dave.vitesse

Looks tidy, the Spit was last mass produced traditional separate chassis sports car. Well done. Driving all Herald based cars also brings a smile to my face. I took the Vitesse for it's MOT last Wednesday, Magic. Dave

Yes its a Vitesse 2 Litre Mk2 Engine and it would be a good start. Dave

As Pete has already stated you cannot interchange non domed and domed piston engine heads In other words you cannot used the ML head on a Vitesse/GT6 Mk2 engine or the other way around. Dave

My understanding is the ML also had domed pistons. It is a late 2000 Saloon engine. As a double check I looked up the piston part numbers and both the ME50001 onward and ML engines have the same pistons.1.e. Domed. Dave

Pete, Up to ME50000 the engine was the same as the MK2 Vitesse apart from having a Mk1 cam and heavier flywheel. It has flat pistons. At and after ME50001 the block was common with the 2.5 Litre and domed piston were fitted. Plus it had the 150CDSE carbs and not smiths breather valve. Dave

I agree with others the Vitesse Mk2, GT6 Mk2 and early Mk3 (Up to KE10000) are the best 2 Litre engines to go Your ME engine can be improved by fitting the Mk2 Vitesse/GT6 cam and carbs. Dave

Well done Garth. Good to hear you are getting things sorted out. It can take time as not all employers know what the want. Dave

It all depends on what you are using the car for. The early PI TR5/6 quotes as 150 BHP SAE. Early PI Saloon, Mk1/2 132 BHP SAE. Post 1972/3 the power reduced to 125 BHP DIN on both TR and Saloon. The UK carb 2500 Saloon the TC had an output of 99 BHP DIN and the later 2500S 106 BHP DIN. Both with around 150 ftlb torque. If you used a 2500S engine this has the better head, 219016. The better head can be used on the 2500TC engine. Both carb engines have a CR of around 8.5 to 1 and non sporty cams. The carb engine is normally used as a basis to produce a hotted up engine. For road use one route is to raise the compression of the S head to least 9 to 1 and use a Mk2 cam. Plus HS6 carbs and sports exhaust. This will give 125 to 130 BHP with loads of torque. Other than that go for a late 125 PI. Both very usable and tractable. But watch the diff, been there! For track more power is required so use Webbers carbs, high CR and cam with more overlap. Or go for an early 150 PI. Plus balance the engine. Dave

The late GT6 Mk3 engine was an attempt to combine common elements in the production of the 2 and 2.5 litre engines. The block and basic head were the same on both. As the stroke was less on the 2 Litre domed pistons had to be used to raise the compression. The GT6 Mk3 engine had a lower compression ratio and a cam with less overlap than the Mk2. The Vitesse Mk2, GT6 Mk2 and early Mk3 (Up to KE10000) had the same engine. The early Triumph 2000 saloon (Up to ME50000) was fitted with the Mk2 engine, however it had the Mk1 camshaft with less overlap. The 2000 saloon also has a heaver flywheel. Dave

BHP went from SAE (a US spec) to DIN a (European spec) around 1970. Around 6% lower with the DIN. Though some of the spec like the early TR6 were some what higher than they actually were. All the UK car makers did it. The truth is in the performance and 138 to 140 SAE was nearer the mark for the early TR6. Both the GT6 and the Vitesse cooling systems are near the limit, this being due to having a large engine in a small spare. OK on the open road but the temperature can start to rise when stuck in a traffic jam. On the Vitesse the original washers holding the rad to the chassis were neoprene, the replacements are rubber and appear to give too much heat insulation which doesn't help. I removed the rubber type and used large metal washers, this helped. The heat is then carried away from the rad frame into the chassis, every little bit of cooling helps. This was on a new rad and recon engine. I tapered the washers to get the angle the rad correct and haven't had any vibration problems with the rad due to not have any insulating washers. The GT6 doesn't have any insulating washers and is bolted directly down the chassis. I found removing the side screens helped in a traffic jam. Even with a 2.5 lump under the bonnet. Never had problems with the Herald or Spit I fitted a full length rad. TR7, Dolomite 1850/Sprint and Stag must be flushed out every year otherwise the rad can get blocked up with particles from the aluminium head. I guess the head will dissolve eventually! I agree the electric fan in front of the rad does windmill, may be use it as a generator? I haven't noticed any reduction in the cooling with a fan in on the front of the rad. Dave

The nylon plunger wasn't fitted to the earlier racks. It appeared to be fitted on the Vitesse, slower speed, rack first. Dave

Its a Late Mk3 GT6 engine. Domed piston type. Dave

The UK TR7 was also has the viscous Fan, works well. The main advantages of an electric fan is it reduces warm up time and if a large enough one is fitted it helps reduce overheating in jams traffic. Dave

Yes should be one on the end of the steering column. Dave

Had the same Colin, plus ones with a flat on the shank. Dave

Well done Paul, bet you are glad you followed up play in the steering. I have found access to the bolts is possible from the top and side. The earth bridging strap for the horn is also missing. Dave

The original design on the 1959 Herald had solid rack mounts. Following the early motoring press reviews of the Herald, which stated vibration could be felt through the steering, the rubber insulated set-up was fitted in 1960. The Herald was the first Standard Triumph to have rack and pinion steering and all the research work was then carried over onto all Triumphs models of the 1960's/70's/80's. Dave

More digging, the early, 1973 to 1974, RWD 1500TC Saloon had the smaller 1.25" carbs. As that car was fitted with a servo as standard I would say its off that car. Dave

You are right, I stand corrected. The 1300 has the heater valve on the rear end of the pipe. The late MkIV Spit had the T, the vacuum could have been an optional servo? Other than that it looks like part of the Leyland ST tuning kit (Pluspac A C-AJJ 4058) for the Toledo. Dave

Its a 1300TC Saloon inlet manifold. Dave

For what it is worth the Formula Woodrim type was the Stanpart option available from the factory or the through the dealer. Dave

I am the dishwasher Dave

Where a car is fitted with an rad overflow bottle a useful check on the corrosion of the cooling system is to examine the lower, bottom, contains of the bottle for rust and sludge. If there is a lot then the cooling system needs flushing out. Don't be fooled by what you see at the top of the bottle, empty the bottle out and check the state of the lower level. Dave

Richard, either Herald or Vitesse, pulley, type it was still a very good find as 1970 Triumph went over to the sealed for life type. Dave

Clive, The pulley is the difference as the rest of the pump should be the same. But the chances of getting a good Vitesse pulley are probably remote. Dave