Casper

Although I.m not sue whether it is relevant to this specific issue, I believe the Mk 1 chassis racks/cars had a dofferent lock to lock ratio.

Some disagree https://www.triumphexp.com/forum/spitfire-and-gt6-forum.8/hood-latches.699613/ C.

Me, too. I have been pursuing the meaning and rationale of the crossed flags for a long time. Increased internet resources have perhaps got me to the end of the search. Now, the M on the bonnet catches . . . . C.

I'm not going to die on the beach over it but could you explain why Ferrari and Fiat Vignale designs used crossed F and V, and Masserati work bore M and V crossed flags. Alfa used V and a non-international code saltire. The Vignale Aston Martin design for the King of Belgium had V crossed with the flag of Belgium. Pininfarina also used crossed flags for their designs for car makers. C.

Suspect Suspensions Sussed, in the Couriers 158 Aug 1993, 159 Sep 1993 and 168 Oct 1993 available in the archive on the Club's main website. C.

Cars on the Mk 1 chassis have additional support at the front of the boot outriggers. They don't suffer from tub spread. I believe carrying heav loads in the boot (enginse) is the cause. Who'sd one that? C.

Early check of wheel alignment, front and back, ensuring indicators cancel and 12 o'clock is straight ahead. I'll look out the issues of the Courier you need to look at: C.

Sorry, not V/P but V/S. V for Vignali (the design house that Michelotti worked for) and S for Standard-Triumph for whom the design work was for. Crossed flags were displayed on other Michelotti/Vignale designs for various other manufacturers, eg. Masserati,, Lancia, etc. https://www.jensenmuseum.org/alfredo-vignale-life-times/ is an interesting read. C.

See Richees post above. Late 13/60 CVs didn;t have them but I don't know when they stopped. Also fitted to the Vanguard 'Vignale' the Triumph Italia. . As further thread drift I now see that Vignale is now owned by Ford, but I don't think they use crossed flags. C.

Beware, if you are using 'new' flags you may find that the pin spacing is closer due to the copy casting process. Also, I have noticed that they are often enamelled aftter chrome plating, so that the enamel doesn't bond very well/ C.

It must have been 1959 when I'd regularly see a signal red and white (948) coupe, lady driver, when I was waiting at the bus stop on the way home from school. I was blown away by the style and colour compared to all the black and grey 50s cars on the road. Over the next few years I became a bit of a Herald spotter but it was a long time after that that I bought my first Herald, a 13/60 estate. C.

Wipers, horn. radio and courtesy lights are 'earth switched' (ie have supply all the time) while the rest are (AFAIR) 'supply switched. Might be worth checking early on in your investigations C.

For those interested: https://www.tssc.org.uk/tssc/uploaded_files/216 - June 1998.pdf page 8 and https://www.tssc.org.uk/tssc/uploaded_files/221 - November 1998.pdf page 22 C,

A search of the board should find details of John Thomason's experiments with varilous Spitfire carb set-ups a good few years back. Will be in the Courier archive but I haven't the date to hand. Albeit Herald engines but John Kipping always used a single ? 1 3/4" on a Toledo 'log' manifold with Mk 3 Spit cam C.

Eric, there were several iterations of the 1200 engine, with the big change to a cam with the same specs as the 1200 Spitfires . Change point at engine number GA178101HE Nov 1964. 1200s were often fitted with Weber conversions by amateur rally tiypes (and normally coupled with cam changes). No idea if/how they improved power but as I understand it they were more trouble than they were worth. Similar with other "go-faster" goodies. Louder exhausts and 'sports' air filters gave a louder intake and exhaust sound but probably made litte the difference. There is not a lot wrong with the simple but effective 30HSE1 downdraught Solex, but you may consider (subject to space) a twin 1 1/4" SU setup using Spitfire 4 or Mk 2 manifold (also needs a seperate inlet/exhaust mainifolds). Probably more power at higher revs but of course the setup is more complicated and there may be space issues. Perhaps, if your engine is a late one a 12/50 manifold would give improvemments (according to ST: 51 - 48 = 3 BHP = 3/48 * 100 = 6.25% improvement. If your engine is an early one, you may have some problems getting improvements. Good luck anyway I'v jsut been notified Pete has posted. I wonder what he says C.

Don't forget the in and out adjustment of the steering column. Coupled with a semi-dished wheel it can be the solution for even 6 ft + drivers C.

Sadly, when I did it for a couple of years, welding wasn't included. Worth doing, though C.

First Courier was comm no. GA444561 Dec '61/Jan '62. Bit early for a 80000 engine no. I would have thought. Star chasis GA80001 was July '62 Herald 1200 Hot Cam engine GA178101E Nov '64. I have always thought that bucket core plugs = hot cam Brass tube head from GA44651E May '65, 'proper' rear crank seal from GA206771E Jan '66. Most change points variable due to suppy/shortages and using up old stocks. They changed the fan at GA161460E ?Aug '64 to square ended metal, then again at GA225581E ?Feb '67 for the pressed type (of which there were steel and aluminium versions and a 2 blade aluminium version[? for Spit?]) All for what it is worth - probably not a lot ! C.

Wide radiator more copper more cost ?

Cliff, Surrey organiser or Micky, Thames organiser are the people to contact. Details in the Coutrier. Won't be therte myself bt Cranlleigh is a great show. C.

Didn't 12/50s have a DLRS suffix? DL saloon, RS roof sunshine? C.

I have to confess that I once bogged my estate down in a muddy field. The front Xmember was half submerged in mud. Messy job getting it tied on. Be careful about the front valance if you do this. BTW, John, a B on the bight is not tied in exactly the same way as a bowline, as it is the 'bight' that finishes it.

I believe they are 'tie downs' for shipping. C.

Thanks, Colin, Steve and Peter. One version seems to be bolted to the back of the radio, one to the side (supported underneath) and one floating free. I am aware the bottom item in Peter's offering is screwed to the coin tray on the transmission tunnel. I see there are adjustment slots everywhere, even though most radios were a standard size. Who knows, I may even have another go at cobbling something together C.

Steve, Do you have the 'cage' to hold the radio and speaker card? If so. I would appreciate the details. I have the radio fascia, a template for the card, and a chrome trim but haven't managed to set it all up. C.