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dave.vitesse last won the day on June 9 2020

dave.vitesse had the most liked content!

About dave.vitesse

  • Rank
    1st Dan Triumphero
  • Birthday 17/02/1948

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  • Gender
  • Location
    Thatcham, Berkshire, UK
  • Cars Owned
    Loads of different Triumphs since 1965. At present a Vitesse and TR7.

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  1. Hmm- Maybe I'll take the MX5 this year. No honestly it will be the TR7 this year and yes I have already booked. Colin it will be a sea of MGB's, having said that I do like the MGBGT. Dave
  2. He did more than anybody to promote the Triumph brand in the States, RIP Kas.
  3. It sound as if it could be the oldest Saloon. But, you have to remember when I took over the Vitesse Reg job in 2003 Dick Plumridge, then Club Archivist, already maintained all the Vitesse records and I had very little to do with this and held few records. When the Club had to shut down the records due to the Data Protection Act that was it. As a result I can only guesstimate from past knowledge of what cars I have seen out there. It was a great shame as Dick always provided a great service and articles for our members. Thanks, Dave Vitesse Reg Sec
  4. Studs are used instead of bolts because it lowers stress on the diff threads when you torque the spring down. Also it give better security to the fixing. Six hole fixing gives better rigidity than four hole fixing. Dave
  5. Hello Ray, It sound as if it's not fully engaging with the jackshaft due to slight wear on the gears. You have to try the pump gears in different positions, also turn the pump impeller and wind it in whilst pushing it down/in. Other areas, don't put too much oil in the bottom shaft bearing, the one in the block. And use a very small amount of rubber grease on the outers of the O rings. The picture shows a water pump in the correct position. Dave
  6. You can't beat that smell of hot EP90 on the exhaust first thing in the morning. You know you are driving a classic. Dave
  7. From long term experience 4.0- 4.5%. You can run down to 3.5% for better economy, but the performance will be reduced. 3.0-3.5% is too weak. Over 5.0% and you are getting too rich. I agree with Pete, the Vitesse was never in the emission controlled era. Engines designed to run at 2.5-4.5% came in the 1970's with a reduction in power. Most ran better at 3.5% than 2.5%. Dave
  8. The correct head number for the Vitesse 2 Litre Mk2 is 517528. I wouldn't try to use the 218225 head. Sell it on. Dave
  9. Welcome Pablo to the forum. I agree with Paul's advice re the fuel as the Vitesse 6 was designed to run on 98 octane and will pink on the standard 95 unleaded. Most Club Areas have a good social side as well as having people who will help with the technical matters. This forum also contain a great deal of useful knowledge. It's good to see your very smart Vitesse 6. Dave
  10. The needles I recommended were tried and tested on three TR7's. Also found most standard stainless steel exhausts systems give better gas flow than the original mild steel set-up. Having tried the tubular manifold there wasn't any worthwhile increase in BHP against the standard type. That is with a Sports exhaust system or a standard stainless steel system. The main improvement was with the standard stainless steel system as they are straight through boxes and not the baffled type as on the original set-up. The sports system gave very similar results. The full sports system works we
  11. BDC or slightly richer BAE. Avoid BAL as they are very rich on the standard engine. Tested on three TR7's todate with a good improvement in the overall performance. I made up some small rams to fit inside the K&N's. Dave
  12. I agree Pete, time old method use the hose and slowly increase the tap pressure with other end corked up. Does it leak??? A dynamic test. But watch out the cork doesn't fly off. Alf and safety! That's the modern bit. Dave
  13. An overdrive x 2 sound like more trouble than it's worth both in the short term fitting it and the long term dealing with it. A diff change is the best way to go. Back in the John Kipping days he offered, if I remember correctly, a J type conversion with 25% reduction in gearing. For road use a broad torque engine is easier to live with, as are lower revs on a dual carriageway. Dave
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