GFL

Yes, I believe that's what happened. The shape/set of a Roto-flex type spring is different too if you look at the measurements in the chart from John Thomason, its got far more curve to it, presumably something to do with getting the correct camber throughout the suspension travel when fitted. Although the Mk2 Roto-flex type suspension works well, it is a pain to work on and expensive to rebuild, I can see why people fit CV joints or the uprated Swing Springs to the MK2 Vitesse models. Gary

I purchased a supposed Mk2 spring in the mid 1980's for my Mk2 Vitesse from John Hills the Triumph people in Redditch, it turned out to be for a Mk1 model and I ended up ruining the Roto-flex drive couplings! The John Thomason article mentions using an earlier 2 Litre Swing axle spring to lower and stiffen up the rear suspension on a Mk2 model, but I wouldn't advise it unless you have the CV driveshafts fitted. Regards Gary

Bob If you can weld they are not too difficult to make, alternatively some 41x41 Unistrut type Channel and some sturdy 'U' Clamps/bolts can be used, I don't think the TSSC sell them although you may be able to borrow one off a nearby Club member, I had one but sold it when I sold my Vitesse. Here's a picture of One I've pinched from a previous post and the dimensions from a Workshop Manual, also one in use on my old Vitesse Spring Lifter Dimensions.pdf

Bob It looks like the spring's been modified then, or is possibly a GT6 one? Although the chart states a GT6 MK2/Early Mk3 spring (Roto-flex type) should have 6 leaves not 7? Be careful with some of the Repro springs, I fitted one during the rebuild of my Vitesse and it sagged after 12 months or so, if you can find a good second hand one that is within the dimensions stated in the chart above then you can strip it clean and refurbish it with new Thrust buttons and Spring Eye bushes for minimal expense Alternatively, a new one will be around £300, I believe Canley Classics have them made by a UK Company so it's worth getting in touch with them. Be aware that ideally you will need a spring lifting tool to remove and replace the spring safely (This supports the spring till all the tension is removed), keep us posted how you get on. Regards Gary

Hi Bob It's hard to tell how many leaves you have fitted but it looks like a few have been removed to presumably lower the car, or you may have a GT6 Mk2 or early Mk3 Spring fitted which won't be strong enough. As stated by Works Spitfire a Mk2 Vitesse spring should have 11 Leaves in total and it is a different set to the earlier cars Here's an article done by a guy called John Thomason which was featured in the courier magazine and also a photo of a an original Mk2 spring I refurbished for my old Mk2 Vitesse Be aware that there are 4 of the rubber Buttons per side and note the dimensions and free arc height of the spring when fitted and when out of the car. The offset of your wheels won't affect the camber to any great extent which should be slightly positive 1 or 2 degrees max on a Mk2 Vitesse Regards Gary

The same Part Numbers 130036 Blade & 130034 Arm are listed for all Herald/Vitesse models, if you have a later Herald 13/60 manufactured after early 1970 it may have the wider spaced Wipers but the part numbers I believe stay the same. I'm sure I fitted some slightly wider (12" maybe) blades that were slightly offset to my old Vitesse with the wider wiper spacings and I didn't have any issues with them catching. PS - I do know the number of teeth on the Motor Gear wheel affects the amount of sweep degree's, a 130 Degree sweep is normal for the earlier cars up to early 1970, I'm sure the later cars are different but I can't remember how many degrees🤔

The last time I had a full respray and some minor Bodywork repairs done was in 2004 and this cost £3,000.00 I had several quotes at the time ranging from £2,000 up to £4,500, it lasted well for 10 years or so, but I believe a few issues have now arisen and it could do with further work. A bare metal job is the way to go if you want it to last. Regards Gary

Not always Colin I had one fail on my Vitesse at 60MPH! It was a bit scary to say the least, luckily it was on a straight bit of road that wasn't too busy, luckily I didn't lose my brakes and there was a layby for me to skid into. The vertical link snapped at the end of the threaded section due to fatigue from a previous accident/kerbing which I presume had bent it, I should have changed the Vertical Link really but back then (The mid 1980's) money was tight and I didn't know it was failing. Gary

Originally the Vitesse 6 and Early 2 Litre Vitesse's didn't have the flexible hoses fitted, the Mk2's did though. It is certainly a good idea to fit them though and get cold air into the Carbs/Engine. Gary

Doug I have seen that one listed, it looks very nice but I've set my heart on a Mk2 Convertible, preferably with Over-drive. I can remember chatting to a guy at the Stafford TSSC Show several years ago and he'd owned his White MK2 Convertible since 1974, a guy called Gordon Stokes from Birmingham also attended Stafford a couple of times and he'd owned his lovely 1965 Signal Red Vitesse 6 from new, but that was sold via a dealer a few years ago now. I did view a 3 owner car earlier this year with 47K miles genuine miles on the clock, but this had too many Mechanical issues for me although I did make what I though was a realistic offer for it which was refused. Gary

As a lot of you will know I've been on the lookout for an original low mileage/low ownership Vitesse for quite a few months now. Does anyone know of any club cars that have been owned by the same person from new? It must be a long shot with even the later Spitfires and Dolomites being 40+ years old now I would love to find an original, one owner low mileage car but I'm beginning to think there aren't any left these days. Regards Gary

They fit as per your second (bottom) photo on the TR's glued to the 'A' Post, so presumably the same way on your Spitfire. The same seal is fitted to the Stag's and later Herald/Vitesse models too I believe. Regards Gary

Certain Triumph Toledo models used a similar combined Wiper/Washer Switch to operate Electric Washers and two speed wipers, I fitted one to my old Vitesse with electric washers. Gary

Yes, sold for the asking price too?

Offers now invited on this item.

Hi Paul Presumably you have used the original chassis top mounts if you have CV Driveshafts? Unless you want to save a bit of weight I would leave the Lever Arm Chassis mounts in place in case a future owner wishes to convert back PS - Which make of Telescopic Damper (Shock) have you chosen? Regards Gary

Wow! That is a rare Item, that particular seller's been clearing out quite a few rare parts recently, a Vitesse front panel was listed a couple of weeks ago. Would it be safe to put straight on a car though? Gary

Yes, I don't see why not On my MK2 Vitesse I used that hole to support the rear of the exhaust pipe and the front of the rear silencer off that location with a simple bracket and strap hanger. Regards Gary

Glad you've managed to sort it🙂 It's just a matter of refitting it all to the car now then? Gary

Any Progress yet with the Suspension rebuild? Regards Gary

That's a great result, there are so many Herald/Vitesse models with this issue and it really spoils the look from the rear with sticking out doors! Have you any before and after photos? Have you any idea what causes tub spread, I was told it was when the rear Boot Outriggers are rotted out. Gary

https://www.ebay.co.uk/itm/226013620897?itmmeta=01HQ8J820H6EREGC2AM54GVTY2&hash=item349f762aa1:g:JU8AAOSwORZl1lfR It's not the first time I've seen a Triumph with a Tree/Bush growing through it?!!

Good luck with it and keep us all posted how you get on?🙂

I believe people have fitted Polybushes too in place of the Trunnions, I wonder if they give interesting handling too? Gary

Surely the principle of these rear trunnions is as per the front ones, the steel tube should be clamped tightly so it's correct length is critical, then the Nylon trunnion bushes pivot on the tube, isn't that the principle? I've stripped these down before and found the hole in vertical link way oversize because the rear suspension vertical links been pivoting on the bolt due to the steel tubes being rusted solid onto the long bolt! I can remember reading years ago a technical write up in the Courier on the lower wishbone suspension by someone called Eickhoff, he goes into great detail on the ideal position for the inner wishbone lower pivot point and I'm sure he had a go at fitting sealed bearings in place of the trunnion bushes too. All in all this rear trunnion bush arrangement isn't ideal and is very prone to seizing up. Gary