Casper

Fuel containing ethanol also contains water. This can cause the valve springs in the pump to rust and fail. I have had this cause fuel staravation at high demand. Will also allow drain-back from the pipe. Don't forget the valves and springs if you fit a service kit. C.

There are errors, no surprise due to the complexity, but they did use up the parts bins as they went along. Change dates are (nearly always) approximate and can be considered to be the FIRST Comm. No. it appeared on, not necessarily all thereafter. C.

No, the 12/50 is longer than the 1200/948. The 12/50 uses an exhaust the same as Spitfire 4 (Mk 1) and possibly of larger bore.

Yes, the exhaust manifolds are identical apart from the fact that a 12/50 manifold has the inlet manifold cast with it. I assume there is sufficient space to bolt on a Spit 4 or Mk 2 inlet manifold, but some treatment with an angle grinder miogh be needed ! I have all the bits but cannot check the fit at the moment. If you need me to do so I can. C.

Surely it's castor, not camber, that defines self centering C.

Welcome to Herald ownership, and this message board. The previous owner coped since 1965 and most of us are quite happy with the OE setup. Back in the day some motoring writers made a big thing of the setup and it really isn't that bad. The thing to note is that you don't lift off or brake IN a corner - do it beforehand, as you should anyway. Or carry a bag of cement in the boot! The suspension was developed and later Spitires use a 'swing spring' arrangement which vastly improves the situation. This can be fitted to Heralds and requires a stronger ARB (fromm a late Spit) at the front to balance it. I am not sure what rear spring it would need - someone would know. Other modifications are wpossibe but expensive C.

And the small bracket, I thinkk, is to locate the drain tube from the inlet manifold (which may have been removed on your engine). C.

and I believe that up at least a few years ago all F1 teams treated all new radiators when they arrived. Each to their own, I used to have a tube of Barrs in the car all the time (in the emergemcy kit). Don't now - probably should get some more C,

That was in 1962 when a HC head was 8:1. The CR was later raised to 8.5:1 as standard. How? Byu taking 30 thou off, so you sort of lose the safety margin. Not suggesting it would be a problem but using out of date data doesn't necessarily apply to up to date kit C,

Lock is probably okay. New key would probably cure iiit C.

Not a GT6 man, but I believe the front 'stud' was not a stud, but a short bolt/machine screw, so as to maximise clearance. I think this was then standardised over all the 6 cylinder engines. C

Solex B30 PSE1 for both models, after they changed from B30ZIC. 948 models had B28ZIC C.

Minor quibble, but same carb. C.

and onother is Adam, his dad. Fount of knowledge C.

another vote for aa book of the car 1976 version, out of print but available second hand. And a vote against a wheelbarrow exhaust. you will regret it! C.

There were about 4 or 5 different 'stock' 1200 enines with quoted hp from 39 to 48 (with standard exhaust and 51 with the 12/50 swept pipe exhaust). The 'hot cam' engine, which you have, is identical for both Herald and 12/50 and was the last variant in production. The only differece is the exhaust manifold which, for the 12/50, is similar to the Mk 1 Spifire but has a single solex inlet manifold cast as a unit, compared to the Spit which has a 3 piece twin SU manifold seperate. You could do no better than refer to John Thomason's series in the Courier starting p. 31 Courier 174 December 1994 https://www.tssc.org.uk/tssc/uploaded_files/174 - December 1994.pdf in particular the article on the 1200 engine at p. 29 https://www.tssc.org.uk/tssc/uploaded_files/175 - January 1995.pdf https://www.tssc.org.uk/tssc/uploaded_files/177 - March 1995.pdf Courier 177 p. 28 has the specs. C.

AFAIR GD was used (probably starting from 1) on export engines, then for the 12/50. The GA engine continued with GA when it first changed to 12/50 spec ('hot cam' engine) GA but at some time changed to GD. Incomplete answer, but I hope that helps C.

Maybe, but the pushrod tubes would stiill identify it. I acknowledge the is probably some reason (edit and as far as I recall, an 8 port head won't fit ona a six port block) C.

They are both clearly late engines. The only reason I could see to mark them 47 is to distinguish from the 948 and the bucket core plugs do that. Early 1147 are externally identical to the 948, but these are late engines, and 6 port engines so shouldn't be confused with 1300s or 1500s. FYI, engine sequence in 1961 was GA0001 C.

As said before - the difference between the pins on an angle grinder spanner and the rose indents is small. A squeeze in the vice and the handle bent 90 degrees does it for me. There is already a space for the switch to sit in. I don't do pics, otherwise I would show you mine. C.

If re-rubbering an original, note that this UJ is required to earth the horn. The securing wire normally provides this function. C

It's not only camber but caster you nee d to think about. If you have the Club's CD of Couriers then see the series of articles " Suspect Suspensions Sussed" by Carl Heinlen in Couriers 158 (Aug 93), 159 (Sep 93) and 160 (Oct 93). I did post a pdf onto the message board a while ago but can't find it. C.

Looks in quite nice nick. Just need a catch to hold it in position C.

See https://en.wikipedia.org/wiki/Core_plug I'm booking the car in today for all welch plugs to be done. Some have been weeping for a while but the ?one behind the engine front plate has now gone big-time. They are all the same age so the will all need doing. Engine out, front plate off. Watch the walllt. C.

ISTR that JK stated that the increase in cap pressure from 7 to 13 was accompanied by a better spec for hoses. C.