johny

doesnt matter as the bragging rights are enough😁 "My Vitesse has been upgraded with Maserati parts!"

Thanks Colin that shows it perfectly and then there can be a second NRV deep inside along with a spring loaded filter bypass valve in case of blockage. Im quite tempted by that small Mann W77 filter as its used in the Maserati 2.8L 24v biturbo V6 engine😍

If the bonnet goes back too far wont it look funny to the valance?

I looked into this as the manual drawing is confusing. Unlike later designs the flow through the head is held back by the thermostat until hot enough to open it so when cold the only flow is through the manifold (and heater if selected) and back to the pump...

yes 6 pm would be best and yes centre bolt loosened to rotate the adaptor however this is meant to be installed and then not moved as theres two O rings inside. You should get away with a change of position but make sure the filter isnt trapped as its not something to do repeatedly. I think a shorter filter such as Mann W77 would work (and this has been done by some owners) as the change in pressure drop is minimal until its starts to block up but these days our cars tend to get oil and filters changes long before their mileage dictates...

A large bonnet to bulkhead gap is very common and once the bonnet adjustment is used up I think moving the body tub forward is the only remedy left😞

From my investigations you can check a filter for a non return valve by looking at the outer holes in its base (the oil goes in through these and comes out in the centre). If these holes are clear theres no valve but if theres a flap inside it has at least one NRV (they can have a second internal one as well). However even with two valves (dont forget each valve causes a small drop in the oil pressure supplied to your engine) the oil will eventually leak past which is why its recommended to try to get your oil filter upside down as much as possible so it stays filled. Yours doesnt look to be in the best position and this can be improved by rotating the adaptor on the block but the downside is that this will bring it closer to the chassis rail making filter changes even more difficult😲 People have tried using shorter filters and this site is very good for checking which filter to use including whether it has NRV or not: MANN-FILTER Online Catalog Europe Note: although it does sound like a good idea to keep the filter full of oil many modern cars dont bother with this and some people now believe the whole issue could have been dreamt up as a way to sell spin on adaptors....

Worth a test drive and the carb mod could be a negotiating point....

Yes FH is the correct engine number for the car but who knows whats inside. Presumably its got a 1.5" Stromberg carb in place of the usual two 1.25" SU...

I would have thought the single carb a bit restrictive as the 1300 has a reputation for liking revs and of course thats where twin carbs are beneficial. Was it a standard UK fitment in the Spitfire? Of course as Mjit says body condition most important as carbs can be easily changed...

And I thought it was just my other ladies I had to keep secret from the wife!

Here we are, what do you think Doug?

Whats the issue then Tim? I thought its clear a complete mk1 engine has been fitted and the PO just thought as he had a mk3 GT6 it would need the later gasket....

Gasket doesnt look recessed in photo above just a normal mk2 fitted to a mk1 engine which wouldnt help its correct location🤔

Do all the blocks have the bulges into the pushrod chambers Ian and its just the mk 1 and 2 head gaskets that are different in this area?

No its alright need to check visually but I think all chassis have the curve...

Oh ok for a mk2 Vitesse though...

I wonder if those brackets arent for converting a GT6 to rotaflex not for one that started like that. The chassis look different with the non rotaflex having a downward curve around the axles which means those brackets are welded onto a non horizontal surface...

This is interesting from the Triumph service training notes manual and shows the acceptable pump pressure range at cranking revs plus the means to reduce it if too high....

Perhaps the free to download Vitesse manual (same doors) at vitessesteve.co.uk would be useful...

Surely thats a mk1 block as its got the bulges into the push rod wells that match the mk 1 gasket and which the mk2 gasket doesnt have! The PO must have thought he had a mk2 engine (logical) and used that gasket but it had no chance of working. The mk1 gaskets supplied nowadays dont seem to be copper but a composite....

Yes bearings never changed in the gearbox it was just the synchro rings and some gears although ratios stayed same....

Yes or it could be overstamped GR after a recon☹️

The D type overdrive was used on all models of GT6 as reportedly it never got the layer J type. The gearbox however did have changes so you would need to check its serial number as that should hopefully indicate its internals....

A higher octane fuel would help here with pinking so that the mix doesnt ignite prematurely before the flame front reaches it...