68vitesse

Early Dolomite 1850 used a three rail gearbox with a j type overdrive, would think quite scarce now. If your gearbox is good you could get it rebuilt to accept an overdrive by someone like Mike Papworth but as Clive say's it's the odd bits, switches and brackets etc you need to make sure you get. Regards Paul

Sounds like you take your choice, I have a Mk1 2L Vitesse, filter is in rubber pipe in boot. In engine bay copper pipe from screw union on fuel pump to carb side of engine, then rubber to connect to copper pipe which has right angle then t piece to supply both carbs, then short lengths of rubber for final connections. All copper pipe is 1/4 inch all rubber pipe is slightly undersized with clips to give a fuel tight connection. Regards Paul

If going for an overdrive conversion go for a J type rather than the D which would have been a factory fitment. Kits are available from the usual suppliers. Have one in my Mk1 2L Vitesse, 3.89 diff and just under 3500 rpm at 70 mph. Regards Paul

It was just that the back edge was a different shape on one side which made them handed. I suppose reproduction one are not handed to make supply easier. Regards Paul

9.5 inches high. Max width at bottom mount 2.625 inches. Measured on an original overrider. Just an update, originals are handed to miss the bonnet mounting bolt, have used angle grinder in the past to modify. Can not see alteration when fitted unless you really look for it. Regards Paul

Did the job some time back and cannot remember. Regards Paul

Figures are in the workshop manual. If you mean the shims under the cap nut the grease nipple fits in when I did mine, after mot advisory. Removed rack from car and found the setting was a compromise as racks tend to wear near the straight ahead position. Figures in manual are that it reguires a force of two pounds to rotate the pinion at a radius of eight inches. This is with the lever directly attached to the pinion nothing else connected to the steering rack. Figures are for a Vitesse rack, Herald and Spitfire racks have fewer turns lock to lock so might be different.

Another argument for using silicone brake fluid,I have used it for years in my Vitesse. In the process of upgrading the headlight wiring with heavier wire, fuses, relays and ceramic headlight sockets. Checked the voltage drop before I started and was surprised how large it is. Regards Paul

These are handed perhaps yours are both the same, one fitted upside down so it is angled to match radius arm. Regards Paul

Round about 18th Oct. could not access forum, message account suspended, tried tablet and pc. Main TSSC site ok so sent an email, never had a reply, forum accessible a few hours later. Tablet android and my brothers pc which I think uses linux. Isn't modern technology wonderful when it doesn't work you never know why.

Also good for fitting wooden dashboard.

Do you mean 12.6, just checked both batteries with digital multimeter Vitesse 12.6 modern 12.4, both cars not used for at least twelve hours both driven yesterday. Vitesse battery disconnected when not being used both batteries about same age bit under three years. The peak voltage was running, it was just the difference in charging voltage I assummed was down to different battery technology. Regards Paul

Bought a cigarette lighter adapter with two usb sockets of ebay, it also has a digital voltage display. In the Vitesse it peaks at just under fourteen volts in the modern car just under fifteen. Did I read somewhere that this is why modern technology batteries are unsuitable for classics as they will not fully charge. Regards Paul

You could have got a cover and carpet for a Herald not a Vitesse. Is it a three rail, reverse left push down left again and then forward, up by first. Regards Paul

You could try rotating the distributor 90 or 180 degree's out and see if the fault moves to a different plug. Regards Paul

Niether is the front chassis crossmember but is still capable of taking the weight. Regards Paul

Been jacking my car under diff for years without problems, spring is mounted to diff so weight of car at rear is supported by diff mountings in normal running. Interested why you think this is a problem. Regards Paul

I use under the diff at rear and the chassis cross member in front of the sump for front. I have a MK1 Vitesse. Never trust a jack when working on a car. Regards Paul

If you put a spark plug in five does the compression on four improve? and the other way round. Could indicate a leak between four and five. Regards Paul

Recently changed the speedo seal and o ring on the J type overdrive in my 2L Vitesse. My query on this site was on the need for the copper washer shown between the angle drive and the gearbox speedo gear holder. I found there was room to remove the angle drive, after removing the retaining stirrup, while it was still attached to the gear holder then separate them at the work bench. Much easier than pulling on the oily end of the speedo gear, also be prepared for a loss of gearbox oil. Regards Paul

The early Triumph Dolomite 1850 gearbox, the three rail one, is essentially the same as the 2L Vitesse but with a different bellhousing. J type overdrive does not need a relay but make shure the wiring only lets it operate on third and fourth. I use a J type with a three rail box in my 68 MK1 2L Vitesse. The early 1850 Dolomite uses the same clutch as the 2L Vitesse and GT6. Regards Paul

Have a Mk1 Vitesse with a three rail box with j type overdrive, oil leak on mine was from speedo drive. This was on to exhaust pipe, must be a Triumph design feature, cured by new O ring and seal for the speedo drive. Bit fiddly but done without removing gearbox just by removing gearbox cover. Regards Paul

Thankyou all for your comments and observations, I do about 3000 miles a year in the Vitesse about the same as the modern. Regards Paul

Probably none, petrol in a diesel car is the expensive one. I have used diesel to soak the bores of a petrol engine which has stood for some years, loads of smoke when finally started. All the best Paul Beaten to it.

Been thinking of rebuilding the suspension of my MK1 Vitesse during the winter with poly bushes and a named make shock absorbers, car is used for normal running about. The more I read the more confusing it gets if this is worthwhile. Shock absorbers it seems that the ride adjustable needs to be on minimum setting, so why bother. Poly bushes you need different hardness for different applications i.e shock absorber needs harder than wishbones, advice of one supplier, do you or do you not use grease on them. Some sites suggest they creak and groan without lubrication, but lubricant plus road grit equals grinding paste as wishbone bushes, I am told, act as a bearing. Where people say they are an improvement is it because they replaced worn out bushes with new whereas new standard bushes would work just as well. I understand harder bushes are a benefit for track cars but for normal running about do poly bushes transmit more vibration and noise?. Suppliers have an interest in you spending several hundred pounds with them so some unbiased advice would be appreciated. Regards Paul