thescrapman

Defiantly aftermarket manifold, it has collector boxes. I would go cable throttle, the Kangaroo throttle is bad enough on a rod linkage, let alone a bodged in one, with reduced travel. Would be totally undrivable.

WSM - Workshop Manual Have you had any work done on the engine? Thinking head or block skim to clean up face to increase compression a touch. there is a working range of angles from the horizontal for the rockers, is yours within the window?

And if the DVLA are having a bad day the car gets crushed as not having a definable identity. What category damage was it! Did you get to keep log book and does it need an inspection to put back on road.

Neil, 2 people can easily lift a bare tub on and off a chassis, no need for a crane.

So it is Vitesse 1600 front suspension or Spitfire/Herald.

Dave I do remember you posting a photo a few years ago of gearbox parts, and there were racks of them, all lined up.

Have a word with Scolar on the A140, see what they do about balancing.

I am sure Dave has already had a few clear outs. Sure he disposed of all his gearbox rebuild spares a few years ago. He also posted quite a few years that he had 1000 ( or was it 1000's) of engines, can't see him still having all those.

They are Girling so probably original to Vitesse. Will be Tyoe 16. if the caliper bolts do not align they are type 14 calipers so off a Spitfire

John member booking openned last week of November, and was exclusive for 2 weeks. has been fully open since 9th Dec

Bookings are also,open to non-members as well now, obviously at non-member prices. not many camping spots left apparently

Get a PI cam which is same profile as Mk2 Vitesse I think. Basically aim to end up with a 2.5pi engine on HS6. Needles etc are known, so not too much playing to get it running fairly well out of the box

There is also "Laura the weld" just north of Colchester, but as her name implies, she just welds, so you have to do the rest afterwards. She has repaired about half a dozen TR body shells for a friend, quality of work is excellent. She is now setup in a small workshop, so prices have gone up to cover rents etc, but still excellent value, she has a waiting list for bigger jobs.

I have the remains of 3 big saloon engines that have suffered same failure, all at least 20 years ago, so heads dropping off valves is not new. And boy does it make a mess. I would replace the con-rod just in case.

Paula, I would go further north to Norfolk and get much more for my money. Give Andy Dann a shout, that is the sort of thing he specialising in.

All Herald and Spitfire rear radius arm bushes are the same. bigger hole in middle sounds like bottom bush in front shock perhaps?

I work in the Electricity distribution industry, but that is slightly misleading as I do IT support so the nearest I get to the big voltages is listenning to the transformers humming or (if running at over 100% capacity) rattling in the substations. We do plug our UPS into commando sockets under the floor or on the suspended ceilings.

I would use a 15A commando socket wired directly back to a separate breaker in the fuse box via a heavy. Cable. and that is exactly what I did with mine.

I was with FJ for many years, starting when it was owned by Peter James, good to deal with, then he sold it and I had a number of years of the premium doubling or more every year, having to ring up and get them to put it back down, and repeat following year. Now with Peter James, and have a very "non-normal" policy. Multi-vehicle policy, 10 cars, newest is a 21 year old Discovery, 10 named drivers, unlimited mileage and Class1 business use. I expect next year's renewal to be about £750 Very good to deal with, admin fees a bit steep in my view, each time I make a change.

Jack, the advantage of Triumphs is they were built from a massive common parts bin. And money was always short so there is lots of commonality. So there is actually very little different between a Spitfire and a GT6. You have identified just about all the real differences.

Consensus has turned to not bothering, Triumph heads seem pretty good at resisting VSR

I assume you have purchased inertia belts. They usually need 4 points, the car was designed for static 3 point belts.

The is always Scolar on the A140. The Mk1 2 litre engine does seem tehe most vulnerable to VSR, though still rare. I have had some head repairs and unleaded conversion done there.

Austin A60 originally https://mgaguru.com/mgtech/ignition/pdf/lucas_distributor_specs.pdf

There was a well known member of another Triumph club that kept having failures of his front wheel bearings, always at awkward times and never long after the previous ones, but never in our presence. Then one day they failed whilst on a group trip to France, and we saw him tightening them up with a 3ft breaker bar after replacement . Did not have any more failures after that... 🙂