KevinR

If that is the case, then you've got "Content I have not read" selected. You can change which setting you use - I have "Past 24 hours" selected, and the items simply change from bold to non bold when I've read them.

There should be no reason you cannot find something you are looking for, all the tools are provided. The "view new content" screen has a side menu that allows you to filter the new content. Content I have not read New since my last visit Past 24 hours Past Week Past 2 weeks Past month Past year Just Items I follow Items I participated in Items I started Filter by forum If this isnt a wide enough range of filters for viewing new content, what is ? And there is always the the SEARCH box, and the advanced search function (gear beside the search box) The Recent Topics box shows the STARTING of a topic (thread). When a thread is added to, then the thread is NOT moved back to the top of the Recent Topics list - you have to use the View New Contents function. If any of these appear to be out of date, then it is probably your browser software, or you are loading an old cached version, rather than the latest page direct from the TSSC forum server - you need to force a proper page refresh from your browser (CTRL F5 from Internet explorer, may be something different on other browsers, and how the ???? do you do you perform refresh on a tablet ?)

With the current settings, only signed in forum members can view thread. When the forum was original setup, anyone could read a thread, but this was changed a few months ago to plug a loophole where "guests" were able to post messages,and this "feature" was being abused by spammers who were posting their adverts for generic erectile dysfunction tablets. At some time in the future, the forum will be opened up again for all to view, but I believe that a software upgrade is required to prevent guests from posting messages, and tis will need to be installed before it is opened up again.

Looking at the part number on the Rimmer Bros website, it looks loke the relay that they propose is a general purpose relay for things like the horn, and it appears to have four terminals. The original Triumph horn relay (no longer available new) had three terminals, which means that there is a "common" inside the relay - at the C2 terminal. These terminals were marked C1 - which goes to the horns, and the other side of the horns goes to earth C2 - which goes to the (fused) 12V supply, and on to other things that need 12V, so W1 - goes to the push button on the steering wheel, which is then earthed when pressed. The new relay has four terminals, with the relay coil connected to two terminals and the switch contacts to the other two. 30/51 - this is where the 12V supply needs to be connected, and bridged across to the 86 terminal 85 - this is the equivalent of the W1 terminal 86 - connect to the 30/51 terminal, and as a pair they are the C2 terminal 87 - this is the equivalent of the C1 terminal

British Motor Heritage made a run of new TR6 body shells about 15 years ago, and I recall that at the time they were selling for between £15K and £20K. Although BMH themselves are sold out and will not be making any more, there are a couple of traders that still have them in stock, and the current asking price is in excess of £31K each, including bonnet, doors, and boot lid.

There are an immense number of panels that are no longer available, and for which the press tools no longer exist. As a rough estimate, it would cost several million pounds to retool just to make the panels that are no longer available. A typical press tool to manufacture in any significant volume costs at least £50,000, and complex panels need several press tools which are pressed one after the other to form the panel. To recover the costs, and sell the body shells for a tolerable amount, there would need to be a credible market for at least 1000 body shells, and the bodies would still need to sell for more than £20,000 each. It just isn't going to happen in the quantity necessary to drive the price down to a reasonable level as the demand just isn't there. On the other hand, how much would a NOS body shell be worth to someone that wants a "new" car - there are a few out there if you know where to look

Triumph weren't the only people to use these bonnet locks. They were also used on some race cars of the era, including some Cobras. It was not uncommon to weld threaded studs on the inside of the panel and then secure with nuts. As you are building from aluminium, you could weld some aluminium screws to the panel, and then grind down the outer surface to make them invisible.

John, Getting even closer to the finished car. I see you've mounted the new bonnet catches ith screws in the traditional way. Why don't you take the opportunity to weld in some studs for an invisible fixing system.

Removal and refitting of the valve guides is probably best left to an experienced machine shop, who have the correct equipment to both replace the guides, and recut the valve seats concentric with the new guides. If the head hasn't been converted to unleaded, now is the time to do it, as re-cutting the valve seats after valve guide replacement will destroy any "lead memory" that you may be benefiting from at the moment.

Although the V888 form has provision for one of the previously registered keepers of the vehicle to request information about the vehicle, I very much doubt that the DVLA will provide information about the vehicle for the period after it left the keepership of the person making the request. The form asks two questions - "What information do you want and why ?" and "How are you going to use the information ?" If you currently own the vehicle, then answering that you are researching the history of the car, so you need copies of previous log books etc so you can see if there have been any colour changes and engine number changes, and to see which regions of the country the car has been kept, and you want the information so that you can complete a history file for the car, then you are on to a winner and the info you get will be very comprehensive - microfilm prints of all previous V5s and notification of change of keeper slips, and sometimes old MoT information. If you don't currently own the vehicle, then I suspect that the questions will be much harder to answer in a way that will illicit the name and address of the current owner/keeper. If anyone has managed to get the current owner/keeper data about a car they used to own, please share your experience and what answer you gave to the questions posed on the V888 form.

This will not work as you do not own the car, and are not its registered keeper. The V888 scheme is only for finding out about the history of your car. There are other ways of finding out who owns it now, but they are illegal unless you have a legitimate "law enforcement" reason to know. The Police can look the details up on the PNC, but if they do this it leaves an audit trail, and they can be prosecuted if they were just helping a friend. If you were involved in an accident with the vehicle you can legitimately get the DVLA to supply the details, but if you tell a lie to get the details then you are committing a criminal offence. Similarly the various parking operators that run car parks can get the details, and again, if they abuse the system then they can be prosecuted.

The spring is not handed, so it can be swapped around. Some original springs are marked to imply they are handed, but they are not. The problem is, that the sagging is probably not caused by the spring, it could be a problem with a stiff/seized trunion bush or other suspension component.

Mick, Performing a global reset is not something I can do as a moderator, and I suspect that Simon Morgan - the forum admin - doesn't know the software settings well enough to get the setting right. Next time Simon and I manage to get together we will try and do a reset, but in the meantime you can set each section up to give recently replied to posts to come up first by using the CUSTOM settings button in each section. Show all topics, sort by last post sort order descending (Z-A) Time frame show all then tick the remember filters box and click update filter. This will need to be performed for each section, one at a time, but once done it should (hopefully) remember the settings every time you go back to visit that section.

The engine used in a Herald does NOT use oil seals on the valve stems. The valve guides are not designed to take oil seals, and fitting oil seals can cause the valves to seize in the guides.

Aiden, If you are hosting the photos elsewhere then you use the "image" button and paste the URL of the photo in there and it works ! The URL of the photo needs to end in JPG, or TIF, or other recognised photo extensions. The direct link you quoted above contains a load of rubbish after the "JPG", and it is this that the forum software is objecting to. When posted correctly it works http://i87.photobucket.com/albums/k132/aidantupper/IMAG0054_zpsb506994d.jpg

Alan, Just because you get 60psi on the oil gauge does not mean that you have 60psi in all the critical areas of the engine - in particular the main bearings. You may well find that you have starved the front main bearing of oil and damaged it. There is a lot of information out there about the pit falls of the external oil feed. Kas Kastner did a lot of research in the 60's and 70's concerning the oil pressure seen at each of the main bearings, and because of low pressure at the front bearing he invented his "octopus" system to bypass the oilways in the block and feed oil direct to the front bearing. For lots more information, just google Kas Kastner Octopus. I would much rather replace a worn racker shaft than replace the main bearings that have been starved of oil - along with the likely crank regrind, but one pays ones money and makes ones choice.

Now where have a seen a rear prop shaft U/J that looked exactly the same as yours ?

If no profile height is specified then it is assumed to be 80. If the car is fitted with 155 13 (80) tyres now, then you should replace them with 155 13 80 tyres. Using any other 155 13 profile tyre will make the speedo inaccurate. If you want lower profile tyres then you need to also go for wider tyres to maintain the rolling radius. Lots of calculators out there, but this one is done by a Triumph owner - http://www.mintylamb.co.uk/?page=tyre.htm

Just been outside and looked at mine in the garage - it's a long term restoration project that has been off the road since 1986, so it's likely that the dials are original. Comparing my dials with NeilF's, my fuel gauge, temperature gauge and rev counter are the same, but my speedometer is slightly different. My Speedo is still a 140mph one, with an orange needle and the three jewel lights as per NeilF's, but it is marked from 10mph to 130mph in 20mph increments, rather than 0mph to 140mph in 20mph.

Just checked Ebay, and the offending Vertical Link is a recently listed item. I shall refrain from giving its item number, or seller details, but attached below is a picture of the threads extracted from the auction listing. As you can see, it is in a downright dangerous state, yet the seller describes it as being in "Good Condition". Dont go near with a barge pole !!!

Garry, Connection number 1 is having the coil screwed down properly - it wont work if its not screwed down. Connection 4 is required to make the car start, but you can "hot wire" the car by connecting a wire direct from the terminal on the coil to the +ve of the battery and bypass the ignition switch - this is what the thieving scroates used to do (still do if they are old enough to know how)

MK3 spit should have a mechanical rev counter driven off the distributor. I think that the MK3 Spit pre-dated the 6V coil and ballast resistor arrangement, in which case there should be four connections to the coil. 1. The coil body itself should be grounded. 2. The thick HT wire from the centre of the coil should go to the centre of the distributor cap. 3. A thin wire should go from one of the spade terminals on the coil to the points in the distributor. 4. A thin wire should go from the spade terminals on the other side of the coil to an ignition switched 12V line (at the ignition switch) The MKIV Spitfire had an extra wire going to the coil to implement the 6V ballasted coil arrangement. Wire (4) above had a 1.5 ohm resistor in it (on the MKIV Spit it was a discrete resistor sat beside the coil, on the 1500 Spit it was a length of wire going back to the ignition switch and it was a resistive wire. The extra wire went from the same coil terminal to an auxiliary contact on the solenoid, so that a full 12V was applied to the coil during cranking, but once the engine was running, the coil got 6V and 6V was lost across the ballast resistor.

A propshaft U/J can suddenly go from being "tolerable" to shaking the car apart in a few hundred miles, and the vibration can be very severe. It's well worth jacking the car up and checking the to see if one has failed - probably the rear one. Relatively easy repair, although it may be easier to buy a new (balanced) prop shaft and fit that - less phaffing with the bearing caps.

And what about those of us who want the paper copy because the internet is too slow to read the Courier online. Reduced print run = higher cost per copy printed. If you really feel strongly about it then you need to write to Ben Broadbent, the Club General Secretary and make your case, and even ask for it to be raised as an agenda item at the AGM. Just discussing it here on the Forum will not make it happen and will not bring it to the attention of the "management". On the subject of the MSA publishing on line as well as hard copy, their membership is pretty captive, due to membership being linked to the race licence rather than the magazine, and they are unlikely to loose members who are able to read the magazine online for free rather than being a member to get the magazine. It also appears that the MSA get VAT exempt treatment because of their status of being a sports organisation, rather than a membership club like the TSSC, so a move towards online publishing of the magazine in lieu of hard copy does not impact them, where as it would impact the TSSC. From doing some reading of some HMRC documentation about VAT exemption, it would appear that the TSSC would loose out disproportionately if there was such a move, and it would actually lead to the TSSC handing over 20% of their membership subs to the tax man, rather than investing it on Club services and keeping a member of staff employed. There are always two sides to each story, and some of the background on one side is not always immediately obvious.

In this instance I think that there is a perception that the saving in the cost of the printing and distribution will be significant. In reality, I suspect that any savings from not printing and distributing the magazine to the (few ???) members who would prefer to view it on line, will be more than swallowed by the VAT implications. The assumed cover price of the magazine may well be set to ensure that the membership subscription is free of VAT, but the cost of producing the magazine is not restricted to just the price of printing and distribution, it will also cover in house production staff costs, and an element of the cost of the IT equipment to produce it. The magazine content will still need to be "edited" and assembled into a magazine, and if there is a printed edition and an online edition, there may need to be differences in the layout, so the production cost will increase rather than decrease, and large elements will now not be able to be offset against VAT, so it will cost even more. Ben, the Gensec, is financially very switched on, and I'm sure that the CoM have looked at this more than once, and if it was a genuine viable way of saving money then they would have moved in that direction, and as they haven't, one must assume that it isn't financially viable (at the moment).