Casper

. . . and if you ever take the long ones apart, be aware there is a small ?glass 'ball bearing' inside to act a a crude non-return valve. Easy to lose in the grass or anywhere. C.

Centralising steering rack (and meanwhile identifying whether correct rack fitted) and correcting indicator cancelling/steering wheel centralising. Not strictly suspension, but the first topic in Carl Heilen's "Suspect Suspension Sussed" series (Courier Aug - Oct 1993). Stop wherever . . . C.

I had a gutter mount type with six legs (previously used on a Ford Angia 104E estate) and it served well on my Herald Estate. There is not a lot of strength in the A/B/C pillars of a Herald, especially with rotted out bottoms of the C pillars, so I was a bit cautious when I used the rack to transport a Herald chassis, but nothing broke. I wish i had it now, but I binned it when that Estate went to the great garage i the sky. I used a rubber mounted boot rack on a Spitfire (occasionally) without problems. I'm in the market for an original S-T rack (Turn Left for Tangiers) if anyone has one? C.

looking forward to more of Feargal's adventures. Are you going to start a thread? C.

Your fuel smell is likely to be 158554 and UKC 793 on the diagram at https://www.canleyclassics.com/triumph-spitfire-mkiv/1500-petrol-tank-all-markets-except-usa .This is an unused vent pipe and 15855 is a Blank Cap Vent. These deteriorate. No longer available. Most owners replace it with a short length of rubber fuel hose which they plug with suitable bolt. Cheap easy fix for yourself. Get you hands dirty! And welcome. C.

Polyurethane gearbox tunnel , NO Mintex brake pads, NO armoured/flexible clutch master/slave pipe, NO silicone brake fluid, YES modified oil filter mounting, NO spin on/off oil filter conversion, NO poly bushes, SOME modern adjustable shockers, NO electronic voltage stabiliser, NO servo, NO electronic ignition, NO modern windscreen glass, YES

Clive, in my clumsy way I was pointing out that the 'hot cam' 1200 has more oomph than the the early 39 bhp setup. Frankly, there's not a lot that can go wrong with the Solex. From a post by John Kipping in 2003: Solex B30 PSE1 type carbs: This accelerator pump type carb has three principal jets, and how the car drives shows which one is giving trouble. If the car won't tick-over it is the pilot jet on the side of the carb (above the slow running screw); simply remove, blow the rubbish out and replace. If there is trouble accelerating, i.e. the car tends to slow slightly when putting your foot hard down, then it is the accelerator pump – usually either the diaphragm or a blockage in the swans neck jet. Trouble running at constant speed is the main jet; this is accessed with a screwdriver through a plug in the side of the float bowl (after the carb top is off and the float removed). Take it out and check it doesn't have bits in it; also clear all the rubbish out from the bottom of the float bowl. John Kipping Casper

What's the problem with the Solex. Is it just that it's fitted to the wrong engine. The 67 1200 has 48 bhp. If that's not enough, perhaps you bought the wrong car. C.

As on another post: Alternator Health check Tick-over - ignition only 13 v - 13.5 v Tick-over - Headlights on 11.5 v - 12.5 v 2000 rpm - ignition only 13.5 v - 14.5 v 2000 rpm - Headlights on 13 v - 13.5 v C.

No, it fits either way, but it only works properly one way ! C.

Alternator Health check Tick-over - ignition only 13 v - 13.5 v Tick-over - Headlights on 11.5 v - 12.5 v 2000 rpm - ignition only 13.5 v - 14.5 v 2000 rpm - Headlights on 13 v - 13.5 v C.

Try Suzie, the Spitfire Register Sec. I believe this is something she might know C,

The extra psi increases boiling point and helps control localised nucleated boiling. I have been told that the change came when the quality of the heater hoses improved so that they didn't burst. I believe moderns use 20 psi or more. C

They are great meetings. Sadly, I have hung up my orange overalls and can't get to meetings much. C.

Might be useful C. SolexManual.pdf

The B30ZIC-5 has no pump, nor has the B28ZIC(3/5). The 30 and 35 refer to the bore diameter in millimetres. The 28 is for the 948 engines, the 30s for the 1200. The ZICs generally have a short inlet pipe (which connects to a rubber feed tube) The PSE-1 generally has a metal pipe all the way from the pump to the carb. I'm not aware of a difference in the kits for the PSE-1s although the specs did vary a little throughout production. Perhaps the difference is in whether the kits include jets, etc. Canley know a thing or two. Give them a call. C.

The second pic shows it to be suitable for horizontal (0 degrees) to 30 degrees C

I've heard that Maclaren F1 always treat brand new radiators with something. Dunno if it's true C.

Worth a read: http://www.triumphclub.co.nz/?page_id=497 C.

Girling Type 16 Brakes.pdf

I didn't know there were different sizes, but the column and switches may give you a clue. Square switch house indicates later cars. My approach would have been: http://www.classicpartstrader.com/triumph-spitfire-vitesse-gt6-herald-tr6-tr7-gear-knob-motif---white-banner-1284-p.asp The shop used to sell these but I can't find them listed. C.

150 CD3 as fitted to T2000, european 1972/73 with B5DG needles and blue springs C.

Reducing caster a smidge (say half a degree) will make your steering a little lighter but may induce wander. Over 4 rather than under 4 if you have a smaller steering wheel. C.

I'm sure you know that it will have a GA serial number, but more than that, I don't know C.

https://youtu.be/LAtMdoCRo8E