meet him and great to now see his working with enthusiasm and in-depth knowledge alongside his father. I expressed my thanks and also to Keith who had been instrumental in the reassembly of Katie's mechanicals. And so again Rich & I hit the road. Next stop., Birmingham to one of his suppliers. Whereas I would have gone back onto the M6 and then down into Birmingham on the Aston Expressway, Rich was following directions given by Mssr Garmin which I guess was heading the most direct route ..though a host of traffic lights and the black country condominium of towns. Bearing in mind that I neither knew where I was going (which turned out to be nearby Edgbaston University, to the south of the city), and am very un-familiar with driving this car, and perhaps a little anxious that everything was going to be OK.. We did well enough to arrive together. That business was soon concluded, and so we headed back into the metropolis. After the sat nav took us around a roundabout rather through an underpass to the A38, I took the lead out to Spaghetti junction and the M6 home. Katie was running well, and quieter and smoother too, for the first time we were driving on her pressed-steel / balanced wheels. I kept my eye on the minor ..but ironically more important, gauges to see that nothing amiss was about to happen and otherwise kept a listening watch for anything out of the ordinary. There is a slight metallic chink over some road imperfections, but I couldn't say if that was from loose items within the car, or boot, or doors (no trim panels in place) ..or whether that noise was perhaps from the exhaust just flexing on its rubber mounts and lightly making contact with the chassis. Gearbox and overdrive were each working fine, and Mark had again excelled in the detailing of his service by somehow minimizing the rattles from door mechanisms and side glass. I noted vibration from the rear end (a rear wheel or the drive train) at lower speeds, around 50mph, but this was all but undetectable at 65-70mph (2250 - 2500 rpm in overdrive) so that set my cruising speed. Btw, I say rear end because there was very little wobble felt though the steering wheel. I could also feel engine vibration, while at town traffic speeds, which I mostly attribute to the fan extension ..which is atrocious un-true on this particularly engine. But on the whole ; the car was verging being an acceptable drive. I wouldn't go as far as to say civilised ..and definitely not refined, but Katie was at least revealing possibilities. I'd had a taste of those way-back-when I drove MIke's (TR4A with surrey top) and Rich's very own first-class TR4. That excellent occasion had been on a sunny summer's evening and along twisty country lanes, which of course is a very different environment to driving along one of the country's busiest motorways at 70mph, where the wind buffeting and tyre noise from all traffic is relentlessly intrusive. I don't suppose it's going to be pleasant in any 1960's open top sports-car, but still.. the M6 soon passed under the tyres, and off we headed east along the A14. Totally unexpected there was a loud and distinctively metallic rattle from the engine. I happened to be in the fast lane overtaking, and Rich was following two or three cars behind me. There must have been a guardian angel watching over us because I immediately spotted an exit ramp less than 1/4 mile ahead, and so after a quick check in the mirrors I slipped across the three lanes and directly off the dual carriageway. Rich safely managed to do the same and followed me up the ramp as I coasted into a farmer's gated field entrance. From the driver's seat, the engine clanking at tick-over sounded like a big-end had given up the ghost. Oil pressure was down to 20-25psi. Rich was standing there alongside me even before I could find the bonnet pull. And then again before I'd even lifted my bulk out of the seat - he'd diagnosed the water pump pulley was flaying around. Too hot to put your hand on it Rich.! The immediate thought was that the water pump's bearings must have disintegrated. Again fortunately, this water pump was of the bolt-on pulley type, so out with the tools (I had taken them up to the car on my previous visit). Rich levering down on the fan-belt stopped the pulley from turning, enabled me to undo the lock nut. The pulley pretty much fell off and Rich spotted a bit fall to the ground. I marked the spot with a small socket and rolled the car back to see what we might find ..but there was nothing much there. Perhaps just a chipped off piece from the inside of the die-cast aluminium pulley. The groove for the woodruff key in the water pump's spindle was full of black dust. Clearly there had not been a key fitted. How it had lasted this long in service will remain a mystery, but the really quite extraordinary thing was that Rich had just bought three or four water pumps from Mark ..and had them in his car. And a couple of those had bolt-on pulley wheels which had already been undone. Katie's water pump bearings were free running and intact, and it wasn't leaking. Although the top face of the water pump had been well chafed by the loose pulley (..evident as the excessive rattling noise) the spindle itself was also fine. We borrowed another pulley off one of Rich's newly acquired pumps but unfortunately, with the roadside tools we had, we couldn't get its woodruff key out (without risking damaging it) so we likewise fitted this replacement pulley without one.. but with a thick washer and another nut. Pretty soon we had things back together again. And as we sped off along the A14 again (next turning was the A1 motorway, so we had been lucky to find a solitary slip-road to pull off).. the car / engine was quieter than I'd previously known it. So I guess that pulley had been turning but rattling a little loose since I bought the car. Next stop was a filling station, as the gauge was reading empty. It had £30 of fuel in the tank when we left, but the gauge's reading is not linear and soon reads nothing. During our roadside stop, I had spotted a drip of petrol from the pipe between one carb and the next, and so Rich secured it a little tighter with a cable tie. Naturally, I cannot say how much petrol had been lost to the road since Wolverhampton. Fuel pipes were on my list to be replaced anyway.! The pulley had started to make a tinkering noise again so we pinched up that nut for the next leg of our journey home, via a quick diversion to Bury St. Edmunds to drop off some more bits to a local supplier. While Rich was attending to that I removed the water pump pulley's nut yet again and this time also added a lock washer. A more modest pace saw us to my home just as it was getting dark. Rich had another half an hour to go. It had been a long day, 350 miles would have been a long day in many a modern car, but with half of that in Katie it was ever the more so. Although we had just a few spits of light drizzle the weather had been overcast most of the day but very mild. I drove back with the roof down, in a long-sleeve shirt and sleeveless quilted vest / waistcoat, and of course my bobble-less woolly hat. This was with the heater valve almost closed, and I was comfortable enough into the evening. All in all then, the journey bringing her home was a success. Rich is good company to be with, interesting and knowledgeable, a reliable wing-man and a blessing when it came to roadside repair ..and parts supplies ! He's even allowed me to buy one of his water pumps at a very generous price. Thank you Rich.. You deserve a TR medal for your dedicated help and support to new members / new owners. Katie is now back to where we were three months ago ..save a very much more solid foundation to build upon. Although most items on our job list are still to be tackled - there's a host of jobs now done by Mark and his Team ..that hadn't even made the job-list. The chassis is reinforced, both in the usual places and otherwise where I wanted, there a jacking pads to protect the main rails from getting dented in, and it's freshly painted and wax injected. The body is now sitting on new rubber mounting pads and is riding square, and the outer sill has been replaced, the body shell made solid again, and the door gaps very much better adjusted. All the suspension has been checked, and although the ride height is still to be adjusted, it ought now be easy to do. Many other jobs have been done, some of which I specifically asked for (like replacing every brake flexi-pipe) and others Mark has done or had done out of his own kindness to help me along the way (..door check straps, the drain pipes from the fresh-air-plenum, are just two items on what would be a lengthy list). And he's gone beyond the call of duty (mostly providing the labour at his own expense) to help get the gearbox and overdrive rebuilt. I am indebted. BIG Thank you to M&T, Keith the mechanic, Classic Transmissions, and also Overdrive Spares. Now it's down to me to both get on with Katie's ongoing recommissioning ..and to enjoy driving her - because surely that would be the best way to honour those who have helped me along the way. Pete ^ Precision engineering .. roadside version. I might add that the chunky molegrips and claw hammer were the tools Rich had with him ^ Rich, wing-man, navigator extraordinaire, and able spanner man too ..as I watch on from behind the camera ! ^ The morning after Katie on her pressed steel wheels, sitting a little high, but we'll sort that out in due course. First task is of course to fit a woodruff key to that water pump pulley and to order new E10 proof fuel pipes along with decent clips. That's it for today. Triumph Sports Six Club meeting at Duxford on Sunday 5th. Hoping to be there. Pete.

Last minute change of plan is that my friend Rich, from the TR Register's East Saxon's Alma group, has offered me a lift up to Wolverhampton tomorrow. I've cancelled the train ticket and got 40% of its cost back ..which will buy lunch. He has a couple of drops to make at suppliers en-route but nevertheless it's very kind of him, not least because it's reassuring to have someone to watch our tail on the return trip.

The overdrive was replaced with a reconditioned exchange from OD Spares, in Rugby, and I went up to view and test drive the car some ten-days ago now. I also delivered the pressed-steel wheels with new tyres, and other travel essentials (..like tools, oil & water, a cushion, a thick coat and a bobble-less hat). There still were a number of items yet to be addressed, which were checked out last week, so the car was ready for collection on Friday. The ride height I've agreed to sort out when I get the car back, most probably I'll start by refitting the original springs. I don't like to travel on Mondays or Fridays, and then it was a bank holiday, so I've now booked the train ticket (8am Ipswich-Wolverhampton 12:15) to drive the car back on Wednesday. Pete. ^ Mark of M&T Classics who have delivered the goods, done the deed, and made it happen in a most amicable way..

Mathew ..you have no shame !

What's to reveal but yet another signal red TR ? It would be impolite to look up Katie's skirt.

The overdrive was delivered to OD spares, as planned, and inspected. Apparently the leak is from a crack in the case by the solenoid mount. My car's overdrive has now been replaced with an already rebuilt one that went to Malvern (displayed on the OD Spares stand) ..so at least part of the car made it there this year ! Katie is now back together again.. due to very quick service from OD Spares, Ken of Classic Transmissions, Mark and Keith (the mechanic who works with M&T Classics). I hope to go up on Thursday morning to take the steel wheels, to test drive the car for myself ..and to pay the bill ! Then, all being well, I guess I'll go up by train to collect her early next week. Pete.

Thanks Peter, welcome to the forum and thanks for the history. Shame I don't own the car as I love that sort thing ..and I'm rather fond of the Dove. Unfortunately I don't have the first 32 years of history for my own car (a TR4A). Should you write a more comprehensive anecdotal report then I would certainly enjoy reading it, and I'm sure the magazine would be glad for it too. Btw you may want to edit / remove your phone number off your post, you don't know who will pick it up. Anyone can contact you through private messages anyway. Best regards, and we look forward to hearing from you some more, Pete.

Thanks Dave for the tip, better still when you followed it up by personally having tried it. ..trust me I understand how such total thread drifts, albeit not meant unkindly, can upset. If it's of any consolation.. I appreciate your post, although I'd never heard of citric-acid-powder before. Reading of its various uses I've ordered 1/2kg of today (ebay, under £4 in postage). So cheers mate Pete.

Unfortunately it seems that while Mark was on holiday ..my TR must have been shuffled into a corner and didn't get touched. Two weeks later I got the photos which showed the sill in primer and the NS panels finally fitted. Since then it was mostly a matter of doing a 50 miles shakedown before I collected it and drove off down the M6. He spoke of having it pre-MOT checked, just so an independent mechanic might look over the car, so I suggested we get a full MOT. That was done on the 30th . . . Date tested 30 July 2021 - Pass Mileage 38,458 miles Monitor and repair if necessary (advisories): Nearside Rear Tyre worn close to legal limit/worn on edge (5.2.3 (e)) Offside Rear Tyre worn close to legal limit/worn on edge (5.2.3 (e)) Oddly, the fact that those tyres are 27 years old doesn't warrant an advisory. In any case the replacement pressed steel wheels and new tyres are ready to be fitted when I collect. Nor does the MOT mention that there's only one seat (and one seat belt), nor the fact that the bumper over-riders are in the boot so there's no number plate illumination. Makes me think that MOT (as an independent safety check) was possibly a waste of money when those in the trade share an understanding. However, as it turns out - the joint between the gearbox and overdrive has developed a leak (..the gearbox was rebuilt but not the overdrive unit). That can happen when things are disturbed. As it turns out the studs were odd and one or two have stripped out. Why it wasn't spotted during reassembly, I don't know. Ken at Classic Transmissions had the assembly back and oversized studs were ordered. That was a few more days delay. With new studs and gaskets, the assembled parts still leak, but only when the overdrive is engaged. Despite best efforts they cannot actually say where the leak is coming from, and Ken now suspects there's a hairline crack in the overdrive's casing. There is however, an aluminium adapter plate between the two ..and it's quite common for these to warp when inappropriately tightened (according to my friend Rich who used to be an unofficial agent for Pete Cox). I asked if the flatness of mine had been checked, and apparently not. Ken now has the gearbox / overdrive assembly back again, and I understand was to have his son drive the latter down to Overdrive Spares in Rugby, who will pressure test and generally check the unit over and, if required, rebuild it. Mark has suggested that they will get that done this week. The bills just keeps mounting., but everyone concerned is being very fair to me, insomuch as they appear to all be doing this at trade prices. I cannot say fairer than that. In my opinion, no blame is to be apportioned on a car that was clearly a learning curve for amateur restoration 22 years ago. All things considered, Katie's done very well to hold together for this long, and that's probably down to Bob Bell (the prior owner) only very lightly driving the car. Quite possibly this leak had been there all these years but was not an issue when the car was only used in fine weather to the local club meeting or shows. For such a trip through town and then country lanes, the overdrive would hardly have been engaged. And so what if a 1960's Triumph dripped a little oil sometimes. Most anyone who owned a 1960's Triumph motorcycle would know more about oil leaks ! I did anticipate things not happening quite as planned (..I have a lifetime of such experiences), and so I didn't make plans to go to Malvern this year. Tbh I feel too tired to be rushing around to meet a deadline which, although hopefully a really great event.. is not the only show to go to. I'm avoiding the stress ! I'm sure the car will be ready for collection soon, in time for pleasant autumnal drives. Pete.

Moving on, a couple of days ago mark sent me the latest photos ..as the car now comes to completion. . . ^Not the best of photos, but aside from the primer colour of the sill, were now looking at door gaps.. which as you can see is now much better at the top rear corner (where it was 14mm tapering down to 3mm). The gap along the sill is also even. This is pretty amazing considering nothing has been done to the door or wings, only the sill. ^ whilst not perfect, it's probably as good as the factory ever built the cars to and very respectable for a driver's car that was mostly restored 22+ years ago (..most of what has recently been done cannot now be seen). Once I spray that sill red., these door gaps will hardly be noticeable. To achieve better still, would have involved M&T reshaping the door skin and rear wing (which Mark tells me have been replaced at some time) and possibly cutting out and moving the A and B posts too.! and that sort of work would necessitate a respray ..and cost a whole lot more. ^ Driver's side is a little larger than Mark's ideal, but again perfectly acceptable in my opinion. ^ All back together and on the road. Indeed the car is being used on the road this week, its tracking is to be done and then will be taken for an MOT. ^ so to the tail end of the chassis swap. The car is yet to settle onto its suspension but is near ready for collection, which I'm hoping to do next week. I think you'll agree the work done by M&T has been great, not least because of my limited budget they've emphatically worked to. Fortunately, the overall cost ..although a bitter pill to swallow, was workable (at this moment in time - thanks to a gift of inheritance from my aunt), especially since I've sold the car's original chassis and wire wheels. I've now got a car which has been thoroughly been attended to (chassis strengthening, suspension & pipes, body rubbers to door gaps) and so ought to good to go touring in, and which also invests in the value of the car. I look forward to seeing the pressed steel wheels on her, and then having a really decent driver where all the maintenance and jobs are done.! Cheers, Pete

It's been a while, but Mark was away on holiday for a week and to be frank things have slowed down a lot. That was not a problem for me because I was feeling burnt out with the TR saga, and also the trailer I'm making not going to plan (leading me to build a weather shelter to work and keep things under) ..so I've not been chasing M&T. So after the photos received on the 9th July it wasn't until the 26th that I received some more showing the replaced sill now in primer and seam sealed . . . ^ Because of my limited budget I asked them not to top-paint the sill, I'll do that myself. M&T therefore set about reassembly on this side of the side . . . ^ They've added a drain pipe (on both sides) from the fresh-air vent plenum's drain, forward to exit under the wheel arch, rather than for that drain to dribble down on top of the sill as it originally was. I might add that they've very kindly done this as a matter of good (restoration / preservation) practice and have not charged me to do it. It may only seem like a little detail, but there are many such little details which they've attended to in their own time ant at their own cost, which all together contribute to a better than expected service ..whereas my usual experience of garages and in particular 'restoration services' is that they like to charge-through-the-nose for every tiny thing. The driver's side sill is in good shape and more or less in the right place but the top flange had opened up. M&T drilled and plug welded this up for me. . . ^ I enquired why it hadn't been re-spot-welded which would have been neater ? and the reply was that the metal surfaces to be joined have to be very clean for the spot weld to work well (I'm guessing that's because the electrical current has to pass through where metal is being pinched together, and any paint or even light surface rust prevents that). Because access inbetween those faces was quite impossible to clean out properly the strongest way to rejoin it was to drill and plug weld the flange. This has since been cleaned up and primered so once top coated painted (by myself and under the door's weather seal it wont be seen. Moving on., and while access was good, before the bonnet was refitted, the headlamp, side lights, indicators and other wiring needed to be reconnected. . . ^ I'd advise Mark not to worry at all about the wiring connections.. as I plan to go through every one of them on the car - to get rid of the poorly done home blue and yellow crimped and to otherwise clean and Vaseline every connection. Again it may only seem a little thing, but for those poor connections they had to pull apart - they've replaced the crimps with brass bullets, soldered on. And they've also provided new bullet connector sleeves ..at their own cost. Mark said that they couldn't just put it back together as it was, it was against the grain. ^ The car now running around the yard to check the mechanicals & systems. Presently riding very high on (standard) suspension springs and poly-bushes, not least because as seen there's lesser weight without bonnet, weather gear and interior trim, empty fuel tank, etc. Then it was "simply a matter refitting the panels for best alignment (as well as those panels might fit without being reworked and repainted). . ^ Yet again Mark has done more than I might have expected.., insomuch as I'd previously reported the rear hood bow hinge brackets had broken off both sides. I've not driven the car with the roof on yet and so it wasn't of major concern but a job I'd do whenever I next had my welder out. Instead M&T have made those repairs and the hood is serviceable again. Thanks Mark and the Team Pete.

BJA 227L - Triumph Spit-6 RHD, green.. First Registered July 1971 Anyone know this car ? According the the DVLA it was taxed through to November last year, so it would be sad to have disappeared since then, so surely someone here must own it ? I'm enquiring on behalf of John, a gentleman, who I'm encouraging to join the club, and who used to own and very much enjoyed the car. At the time it used to have a light-tan coloured soft-top, minilite style wheels and front spoiler. Again according to the DVLA's MOT history / advisories the car was suffering from tin-worm to the floors and sills c.2017-18. no mention of these from the last MOT in May 2019. cheers, Pete

Pretty TS2 but the fit or styling of the rear arch skirt seems horrid. Windscreen looks well raked back too. ? I must admit I've always been rather disappointed by Heritage certificates, and now the cost seems suddenly to have gone up so much (..so much for the efficiency of data processing in the 21st century.!), they don't seem to offer very good value. After-all what does it tell you ..that the VIN plate & body plates, in combination with log book, doesn't ..essential whether it left the factory with wire wheels, a heater, a radio, or a surrey top ? and then which dealer it went to. Even the V5 tells me that the car was first registered on 24th July 1962, that there have been seven registered keepers in the UK, so it wasn't exported. The car has overdrive and correctly the number ends in a -O and the body plate tells me what the original colour was. no ? And the DVLA - MOT check tells me something more about its history / annual mileage between 2006 and 2016.

98 YKX - Triumph TR4 RHD, red, first registered July 1962 .. Anyone know this car or anything of its registration number. Wondering if perhaps that was carried over from a sidescreen TR or other Triumph model ? I'm enquiring on behalf of John, a gentleman who recently bought the car (in the Manchester area), and who I've encouraged to join the club cheers, Pete

Cannot honestly say 'deserve' but certainly it's the stuff of dreams, having the car to go with the redhead would be nice too !

Thanks Paul, I particularly sought a compact camping-trailer ..so that it would tuck into the slipstream of a sports car and for its wheels not to project out of either side (which I don't like down small country lanes). Being a grumpy old git ..I'm on my own, and the older style types I spotted, or were recommended all seemed to be made for multiple persons. After a while I decided to make my own from recycled plywood. You can see the design I proposed < here > and then also how far I've got with its build (unfortunately very much delayed by the weather). Still I chug along with it, and have now bought (yes bought ! ) the steel shs for its chassis rails, but haven't yet fabricated that because I'm taking advantage of the dry weather to make a lid for the box. Pete.

Thanks, I'll be OK, I just need a break.. Like Mathew, I've been here before and then sold the car ..just to get rid of the next round of hassles, only to then replace those with a different but oddly familiar scenario.. This time I'm planning of just putting things quietly aside for a little while, and not to throw the toys out of the pram. Previously (each time) I've been screwed by professionals in the trade, but this time I feel M&T have done a good job. Any professional service is expensive to someone without an income (it's now just 14 months before I get a state pension) but I feel this company's pricing is very fair and were particularly accommodating with the supply of used parts, at a keen price, to help keep the total down. This morning my old chassis sold, and that of course helps offset the overall cost. A chap, Russell from the Cambridge area, bought it for his '67 TR4A project, and I think plans on restoring it (or possibly having M&T restore it), so that he may then clean up, refurbish and transfer mechanicals over ..just one assembly at a time (rather than dismantling everything all at once). I guess he'll then follow suit and sell his old chassis on to the next chap - to recoup some of his costs. The classic car world is pretty good in recycling isn't it.! Pete.

Unfortunately I'm passed that ..probably just burnt out, and generally sick n' tired of car bits, tools & consumables cluttering and always underfoot in this small apartment. No, I'm sorry to say that I'm not even looking forward to collecting it. That'll just add to the clutter, and I'm anxious that there will be issues (teething problems if you like) from the car having been disassembled and then put back together by someone else, but not having been thoroughly tested before I take it out on a very busy M6. My own modus-operandi, when professionally recommissioning / rebuilding the post-war Sunbeam motorcycles, was to ride a customers rebuilt bike for 200 miles (minimum) ..just to ensure it was reliable, oil tight, systematically torqued down, and of course set-up correctly and roadworthy. Nevertheless in the circumstance, I think for the time being, it's best just to get the car back here and put a cover over it until my mindset puckers up. I didn't go, nor did I want to go, to our last TR Reg group's monthly meeting ..I guess because I didn't want to talk about the car. I now also wont go to the IWE. I've not been to a single classic car, bike, steam, flying, or any other country show or event, nor am I expecting to for a while, although coming across to Duxford is still just about a possibility. The last one I went to (2019) was a modest but friendly gathering and that suited me. I guess part of my present melancholy is founded in trying to build (outside) a camping trailer (in pursuit of the 'dream' of touring with the TR) ..in the time the car was away, and instead I've been exasperated by the weather. At times, I've been very close to just burning it - to get all of that shyte out of what ought to be a home ..not a workshop / garage / shed. I'm clearly in need of a break, but I have too much to do, and my age keeps reminding me not to dilly dally if i want to do anything else. 'The dream' has taken on a unattractive slant because of the endless expenses (..and also escalated value of the car). It's not what I wanted, which was simply a fun driver (..that I accepted would be an oily rag / rolling recommission). Instead I've ended up with a glamorous woman-in-red that's out of my league. Desirable but ever demanding can only end one way. Sorry if this is not what you wanted to read, but it is part and parcel of the trials and tribulations, warts and insecurities et al. If I can just back off for a while.. then in time the bills will fade into history, clutter will find their way from my sitting room and hallway back onto the car. The car's surrey-top roof, the car's wiring and gearbox cover, and interior will be miraculously happen ..and then perhaps I can try again with Katie. In the meantime every aspect of my life is being pulled into in this relentless spiral. P.

Thanks again Pete, this morning I phoned the TR Register's insurance agent, and told them of the chassis change, plus the usual strengthening mods and that I've had additional stiffening added, including along the rear rails for when I fit a towing bracket. I explained that this work was done by M&T Classics, along with all the suspension parts being dismantled and regreased, new bolts, poly-bushes throughout, etc. Also that the gearbox has been rebuilt, the clutch replaced, along with all the rubber parts like heater & coolant hoses. Again that I'm changing from wire wheels to standard 4J x15 steel wheels, which now have new tyres, and that I'll be fitting new carpets. Citing your view that the car seemed A1+ in most areas, and the value proposed by the TSSC, I've raised the insurance value of my TR to that amount ..for an additional £21 inc a nominal £5 admin fee. They'll require another set of photos which I suggested I'll send them at the end of next week. The gentleman (insurance broker) didn't seem to flinch when I mentioned that value, indeed he pointed out that a TR4 was presently advertised on C&C for that value and that very recently a dealer was asking £5 - 6k more for a 4A. It all seem like Monopoly figures to me. On the other tack, yesterday I had the new tyres fitted and balanced (stick on weights on their insides only) . . . Little by little I'm making progress.. Pete

Sunday 11th ; a little bit of tarting up . . . ^ As bought, and as you can see my replacement wheels look pretty tidy, however you might also get an indication of the (minor) cosmetic damage ..not least from being put down on concrete and leaned against a brick wall (by the seller) ! Typically their condition was a little chipped around the edges and where balancing weight clips had ripped off the clear lacquer and the odd area of surface rust . . . ^ This and another wheel had black specks (more apparent in life than in this photo) and a couple of places needing a little cleaning up inside and around the tyre rim. Overlaid paint where necessary was single pack ; Zinc + a couple coats of metallic paint + clear lacquer. Hopefully this should keep rust at bay at least for the lifespan of their new tyres. The worse condition wheel was what was presumably latterly used as the spare . . . ^ this had no lacquer on it, the rim edges were each well and truly chipped and with surface rust, and the inside (after cleaning) was again craving a little tlc. I've only done a quick job of washing with detergent, wire brushing the chips and rusty areas and giving a good wipe over with thinners, before rattle can painting . . . ^ without even rubbing it down in preparation it's only a tarting up job, but I think respectable and a close enough match to the others to use on the car as is. Actually this wheel is in really good shape, and better than another, so I think I will use it. That's all for today. I'll let the paint harden for a day or two and then have the new tyres fitted and balanced. Just a little progress ..but in the right direction. Bidding you a pleasant Sunday evening, Pete.

Thanks Pete, I'm well under insured then .. but what about the car ?