Stratton Jimmer
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Posts posted by Stratton Jimmer
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On 07/05/2022 at 07:01, Mathew said:
Obviously check gearbox and differential oil levels.
Welcome to the crazy gang Rugsta. My 71 GT6 developed a clunk which cleared after I topped up the oil in the diff. Mathew is right to start with the easy things.
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I did as directed by Uncle Pete and she runs and runs better than with the HS6 carbs. (I'm open to offers!) My brother Bob gave me a hand. He has a mk3 Spit.
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Seen two grinder discs shatter in the last year but none in the ten years or so before. Just wondering if the discs themselves could be at fault. We use dozens of them down the Swindon & Cricklade Railway. Hoping your injury is only temporary Wimpus and you will be back fully able very soon.
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Hoping to be there but only as a spectator.
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I now need to get some bits to connect the cables to the carbs. You may have noticed the fuel line has been patched with rubber tube. That was because the metal tubing had two very tiny leaks that only came to light when I manually primed the carbs via the fuel pump. A replacement pipe is now being sought!
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The donor manifold was an earlier type with the throttle linkage mounted to a pair of bolt holes the upper hole being where the lower hole of the new manifold is. I figured that I just had to mount that assembly slightly higher and shorten the link rod. Out with the files to extend the mounting plate holes and with a judicious bend and a hacksaw, the assembly should fit. I hadn't counted on the lagging of the exhaust manifold snagging the link so I ground off the offending corner. A snug fit was now possible.
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I ended up with the garden table covered in parts. Some just removed and others from the donor parts (obtained from Symonds Classic Car Components).
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Taking off the SUs was the easy bit. What makes this job tricky is starting with a mongrel car. The engine is of unknown origin, the manifold appears to be a late GT6 one, the "new" carbs are CDSE but originated from a large saloon judging by the throttle linkage.
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Having rounded up some bits and pieces including the carb to manifold insulation spacers (which are made of unobtanium), it was time to remove the HS6 SU and fit the CDSE150s. Photos and updates to follow:
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My cable routing seems to be exactly as Pete's Vit and NonMember's GT6.
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Good to hear that you got a result.
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Probably a daft question but is the cable routed correctly through the tunnel cover? It is one of the annoying things about my 6 that I have to disconnect the tacho cable at the dizzy in order to remove the tunnel. There is a hole through which it passes and it is the only cable that uses that hole.
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DUNLOP T 175/70R13 are really good on my Sixfire. I don't yet have them on the GT6 but that is my plan as pairs come up for replacement. The GT6 currently has a Chinese brand which seems OK but nowhere near as good as the Dunlops.
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On 14/04/2022 at 13:27, Stratton Jimmer said:
GT6 1976
Nobody spotted that GT6 were no longer made by 1976. I didn't even though I typed it. I have informed Richard of the erroneous "mgaguru" paperwork.
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I think you are spot on in that it is a 45D6 clone exactly like that Powerspark unit. Anyway, I have had the Sixfire running this afternoon and it is sounding pretty good. The Powespark units seem remarkably cheap - less than £70 for their electronic unit complete apparently including VAT and delivery! For now I am sticking with the Pertronix Ignitor 1, Viper 0.7 ohm coil and a red rotor arm. Thanks everyone for your words of wisdom.
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Got in touch with Richard Symonds and he has sent me a link Book2 (mgaguru.com) which shows that 45D6 were fitted to 2000 MkII 72-75, 2500TC 75-77 and GT6 1976.
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4 hours ago, Colin Lindsay said:
If you can find the serial number / type number I can reference it.
I removed the dizzy and found that it is completely anonymous. There are no numbers or letters to be found anywhere on it. The engine (as I think I mentioned once before) was supplied by Yorkshire Triumphs and is of unknown origin as its serial number had been ground off and the characters PBD001 stamped there in place of the original numbers. Guessing that that might be the initials of either a company or a person, does anyone know of anyone having such initials - PBD?
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13 minutes ago, clive said:
Looks rather like a 45D6
There is an uncanny resemblance thanks Clive.
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Thanks, I will pop it out and see what lies there.
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I can't find any identifier on my dizzy to tell me what type it is. Here are a few photos if anyone can help me to identify its brand and model. The last photo with ruler in place, indicates it to be approximately 3" in diameter. Thanks in advance.
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On 09/04/2022 at 13:23, Mathew said:
ride out this madness!
Filled up the GT6 yesterday at Sainsbury - lot cheaper than Mathew paid.
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JPR90G (Mk2) was indeed Angie's motor. It featured in the January 1996 edition of Practical Classics. I kept my copy! Also featured were RLD684E (Mk1) and YPU353L (Mk3) belonging to Trudi Squibbs and Dave Aspinall respectively.
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Angie is helpful lovely to chat to. I have ended up chatting to her for ages and she is so knowledgeable about all sorts of things Triumph!
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On 01/04/2022 at 08:58, Richeee said:
Am officialy now a club member.
Welcome to the club!
Spitfire Six Bonnet Fit
in Bodywork & Fittings
Posted
The Sixfire has a fibreglass bonnet and had been fitted with twin gas struts which made raising or lowering the bonnet an absolute doddle. Only snag is that there was no gap between the bonnet and car when it was lowered. Removed the covers and found the adjuster was fully back. Slackened them off and tried to move the bonnet but it just moved back. In essence, the twin struts were too powerful for the adjuster. I took one of the struts off leaving just the nearside one on and hey presto, the bonnet is now adjusted with a nice panel gap. Be wary if fitting twin gas struts!