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Everything posted by dave.vitesse

  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. Hmm- My best Vit is driving my Vitesse! Dave
  7. 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
  8. Pete, As Milligan used to say "The well know typo". The GOON SHOW. Dave
  9. There only one cure for this, that is to listen to a few Good Shows! Happy Thing to all, Dave
  10. 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
  11. In recent years some modern drivers due to their driving antics/habits have been called "Video Game Drivers" by the Traffic Police as they appear to out of touch with reality. I agree some drivers of modern vehicles will either ignore a classic car or overtake it at any cost. If you pull away from traffic lights smartly in a classic saloon then modern drivers tend to drop back and not, as normal, tail gate you. Not sure if the are confused or just waiting for something to drop off! Dave
  12. 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
  13. 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
  14. 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 well on a tuned engine. Dave
  15. 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
  16. 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
  17. Load of this stuff is written by people who weren't around at the time. So where does the information come from to write these pieces. Not first hand that's for sure. I bought two new Triumphs and had second hand Rootes, all were totally reliable. A great number of the mechanical problems were due to either a lack of or just very poor maintenance. Dave
  18. Insurance valuations are largely a replacement figure. The other point is the Vitesse is a rare car and as it is now sought after hence the market values go up. The same is true about the GT6, it's the TR5 effect! Yes it's all reflected in what we pay for the cover. Dave
  19. 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
  20. Lots of useful information contained in one source. I would say date around 1963/4. Excellent work Steve. Dave
  21. Very useful films and they also included the very early version of the 6 cylinder engine fitted to the Vanguard Six which has largely been forgotten. Thanks Steve, Dave
  22. The OE Vitesse pump works fine, is reliable and easy to replace. I bought/drove Triumph's in the 1960's and most people excepted that in very hot weather your car could overheat in those conditions. They were used as everyday cars and if you bought a Vitesse or GT6 meant you wanted more power. Also remember we had colder winters and not so hot summers, so overheating was less of a problem. If you can find a radiator reconditioner who could provide an up-grade rad then that would be the way to go. As for the Slant four and V8, this has an in block pump which takes a lot more time to replace, and some of the replacements pumps have been of doubtful quality which as caused coolant leakage and in worse cases a coolant dump in the sump. Plus nobody wants an overheated aluminium head! Dave
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