thescrapman

A "Shush-Shush" rubbing type sound as you drive along can be a wheel bearing starting to fail.

You do not say if you have a Herald (GE engine) or a Spitfire (FD engine) but both engine numbers signify a small crank 1300. FD would have had a better cam profile from new, and twin carbs obviously. It is not that odd that the engine has been changed at 56k. Cheers Colin

I think I can remember them all..... As mentioned early 1850 has a GT6 style 3-rail but with a J-type. All 4-synchro. Late 1850 has a single rail 1300 dolomite will be single rail non-OD 1500TC will be 3-rail 4-synchro non-OD Toledo will be 3-rail 4-synchro for early ones and single rail for the very last ones. Both non-OD 1500HL will be either single rail with J-type or non-OD 1500SE is single rail non-OD Sprint is a TR box. All Dolomite is 4-synchro. Cheers Colin

That is not a rotoflex spring. So really should not be used on a rotoflex car. You could "bodge" it by removing the spring and wrapping the clamp sides under the spring leaves to provide the clearance. Or buy the correct spring. Cheers

Mark Is the car mobile? I have a friend nr Norwich who may be able to assist. You can give me a ring if I can help with info initially, number is in the mag. Or you could try Kevin the Cambs AO for a chat on the phone. Again number in the mag. Cheers Colin TSSC Suffolk AO.

Sometimes the insurers get twitchy because you have fotted your winter tyres to steel wheels to protect your nice alloys from the road salt. Is that a modification? I suppose so if taken looking at it with no knowledge. I suspect they would use any excuse to try to avoid paying out if given the opportunity. Cheers Colin

Stu There is a pretty good chance it is the original engine, the engines and bodies came down the separate lines at about the same rate, so they are usually within a few 1000 of each other, regularly with a couple of hundred. Alos, you mis-read the final letter, it is an "E" Cheers

I didn't say put the Courier online for free, you put it in a members only area. It is very easy to implement a secure area, well I would hope so as the club handles credit card details online. Is there anything to say you have to have your Courier posted to you? I was proposing that they were delivered to a central distribution point for collection in person at a later date. There is a magazine, with your name on it, so there is no doubting that you have paid for a magazine. A full audit trail for any interested party to follow. To insist that the magazine is delivered to the member in person precludes people who use a PO Box, or who are overseas and have it delivered to a relative etc. It would save the club the cost of posting it out, and members could then donate their unwanted magazines for resale after a few months. So double bubble for the club. If all else fails you pulp them and sell the paper. It is still a few quid in the pot. You could print "ecconomy" versions for the "collect in person" to save even more money. Cheers Colin

There are 2 different castings for Sprint Wheels I think. You can tell them from the outside by the thickness of the polished sections on the spokes. Cheers Colin

There is no reason why the Courier can not be placed on the club website at the same time it is posted out. The problem comes when people ask for a discount in lieu of receiving the print version, both from a taxable position and a revenue position. You could probably get round the taxation problem by "keeping" the members printed version for them in a store, and not offering a discount on the membership. Cheers Colin

There are definately different versions of the Mk1 manifold. That may relate to big saloons and GT6/Vitesse, but I haven't managed to find a pattern. One version looks "stronger" that others, but that is all I have found. Cheers

The steering locks are getting thin on the ground, and can command quite high prices. May be better to wrap the column in tape so it doesn't look like it ever had a steering lock, and mount a switch on the dash. Hopefully the MOT guy will not remember the car is supposed to have a lock. Cheers Colin

BArry There are a few versions of the Alloy Bell housing, from an almost smooth case, to an Alloy version of the fully ribbed cast iron one. They were just fitted to the first few years of Herald orginally. Canley sell a modern copy of the latter, but it is also suitable for a single rail gearbox. Be careful of people confusing a Vitesse/GT6 one for a Herald/Spitfire one. They are very cheap! The early almost smooth one and the medium ribbed ones are prone to cracking. All versions can be expensive, £100+ For the true "enthusiast", you can get an all alloy bell housing and casing combined, is 3-synchro only, and can be fitted with a Spitfire OD mainshaft, to allow a D-type on the back. They are very light, and very expensive, for racers only really. Cheers Colin

Well it is now the 6th and a lot of members still do not have their magazines. Mostly those nearest to where it is printed and distributed from it seems... :-(

The problem is not glass alignment, but that the bulkhead has leaned backwards. This is usually caused by weak sills and/or poor repairs in the past. Cheers Colin

Because 30 years ago, it was standard 20W50 and more expensive 15W40. Technology moves on and so does demand, hardly anything needs a 20W50 now. Modern 15W40 are too thin really for the Triumph engines, especially ones that are not in 100% condition, it tends to give low oil pressure and find gaps to leak out of that a 20W50 doesn't. And try to avoid the cheapo 20W50's, some of them really are a bit rubbish. Look out for Valvoline on special at Euro Car Parts, or splash the cash and go for Millers 20W50 (or even 20W60) Classic Sport. Neither will disappoint.

Huw I suspect the suppliers are getting lazy and supplying something "almost" correct. If you can, it is worth fitting Freelander studs and suitable nuts (M12, I use Fiesta ones but then i do not have the centre caps on my Mk4 Wheels). The studs are £1 each, and the nuts about 90p. Cheers Colin

That 99 sounds very good for a big saloon engine, they were about 85 (new bhp) as standard. Also, the 104 for a Vitesse is "old" bhp, so is about 95 in "new" bhp. You have a very good engine there! So stop fiddling and get out there and enjoy it... ;-)

Neither did I, but lots of people might have done! And if the club is not affiliated to teh MSA, then they can ask other members if they want to go on a picnic as well via the forum, or in the magazine. At the moment they can not, unless they apply for a permit. I joined another Triumph club that arranges permitted events. Cheers Colin

John There can be positive reasons to drop the MSA affiliation, and quite a few Classic car clubs are doing just that. This is as a direct result of the latest, almost draconian, position of the MSA. If the club does not organise any competitive events (which the TSSC does not I beleive), then the greater freedom to arrange such things as runs out from a pub, or to a show that can be gained from not being affiliated is very useful. As the club has public liabilty insurance, then they will not need the additional cover provided by the MSA as they are not organising competitive motorsport, which might well be excluded from the clubs policy. If you are not tied by the requirement to apply for a permit if you want more than 1 car travelling anywhere at the same time, then the club is free to organise social events, and advertise the fact it is organising them, and also allow the members to advertise the fact. I suspect there are also substantial financial benefits of not being affiliated. I had expected the club to drop the affiliation. Cheers Colin

It is possible to describe them in a different way! For example is it a "4-branch performance exhaust manifold" or a "stainless steel tubular manifold"?? Is it a "Spitfire big brake upgrade" or "Standard GT6 uprights and calipers and ventilated discs"?? That sort of thing. If any part is from the Triumph parts bin, then describe it as a standard part as fitted to the other model, rather than as an upgrade to your model. Cheers Colin

You may be better off converting to the later studs and getting the matching nuts. Or convert to M12 studs and look for some metric sleev nuts. LandRover Freelander are the studs you need if going M12. Have the correct spline size to match the original Triumph studs. Cheers Colin

For you to be doing 5000 at 80mph, you have the wrong diff! should be nearer 100mph at 5000rpm in 4th, 100 is at about 4000 in OD 4th. Can you get a compression test done? That might give a clue what is up with your engine. Think before you go the 2.5 route, they are different beasts, the 2,5 is all about torque (that breaks gearboxes and diffs), the 2.0 is much freer reving. Cheers Colin

If your 4.11 was of teh later type, just pull the output shafts out and insert them into the spare 3.89. Voila! BTDT...

A perfect example, but then I expected nothing less of you!