Herald948

Colin caught me: I should have said "neither the L672 nor L847 was fitted to anything except the Spitfire or GT6"!

I'm reasonably sure that neither the L672 nor L847 was fitted to anything except the Spitfire. That said.... The overall logic behind the change has long baffled me. It might have made some sense for the North American market, where government regulations might have rendered the L672 lens obsolete due to either lack of "light output" or changes in reflective specifications that resulted in North American 1970 cars not only getting the L847 with increased light area but also the separate and reasonably sizeable red reflectors. Other things that puzzled me about the change: 1. Some late Mk3s in other markets got that L847 lens but didn't get any supplementary reflectors. I found that strange. 2. Lucas seemed not to continue to produce replacement L847 lenses for very long, although they continued seemingly forever producing the L672 lens! I would estimate that it's now been well over 35 years since one could buy a new L847 lens from pretty much any typical supplier of Triumph parts (not counting NOS specialists and such).

Here's a picture of what looks to be the same or a very similar bar mounted on the front of a GT6 Mk3:

I might have said this before (if not here, on some other forum), but I agree with Pete. A number of years ago, I was convinced that there was something very amiss in the rear end of my '62 Herald 1200...until I discovered the failing left FRONT wheel bearing (and race and, ultimately, hub)!

Gearbox serial number would help immensely. It sounds to me as if you've gotten a later all-synchro gearbox as a replacement?

From what I've seen over the years, the 6 (not 5-spring clutch was fitted to the 948cc Herald engines, and the 9-spring cover was fitted to 1147cc Heralds until superseded by the diaphragm-style clutch. I don't know what sort of stuff is typically offered these days, but that's how it used to be! What you pictured here IS correct for your car. As to the "return mechanism and spring assembly," again, that's something that was present until partway through the 948cc series gearboxes but was not used on the later Heralds.

It's up to you. Originally, those items were black regardless, but if you like that look and aren't worried about losing Concours points in a "stock" class....

Perhaps that is true with the swing springs? I don't know. But "painting the spring with used motor or gear oil" WAS a regular maintenance item on the earlier cars with the fixed spring.

Notably, that particular body number is from a Herald 1200 saloon.

First thing I'd do is a thorough flush of the radiator AND engine block. It's cheap, doesn't take long, and chances are it was due to be done regardless.

is the diff noisy or "clunky" or otherwise in poor mechanical condition? If the only problem you have is leaking oil, the first thing to do is to clean off the area around the breather on the top of the diff (on the RH "ear"). That tends to get blocked with road grime; the result is a buildup of pressure that forces oil out wherever it can go. I can't guarantee cleaning that area will stop all leaks, but it's a great and cheap first step. You should have no "need" for a spring lifter. What you do need is at least the appropriate pages from the Factory Workshop Manual so you can do everything needed in the proper order, etc., etc.!

Correct; dual filament bulb (1157, at least in the US).

I'm thinking it couldn't hurt to make sure all connections are clean and corrosion-free, especially battery and other main cable connections (solenoid, starter and, of course, ground end of said cables).

This brings back (mostly) fond memories of my first '69 Mk3 Spitfire, circa 1971. I had the same problem with the Smiths valve popping out of the intake manifold. I asked about this at my local gas station (they hated "foreign" cars or at least pretended to, but they were very good mechanics). One of them fixed the problem quickly and permanently by carefully "peening" a couple spots on the inside edge of the hole in the manifold and then pushing the valve back in securely. It never moved again, and this then-18-year-old novice mechanic learned a new term and technique!

Hopefully this link will work; it's a factory service bulletin. http://www.fairpoint.net/~herald948/database/chassis.htm

There really isnt' much to "adjust"...and you most likely can do without it completely!

Carburetor diaphragm(s)?

One other thing to keep in mind is the fact that there are "stabilised" and "non-stabilised" six-screw senders (apparently neither is available new).

On the off chance that these will help, here is a link to wiring diagrams for the US-spec. Herald 948 and Spitfire 4 Mk2, both of which had fuse boxes. http://www.fairpoint.net/~herald948/database/wiring.htm

"Externally this herald looked in very good condition....P.S we dont usally scrap anything Triumph hence our full workshop of Triumph spares.But i think this one has seen its last days "

Also perhaps noteworthy is the fact that the 1600 box had a 2.93:1 1st gear and reverse gear, while the 2L box had a 2.65:1 1st gear and 3.10:1 reverse.