thescrapman

That looks flashy. i just have the black cardboard tank cover and vinyl cover over spare wheel.

You can fit a complete single rail 1850 box into a 3-rail case. You need an inch off your propshaft. If you can find a complete 3-rail 1850 box it just fits straight in. Very rare box. Mainshafts are currently very expensive. Short adaptor plates for J-type are extortionate.

I am impressed they have records back to 1968.

He is somewhere warm apparently.

Some 2.5 are fitted with HS4 as standard. The low HP / higher torque one. I have driven one 3 times now, on front of an BW65 as well just to make things worse! First drive it wouldn't pull the skin off a rice pudding, Topped out at about 50. I did 75 miles like that. 😞 Found rocker gaps were 200 thou, that is what happens when someone nicks the correct pushrods to fit to a customers engine and fits a set of Vitesse ones he has to hand and then just puts the rocker cover back on after tightening adjusters as tight as he can. Once sorted it was not bad, and would rev quite nicely, but you could not hear yourself for the knocking from the engine, Anyway, back to the point, it has a 2.5S engine now, on the same HS4, revs cleanly up to 5000, pulls like a train, and you can spin the wheels pulling out of a junction if the owner isn't with you, so 1.5" carbs can work fine on a 2.5.

I can't help but think that is a major design flaw..... I guess it provides the ICE equivalent of range anxiety in an electric car.

If you had to bore the block out, why would you have small and large journal camshafts? They would all be the same size?? The bearings that fit with a standard 6-cyl camshaft are possibly designed to repair a block that has been used with overly strong springs and it has ovaled the journals.

Pete why dont you trailer it home? I am not convinced I would take it on a motorway journey untested. Or devise a route of little lanes etc, where it doesn't matter if you break down. Cheers Colin

I thought the bearings push fit into the block, and the journals on the cam are reduced in diameter to suit. So you just get the 6-cyl cam made with reduced journals.

Is it a Mk3 bearing type camshaft, or a Mk3 grind on a non-bearing sized blank. And I think you have FH14HE. But I only used it and it was sha**ed. Never looked inside.

How was the prop being taken off incorrectly manage bend it like that? Did you try to snap the bolts using the prop as a lever?

Same material as the crank bearings

If the GT6 isa Mk3 then the gear angles are different, that may explain the different feel

Have you checked the thrust washers on the crank, if they have fallen out clutch actuation will be very poor, as will you when you come to fix it.

I reckon the L is a poorly stamped E for Factory Reconditioned Engine.

I always understood they were just not available anywhere. You probably need to ring someone like Canley Classics and enquirer as to availability, will be secondhand whatever I suspect

I had one of those engines, very similar engine number as well, I sold it to a Herald owner to give his car a bit more go. Had an SAH cam in it as well. Not sure it ever made it into the car.

Pete I think you have more repaired and strengthened rather that modified the chassis. Modified has so many other connotations, many of which could be mis-construed. Perhaps replaced with a rebuilt chassis that has been strengthened at the known weak points? And definitely up the value.

Can you get to their website? https://talkingpicturestv.co.uk/schedule/

There was another really good couple of films on Talking Pictures last week. One was called All About England, basically an advert for Austin ( pronounced Orstin) with people driving their cars in various areas of UK, Lakes, Dales etc. Other was called Hillman Minx in the 1960's, about an attempt to drive a Minx for 20 days solid on Belgian Pave to prove it. It was driven by all female crews (the greatest Minxes as the commentator said, different times)

That looks like the original material, certain wasn't hardboard or plywood from factory.

I would have thought it would be no less reliable with Cam bearings, especially as original is for cam to run in the block itself. do not be tempted to fit stronger valve springs.

Bends the back plate as well. And if a proper gorilla does it, snaps the side off the bellhousing ( Welll an alloy one)

Mmmmmm EP90 tainted biscuits. lovely

I had it on my Mk1 2 litre Vitesse engine, eventually resulted in a cracked valve. Had seats fitted at that time, it had done 20k odd since having poor seats heavily ground in to get a good seal in the early 90's. ISTR a couple of Mk1 2000 saloon with very bad VSR, they'd were driven hard. I had seats fitted to 2 other engines whils,t they were under going major rebuilds, the seats were going to have to be cut back to clean them up, so I reckoned worth the extra cost at the time. It is very rare on Triumph engines I think is the conclusion.