dave.vitesse

A picture of the earth link wire bridging the coupler. There is of course the link from the rack to the chassis. See below. Dave

You could try a valve spring compressor to pull things together. Using a piece of wood on top of the wishbone to protect the ball joint. Dave

Colin, I jack up the vertical link and then push down, with my hand, on the ball joint when doing it up. When the suspension is hanging fully down the ball joint doesn't line up well hence some of the problems. Dave

Just dug out the same side and if you look very closely there are some very small ripples present. But not that much that it shows in the pictures below. So either a bad pressing or damaged at some time? Dave

No the original panel is not rippled. Dave

The predecessor to the Herald the Standard 10 has an excellent wishbone front suspension with many grease points. One of the problems was by the late 1950's this was considered a disadvantage as it required regularly greasing. Cost and time. Standard's took the 10's front suspension and resigned it producing a lighter version with no grease points and only two oil points, this was then fitted to the Herald. One of the selling points when the Herald was introduced was it didn't require greasing every 1000 miles. Now most of us want those grease points back. With small change the Standard 10, Mayflower and TR2-6 all had the same front suspension. I am not sure if the 10's top ball-joints, with grease-nipple, will fit the Herald set up. This maybe the Stanpart ones Colin has. Just some thought. Dave

I stopped using the green stuff on the Vitesse and the TR7. Fortunately I had some Mintex on the shelf. Dave

Yes Pete it sound right. The other possibility is they were using bits out of the parts bin and then just added additional parts to make it work. But, your thoughts sound more likely. A field mod then put into production, but not fully documented or processed I guess. Dave

I agree, but that what they did! It may be the arm is made to allow for this. Dave

No pictures, but it is as Pete has said the same as the caliper washer. It's about the thinness of two head stud washers and It only on the front bolt facing the ballpoint. Dave

I confirm there is a spacer, fitted by the factory, on tracking arm. It's fitted to the out bolt. Dave

Yes the 1600 is the same as the Herald. Dave

If the conversion is on a Herald or Spit remember the brake lines on the turrets are on the opposite sides to the 2 Litre Vitesse and GT6. Dave

Pete, The original design had a spring around the same loading as the Courier version. The Sales people said it was to hard and so the production cars had a much softer spring. Dave

The correct White used on the Vitesse was code 19. Called Triumph White on the Vitesse and the same code 19 called New White on TR's of the same period. The White does have a creamy shade. Only 1600 had the strip as original, i.e. Produced by the factory. It wasn't available on the 2 Litre models. Old English White is a BMC colour, Austin/Morris. Dave

All 2 Litre Vitesse had a 22D6 dizzy. The 25D6 lacked the rev counter drive and was fitted to the 2000 Saloon of the same period. The Mk1 has the number 41168 stamped on the dizzy side. Most Mk2 had 41273. Late Mk2 had a dizzy with less overall advance stamped 41305. All have a vacuum advance. All Vitesse used a 12 volt coil and no ballast resistor. I would look at the plugs, plug leads, coil, points and condenser. Dave

The main problems are on the 1500 Spit because when they increased the size of the engine they didn't increase the size of the rad. As I said stuck in traffic in Cornwall, that was with a 1500 Spit and about normal. The full length rad does help the Herald keep cool in very hot weather, but the standard one works in most situations. Dave

As Doug and Rob have said use EP90 oil in the front tunnions not grease. Which was specified by Standard Triumph for all Herald based vehicles. Dave

Yes send me a PM or get my email address from a Courier - Vitesse Reg Sec. Dave

Most 13/60's had the narrow rad, if it works OK I would it leave. The full length Herald rad was fitted to a number of export models. There is a difference between the early 948 rad and the later type full length type as the core is less efficient on the earlier version. Dave

A full length rad was fitted up to around 1966. The new super efficient, using Standard Triumphs words at the time, rad in fact gave less cooling. I agree with all the comments re the rad and have also fitted full length rads. In my case to a 1500 powered Herald and 1500 Spit. This cured the stuck in traffic over heating problems in 30c + temperatures. We were stuck on the A30 in Cornwall in a very long tail back many years ago. Heater on and roast! The original Herald Thermostat was 72C and changed to 82C in the mid 1960's. At the time 88c was specified for cold climates by Standard Triumph or winter in the UK. The 88C was fitted as standard to late TR7's, 1979 on, to help reduced the emissions. But not Heralds I agree with Peter T, it look I a Herald rad. Dave

Yes, as air is drawn in through the crankcase breather and out through the rocker cover. That's the nature of an open circuit system. The whole point of fitting a crankcase breather is to do away with the close circuit system. For track cars the close circuit system can create problems. So a catcher tank or filter breather at the rocker cover outlet and blank off the PCV or carb breather pipe if you have a sump breather. Dave

As already said rust is the major thing to look for as it is the most expensive to put right. Get under the car and check the chassis for rust plus any repairs that look doubtful. Look at the chassis under the diff as this tends to rot through when the drain holes block up and would be a major problem. Also check the MOT history on the DVLA site. Dave

A luxury car that is also functional and very attractive looking. Dave

Pete, I agree. Like Rod I have found NGK inconstant in their performance in a Classic car. Dave