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heraldcoupe

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heraldcoupe last won the day on July 5 2016

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  1. You really shouldn't have to though. The clips should be broadly parallel from top to bottom when in situ. If you have to open them out at the top then they will still be too narrow at the base, Not really, there may be a degree of angling backwards, but the lip should not be far off vertical. Cheers, Bill.
  2. There are a couple of issues at play. Firstly, are your clips wide enough to accomodate the thickness of the doorskin and the flange of the weatherstrip? Don't rely on simple coloration, the green finish is simply a preservative finish, many different sizes are produced in the green finish usually associated with the correct clips. Secondly, have your doors been re-skinned? If so, the return flange which the seal locates onto is often deeper than on the original panels. Result is that you need a deeper clip than the original or the weatherstrip will at best be located by only the very tip of the clip, it needs to be driven fully home to work as intended. The job can be unpleasant even with all the right parts, with the wrong parts it's likely to be a complete nightmare. Cheers, Bill.
  3. Hah! I've seen it ruck under in tight corners, which is how it often leaks. But if it works for you ... I'll still be getting to ocasional shows in one guise or another, make sure you have a look at my low profile seal when you get a chance. There are quite a lot of them in circulation fitted to GT6s, you'll find a few of them at most Triumph shows if you're nosy enough... Cheers, Bill.
  4. The regular bubble profiles are too large and won't compress sufficiently, trapped air or not. There is a perforated seal which I've supplied for other applications, it expels the air but won't collapse sufficiently in the GT6 application. The original GT6 Seal was of course a bubble type, a strangely complex profile formed with a double contact area in a 'B' profile. This is no longer available, however the low-profile bubble section I've been selling for the past 8 years has been well received by those who've used it. It was extensively tested in 2009 and has been popular ever since. The single lip type has been subject to a lot of negative feedback, though Colin has evidently found it adequate in his case. It is a cheap profile to buy - look for Herald/Spitfire/GT6 bulkhead seal as this is what many specialists offer in this application. Cheers, Bill.
  5. Can you post of a full side-on image of the car? This will show us the height relationship between the rear shell, door, bulkhead and bonnet. I suspect a poorly executed chassis rebuild, but the root cause could be in one of several different areas, Cheers, Bill.
  6. Glad to find this, I thought it's absence from the online events calendar meant it wasn't on this year.
  7. Quite possibly, or probably. While a BMIHT search will provide the date any given car left the factory, time of day is going to be pretty much impossible to test. I try and satisfy myself that the highest commission number should be the last one to begin the production process. I'm sure that even them there will be some anomalies, but at least the commission plate will be the last of it's kind ever made... Cheers, Bill.
  8. The car behind the Herald is a GT6, Cheers, Bill.
  9. All that you've suggested is straightforward enough. The Saloon bulkhead will need minor mods to the header rail to meet Convertible spec. plus the post-1970 windscreen wiper setup is differentl;y spaced, so the swap would be obvious to anyone who knew Triumphs fairly well. It's quite a common swap, but I'm personally reluctant to leave telltale signs of 'bitsa' restorations. Similarly, the late bulkhead will have three air intake panels, the earlier one will have only two. Reading between the lines, I guess you're proposing to leave the Vitesse bonnet on the Vitess chassis, with the bulkhead swapped from the Herald. There should be on issues with alignment in this respect. Fitting the 1965 body to the 1971 chassis would be more problematic due to changes to the body mountings around 1966. If you wanted to do this I can provide more detail, cutting and welding of the shell is necessary, Cheers, Bill.
  10. How well do your doors fit? Do they kick out at the lower back edge? This would indicate bodytub spread as the shell opens up across the B-posts, closure across the boot aperture is a further symptom of the same problem, Cheers, Bill.
  11. There was a special gearbox which I understand was unique to the South African market, a 4-synchro version of the regular 3-rail, 3-synchro box. Not to be confused with the Spitfire MkIV gearbox which shared little with the 3-synchro type. John Kipping acquired original spares stock for these gearboxes, which allowed him to produce 4-synchro versions on exchange for 3-synchro boxes. Cheers, Bill.
  12. Those fitted as original equipment to early Heralds were dowelled to the rack, providing very positive location. The Mk2 aftermarket mounts rely only on friction, with some being poorly dimensioned and cracking when clamped to the rack. If you have a good set then they will remain good, but there are plenty of reported failures. Cheers, Bill.
  13. One thing which has been overlooked is the TSSC's former USP - Unique Selling Point. It was the club for owners of small chassis based Triumphs. I first joined when I bought a Herald, I wasn't particularly interested in other Triumphs and looked to a club which primarily catered for my Triumph. As I got involved with other Triumphs, I joined the 2000 Register when I owned that model for much the same reason. Later I joined Club Triumph as the long established club for all Triumphs, and the Standard Motor Club when I bought an Atlas. When the TSSC opened it's door to all models it diluted it's appeal to me, I already belonged to another club which catered for Triumphs in general and had been doing so for years. There were various others doing the same thing which I could have chosen. Cheers, Bill.
  14. Throughout production, there were two interchangeable designs of pinion gear for the steering rack. One of these is approximately 1" taller than the other and makes clearance between the joint and the suspension tower rather close. When it does foul, it's most often the upper nyloc nut which makes contact rather than the coupling itself, the problem can usually (but not always) be overcome by fitting a low profile nut in place of the standard full height nut. The taller steering pinion became more popular in the 1970s, it's very rare to find one on an original Herald or Vitesse, even though both part numbers are listed in the respective parts catalogues. With so many reconditioned exchange steering racks being in circulation, in addition to the cheap aftermarket racks which are now available, clearance issues are likely to become more common. While the joint is usually marketed as an upgrade, one of the underlying reasons for it's popularity is the shocking quality of current reproductions of the original type. Cheers, Bill.
  15. Early cars including all standard 948s and very early 1200s had the 2-bulb lights with peaked lenses. These were changed in very early 1200 production to the smaller single-bulb type. The 2-bulb lamps reappeared in early 1965. Be aware that throughout the period when small lamps were regular fitment, the larger units were being used in certain overseas markets, including some where a large lamp with single bulb was fitted. This meant that bonnets with both size apertures were rolling down the production lines simultaneously, with some large-lamps still finding their way into UK production. From the large lamp's wholesale reintroduction in 1965, the peaked lens continued in use until 1969/70, when the smooth lens was introduced. It wasn't only the lens which changed though, the earlier lamps the peaked lens have a backplate incorporating a metal divider between the two bulbs. Those with the smooth lens lack this divider, the lower profile of this lens prevents it's inclusion. Cheers, Bill.
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