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Tim Bancroft

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Everything posted by Tim Bancroft

  1. Tim Bancroft
    I like the idea of using the Big Saloon box, must admit Leon's car is the first small chassised Triumph I have seen with that box fitted that has overdrive-looks a good installation.
  2. Tim Bancroft
    Umm, interesting thread. I think I will stick with my Triumph box and overdrive. With a 3.63 and j type O/D I get 22mph/1000, therefore at I am reving at 3600 rpm- seems fine to me. Keith Dandridge has fitted a Type 9 to his GT6, any thoughts, Keith?
  3. Tim Bancroft
    For a mk3 it should be Sapphire.
  4. Tim Bancroft
    I don't think you will have any space to lower the engine, it would sit on the steering rack. I think Dolly Sprint dashpots are necessary. The car is starting to look good.
  5. Tim Bancroft
    Qunvat, Please do not use part worns, such a worrying proposition. Many are old or have been involved in a crash etc-structure and integrity could be suspect.
  6. Tim Bancroft
    175/70 13 tyres are ideal for the GT6. I think larger tyres are wasted, GT6 is a relatively light car. I used to run the 5.5J steels on mine, had to do some light relief work to the front wheel arches-no issue otherwise. I now have 5.5J Revolutions (My 2nd set), good wheels which have the advantage of letting lots of air into the brakes. Lots of red coloured mk2s. Please do not scrimp on cheap tyres, remember these are the only contact between road and car-think safety (Apols for stating the obvious).
  7. Tim Bancroft
    I am worried that those air filters may foul the bonnet?
  8. Tim Bancroft
    I think the sliding joint should be at the rear. Easily accessible as well.
  9. Tim Bancroft
    I think that could be the worse job to do on a GT6 mk2/3! I have now fitted CV shafts to my GT6 and its so nice assembling the rear suspension. Great job so far, Irish.
  10. Tim Bancroft
    Looking good. Whilst the engine is very accessible, I'd pop the core plugs and jet blast the water galleries, you'll be amazed at the rubbish that comes out.
  11. Tim Bancroft
    Re your front hubs: Do fit dust covers over the castellated bolt-it will involve changing the R clip to a split pin.
  12. Tim Bancroft
    Sorry to be a bore, turn the shockers around by 180 degrees, the adjuster is more accessible. Nice work though- another GT6 getting such lavished care-great news.
  13. Tim Bancroft
    No probs. with Sat Navs on the RBRR- whatever gets you through the day/night, so to speak! Lots of crews use sat navs and camera detectors. Useful as back up to the fully detailed road book. Looking at the number of cameras present on the A68 (A1 just north of Scotch Corner to Edinburgh- a great road), its almost foolhardy not to use a detector-used by plod to raise revenue from the bikers who use that road.
  14. Tim Bancroft

    vitesse engine

    Tim Bancroft replied to martin's topic in Engine

    I presume that the box you have taken out of the car is the one we are discussing. To fit a saloon box some cutting and shutting of the chassis and bulkhead will be needed, as well as propshaft work. If you have a Vitesse/GT6 box in her you will have a Vitesse/GT6 crank fitted. Way to tell if Vitesse box or big saloon box: Which side is the clutch slave cylinder fitted, if up on the RHS of the bellhousing its a Vitesse box, down on the LHS it will be a saloon box. If a saloon box I'd be tempted to keep her in there, as so much stronger, however it does weigh more, also Vitesse box has close ratio gears wheras the saloon does not- I think?Obviously not original as well, I have to rebuild my GT6 box  every 5 years. Dave Picton of Picton Sportscars swears by the big saloon box, his rapid royal blue Spit fitted with a GT6 engine has one fitted and he gives the thing hell!
  15. Tim Bancroft

    vitesse engine

    Tim Bancroft replied to martin's topic in Engine

    Can't think that i need to say more! Gotta go as of to the Gatwick Area meeting in the GT6.
  16. Tim Bancroft

    vitesse engine

    Tim Bancroft replied to martin's topic in Engine

    Damned right! Umm! Lets see: TR7 4 pot: Loads of probs with water pumps and head gaskets, needs head opening up to make power and some big carbs lobbed on the side, sounds laboured over 4,000rpm. Inherent problems with water pump design, critical that anti freeze is used, do not overheat as head distorts, which is handy as the water pumps crap and will not circulate the coolant. Important not to rev past 5,000 otherwise expect to see con rods coming out the side of the block, no point anyrate as no power avail and it sounds awful. Six pot: Problems with thrush washers dropping out, heavy engine, waterways in block can fir up. Strong engine that keeps coming back for more, is very easy to build and tune and sounds great. 2.0L loves revs! No contest really, this is proved by the amount of TR7 owners who sling V8's into their cars. Shame it took swedish engineers to realise the Slant 4 engines capabilities!
  17. Tim Bancroft

    vitesse engine

    Tim Bancroft replied to martin's topic in Engine

    The main difference between the mk.1 and mk. 2 engine is the cylinder head and the camshaft that is used, the later engine breathes much better and the camshaft has more duration.The mk. 2 lump uses cyl. head studs of equal length. Not sure if the waterways and studs on a mk.1 lump line up with a mk.2 head. The cubic capacity of the engines are the same. The crank from a 2000 engine will not fit into a Vitesse gearbox as it is too long and will push the flywheel/clutch up against the gearbox bellhousing. The mk.2 lump running with a balanced crank and lightened flywheel is a lovely smooth engine, (For smoothness the 1600 Vitesse six engine must be the best owing to its small stroke, however the head does not breathe very well- therby difficult to tune for power). The Triumph six cylinder engine has got to be one of the best pushrod engines made, however heavy it is! Great noise from 4,000rpm- is there anything better! As you are building a MK.1 keep with the vitesse mk.1 engine, check engine no.s to ensure you have a mk.1 2.0l engine- Vitesse  mk1- HC1 running forward, Vitesse mk.2 HC 50,001 running forward, GT6 mk.1 KC1 running forward, GT6 MK.2 KC50,001running forward. I think GT6 mk.3 engines run KE 1 onwards. Triumph 2000 saloons: mk.1 MB1, 2500 Pi CR1, 2000 mk.2 ME1, '74  onwards ML1, 2500Pi MN1, '74 onwards MG1, 2500carbs MM1, 2500S MM onwards. Weirdly the 2.0l mk.1 had a compression ratio of 9.5:1, whereas mk.2s had 9.25:1, the last of the GT6 mk.3 had 9.0:1. The big saloon mk.1 had a comp. ratio of 8.5:1or 9.0:1, mk.2 8.8:1 or 9.25:1. Blimey! Nicked all the above from GT6/Vitesse and 200/2500 Std. Triumph workshop manulas.
  18. Tim Bancroft
    What about a best swimwear trophy, reckon I know who'd win that one. Looks like we will have to organise a get together, how about near Coventry ,Spiritual home and all that and reasonably central. Spoke to Dave Pearson last night about this, he is looking into it? Tim B PS:Anyone up for a weekend driving in Central/North Wales during Nov.
  19. Tim Bancroft
    Remember that James Elliott of Classic and Sportscar mag. needs some photos and a brief article about 10CR. James is very interested in Club Tri. as he is a reg. RBRR  participant in his 2.5Pi mk.1 known as ' The beast'! Andy P, good to know that you are entertaining your work colleagues with the pure sound of a 6 pot! I'm getting a bit concerned, i'm thinking of going to look at a 2.5S saloon in Basingstoke tomorrow afternoon. Good trio of cars to have though, GT6, Dolly sprint and 2500S! (Well done to keith for this  message group). Regards, Tim B
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