dave.vitesse

Newbury has closed meetings and will not be attending local events. Our committee will be carrying out a monthly review of the ongoing situation. Dave

The later GT6 Mk3 is fitted with wider rear brakes and pads with a larger area which normally means, without a servo, you need more pressure on the pedal than the earlier non-servo model. Maybe that's why a servo was fitted. The servo was an option on the 2 Litre Vitesse. For me the Spit brakes were light and worked well. Hence didn't need a servo. After all it's a light car. Isn't fitting a servo a personnel choice. Dave

TR7's brakes even on a standard car are not good. The discs and pads are just to small. The same as an MG Midget. This was pointed out in the development stage and the reputed response was "It's designed for the US where there is a 55 mph speed limit" Dolomite 1850/Sprint have the same problem. Both types of car have Servo's. I agree with PeteH the servo helps the older driver and maybe improves the reaction time as the brakes should act quicker? Dave

Have you adjusted door catch on the B post to match the changed alignment of the door. Dave

The prefix CB may be GB. Dave

I used a Camber Compensator a number of years ago and it worked very well. Not to sure where you would get one now. Dave

I would talk to Canley Classics as they are normally very helpful. Dave

When the head gasket is changed it is cold as are the studs and head. Once you start the engine things heat up and when you turn it off things cools down. The result is things start to change, and the torque setting should be checked and re-set if required. The old timers standard was after a couple of 100 miles. If I remember the Triumph service people used to recommend after 500 miles. Basically you have to allow for these initial changes, after that it should be OK. I agree with Pete, it can vary with different makes and types of gasket. Dave

The twin pipe/box set-up is the sports exhaust system. You can fit it with or without the tubular manifold. The semi-sports is a single pipe/box at the rear which can also be fitted with or without the tubular manifold. The systems sold by the club are made by Bells of Swindon and have a reputation for good quality. Dave

Re the short engine costs, look at the cost of recon engines as a point of reference. But, you would have to factor in the cost of a GT6 Mk111/Late 2000 head. Not a bad price. Dave

Looks like Vanguard 6 to me. Dave

Not directly. The input shaft is different on the Vitesse box. If a Herald or Vitesse was made in 1971 it should have been fitted with a Steering Lock. Your Herald may have been made in 1970, but sold in 1971. Also not everybody liked the lock, it could be a pain, and it may have been removed. Dave

Just the piece of kit most people should have in the boot of their Classic. Thanks Paul. Dave

The cover will space back with a sealing gasket, originally rubber, between the cover and the bodywork, The hole in the cover looks to be in the correct position for a Vitesse. Having said that the gear-leaver looks too far back. Do you have a standard gearbox or is the engine mounted back? Dave

Mike Papworth did the conversions on the single rail to three rail gearboxes back in the late 1990's. They were available either through JK's establishment at 421 Aldermans Green Coventry or direct from Mike. Dave

A late car, sorry for the pun. Yes why rubber bumpers, it looks like the standard Vitesse type were replaced with the Herald type. Not quite sure why the dealer was charging for a steering column lock as it was a late car and should have come with this as standard. The Smiths Radiomobile radio was a factory approved dealer option. The price given indicates to me it included the correct fitting kit. I agree with Colin, most GT6/Vitesse haven't acquired a 2.5 Litre engine. Just some. A good spot Paul. Dave

I agree with the comments having tried it on bumpers in the past. Not good. Also if you spill any fuel on the paint it will dissolve it. I have used it on Spitfire Mk4/1500 and TR7 rear light reflectors and it's OK for that use. Dave

I had a Triumph pushbike and a TV in the past. Dave

I use the standard wheels and trims on my Vitesse, which is a personal choice. Dunlop and silver Minilites are period, though I don't remember anybody fitting Minilites on a Vitesse back in the 1960's. Some did use the 5.5 inch Dunlop, but most used the 4.5 inch J type. Standard on the late 1600, all 2 Litre Vitesse and the 13/60 Estate. Remember when you increase the tyre width then it will reduce the wet performance as the vehicle weight will be distributed over a wider tread. The results is less weight at any given point on the tread. Less stick. 185's get interesting in the wet on a Vitesse. Dave

Pete, I guess the pad/pin clearance is a QA thing, as we both have this background. Dave

Pete, my views are the same re the slots. Dave

The small pin type now on offer are basically M16 pads as fitted to 1970's Fords. e.g. Escort, Capri, Cortina. They will list them for a Ford 2.8i Capri. I did the same as Pete, elongated the pin hole so there is side ways movement when fitted to the imperial calipers with the larger pins. Dave

Was it part of an alarm system? Dave

Colin, I was distracted by Doug's Hooters! Dave

You are right, it's the adaptor plates that can be difficult to find. Dave