Casper

Yes, the head gasket does leak here as described but the leak is often from the rocker box gasket. That is the lowest point of the top of the engine. With respect to Gary, I think the Rocker box gasket is more often the problem than the head gasket. But it could be either ! C.

Check your Courier back issues. John D has done articles over recent years. It's simple geometry, although a little long winded. You need to measure the area of the combustion chamber first. How did you get your Cylinder head volume? Using your figures on my own Excel spreadsheet calculator (unverified - it may have errors) suggests an initial CR of 9.17:1 - I don't do things the long way these days. C. Edit - moved decimal point. 91.7:1 would be way too high !!!

It is. The rack is mounted on rubber mounts that insulate not only vibrations but also electicity. The wire earths the rack to chassis. C.

Not necessarily, Sherlock: Model Stanpart No. Blades/ leaves (#) Thickness (ins) Spring rate (Lbs/in) Free Arc ht (mm) Free (mm) Fitted (mm) Vit Mk.1 305945 11 0.219 270 131 1017 1048 Vit Mk 2 All 308485 11 0.203 215 165 1012/1014 1064 Herald 1200 DL to GA 223681 303727 11 0.219 270 136 1012 1048 Herald DL after GA 223681 305945 11 0.219 270 136 1012 1048 Herald 12 CV to GA80000 303727 11 0.219 270 ? ? 1048? Herald CV after GA 80000 305945 11 0.219 270 ? ? 1048? May need to measure a leaf Con Similar posting problem to John, but different !

I think I can count 8 leaves on the spring. I don't know about the rotoflex but the only Herald springs with 8 were Courier 552 lb/in (likely) and Coupe (less likely) at 202 lb/in. 1600 CV used same as Herald (11). 1600 DL used a different 11 leaf spring. I can't find the rotoflex data (ain't got a rotoflex car) but surely it's in the WSM And yes, pretty much every version of these cars used a different spring although I think Roto Vitesses used the same on both CV and DL C.

F.Y.I. Adam is no longer in this market. Spoke to him last night. C.

Both units fitted at random throughout production, but not to Vitesses as there isn't room for a Delaney Galley C.

My money's with Steve C. Many after market locking fuel caps have no breather unless you improvise one. C.

http://triumphherald1360.blogspot.co.uk/2012/11/fuel-tank.html shows the two types of tank in situ It should be obvious which one you have fitted. C.

Everything is possible. The 2 litre Bonds had the A pillar raked backwards and the doors and glass modified to fit that. Also, the 2 litres had the (Herald/Vitesse) doors built out to match the wider bonnnet. The 4 pot Bonds used unmodified doors. I think it would look very very odd. C.

No. Why does it need replacing. If it is original then repair kits are available. Some 'replacement' pumps have too much pressure. C.

Not a problem for the MoT : The inspection of the steering lock only applies to passenger cars with: . a steering lock fitted as standard by the manufacturer, and . four or more wheels, and . not more than 8 passenger seats excluding the driver’s seat, and . first used on or after 1 September 2001<snip> If there is doubt as to whether a steering lock was originally fitted, the benefit of the doubt should be given.My emphasis. http://www.motuk.co.uk/manual_210.htm but, if fitted, I would want it working properly. C.

Courier 174 Dec 1994 and the next few issues. Worth a read from the Club's Courier CD. I think 177 March 1995 is the one you want. Spit 1500, Dolly 1500(1976 on) Dolly 1500HL and Spit 1500 are identical engines. 1500 FWD and 1500 TC has a slightly lower lift cam and 8.5:1 CR Canley website has details of engine numbers. Heads/cams could be changed. How do you know they haven't been changed already? C.

Depends on the diff number: GA diffs with a number under 237600, GB under 57202 or FC under 120000 had smaller inner shafts and these WILL break with a 1500 engine. It may take a while. Mine lasted well over a year of hard use, but went bang after about 3 months with the next owner. Even a 1300 engine may cause them to go - they are not designed for the extra ooomph!. The number is on the lowest (fore and aft) part of the casting. A number starting HB is Vitesse 1600 and should be fine, as should numbers higher than those given above. But you never know exactly what's inside. C.