DanMi
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Posts posted by DanMi
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It helps prevent heat from the exhaust manifold getting the carbs hot which can cause fuel vaporisation and poor running.
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This type was fitted to the very early mk1 spits and 1147cc heralds. As others have said they are not as strong and increase the friction, which is why I believe Triumph stopped using them. I have a set of hepolites +20 like that for an 1147 but used a NOS full skirt version when rebuilding my mk2 spit engine as the output of the mk2 is quite high.
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The later type 12 cars used exactly the same upright as the type 14s (like my mk2 spitfire) early ones had an adaptor plate. So if you replace the uprights with later spitfire/herald the type 14s will fit. Why not go the whole way and use later vitesse links etc and type 16 callipers
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Assuming it's a manual pump. have you put a one way valve on the end of the pipe? they don't work without, I have 2, one in the end of the pipe in the bottle and one after the pump. The pump is a simple bellow, though I think they had built in valves but these often fail, so without valves they suck and push via both tubes and so do nothing.
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is it locked? a 'pin' slides out and engages with a slot in the escutcheon to lock this could be preventing the handle from fitting into the escutcheon
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The handle simply passes through the escutcheon (no clip) then through the boot lid then through the catch, the thread should protrude enough for a nyloc nut. That is how it is on my mk2
there is of course a small gasket between escutcheon and boot
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try Andrew Turner su-carbs.co.uk
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and even more confusing today with decades of repair and modifications with bits from various models mixed
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You really need to look at each component rather than simply say that it is all a Toledo engine, as it could well be a Toledo block with a spitfire cylinder head etc as most parts are interchangeable and after 40 years all sorts of changes are possible.
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the original idea with the early cars was to fully retard the Vernier adjuster small wheel on vacuum unit) on the distributer set the timing to TDC when the pointer aligns with the mark and then adjust the Vernier 1 click = 1degree but modern petrol is different so timing may need to be different from factory settings.
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The MK2 spitfires have a tube on the air filter box so a pipe goes from the rocker box to the air filter housing.
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To add to Dougs comment, If adding oil to the bores increases the compression this indicates a piston ring issue as the oil helps seal them, if it makes no difference then valves are more likely the problem. But of all within 10% then happy days
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same here there was nowhere to state that the car is not substantially modified. I guess we will see it later. They have said that all will be MOT exempt until after the first time you renew the tax, so I guess that will be next year.
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I will let you know as my tax is due 1/6 and mot 6/6 There should be an option to declare no mot required as car is not modified, but I guess it will not be available until 20th as at present it does require an MOT
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A D type overdrive is a d type overdrive so it doesn't matter what car it is listed for (well they may have different output flanges and the number of teeth on the speedo drive varies but basically identical. I would deal with the overdrive guys mentioned not the normal suppliers as they have the knowledge and parts.
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The breather is a cylindrical 'bolt' on the top of the overdrive main case. The seal is fitted by undoing the retaining bolt on the rear of the OD case and pulling the speedo unit out. There is a gear which then pulls out of the brass bearing. The bearing is made in 2 halves which just screw together though may have a tiny pin which needs drilling out. The seal sits in the middle. There is also an o ring around the bearing. If your not sure just phone one of the OD specialists, they will have a complete new bearing unit, are very helpful and in my experience if it has a pin in the £30 or so is well worth it.
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speedo seal is available 50607s on here https://rimmerbros.com/Item--i-GRID005716
you need to remove the bolt that holds the unit in and then pull it out, drain oil first of course. The bearing should just unscrew to replace the seal however on some later models they are pinned which is a right PITA to drill out. The whole bearing assembly and gear drive if needed are available from the specialist Pete mentioned.
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Or why not convert the 1200 to MK2 spitfire spec so MK2/3 cam twin SUs and a 4 branch manifold should give a good power increase whilst retaining originality or a higher profile cam with webers or motorbike type carbs.
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Just replaced my sender that looked exactly like the one above with a NOS Smiths one now the temperature gauge sits nicely in the middle so there are clearly faulty ones around
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I recently put on a new sensor on my mk2 spit during the engine rebuild, It is now reading hot but I have come to the conclusion it is the new sensor. Unfortunately the old one was on the old 1500 when I sold it.
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I would look for the hole for the rocker oil feed as this is only at the back, if that hole is at both ends then it's designed to go either way.
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That is one main and one big end so yes they are different
Twin SU Heat Shield, Bling or Benefit?
in Engine
Posted
I know I keep meaning to. If you see a Royal blue mk2 spit about that's me sometimes driving through Twyford on my way to work in Wokingham (sunny days only)