Slimboyfat

The Triumph part number for the extension is 213691 if it helps track one down.

Clive thanks for the link, but they are NCA. We had been importing a crate full of GT6 door glass from a company in Spain every couple of months and selling them into the trade, and retail. However that company disappeared off the radar, and aren't answering any method of communication we have been trying, Shame as they were really good quality.

That bolt is available new; https://www.canleyclassics.com/?canvas=home&ptno=136869

We bought in a Stag once from a local chap. He had given up on it because not long after a service from a reputable classic car specialist it quickly lost oil pressure. It turned out they had done a through job of cleaning out the oil filter housing, including disassembling it, but in the reassembly they had put the bypass valve the wrong end of the filter. A crank grind later, and a correctly orientated oil filter arrangement it had fantastic pressure.

We have a selection of 2000/2.5 used auto oil coolers all from working cars if you get stuck.

No its not like that at all! We regularly buy in the tat kits sold elsewhere, made down to a price abroad, to check to see if things have improved. Meanwhile we soldier on having everything in our kits made individually within a 30 odd mile radius of here. That way if issues arise we can sort it usually face to face with the manufacturer. Also believe it or not, our kits are still cheaper than some of the competition. No need to guess on here regarding product knowledge on this sort of thing, just ask.

Here is a link to cylinder liners; https://www.canleyclassics.com/?canvas=home&ptno=158941 Not normally a stock item, but we should be able to get some in short order. Coincidentally we had a block go through machining last week that had previously been linered, its not that rare

Wendy the blue one is a factory car, not Atlantic Garages !

Yes Triumph did build some! More than a dozen, but no firm numbers. We have factory estate, and and least one if the saloons survives. The Atlantic garages (Del Lines) things were built without factory authority, and they stopped building them after Triumph threatened them with legal action. I have worked on a some of the Lines cars, and they were very shoddily put together. Hopefully most of that initial 'build quailty' has been restored out of them by now. ,

There was more than one, we own a factory Stag V8 estate.

Hi, yes we have New / Second hand LH ones on stock and could probably find you a good RH one out too! https://www.canleyclassics.com/?product=adjustable-upper-wishbones&ptno=132764R https://www.canleyclassics.com/?product=adjustable-upper-wishbones&ptno=132764 Clare@ Canley Classics

There really is a lot of guff on the tinternet about petrol. Fuel stabilizers, E10, octane boosters, super unleaded, blah, bloody blah! We have a sizeable collection of motor vehicles some of which sit around for some considerable time. The only time any of them have been treated to anything other than the cheapest forecourt fuel is if I'm venturing out onto a track in any of them. Never had any issues with fuel other than one filling on the RBRR in Scotland when we did it in the WC PI a few years back.

TR5. Bought it when I was 16 for £600, which is what it cost me to insure after I passed my test a month later after my 17 birthday.

We used a good spread of the fleet last year; Stag - about 2,000 miles including Scotland trip, and the odd weekend trip out. Chicane - early in the year as everyday car , say 1,500 miles. Courier Van - RBRR, and everyday car since, say, 3,500 miles. GT6 MKIII - RBRR, and off, and on when the weathers nice, say 2,500 miles. WC Rally PI - Gaydon show, and intermittent everyday car, say 500 miles. Standard Atlas Van - Had to move my Mothers reclining chair (very heavy!), and a couple of weeks as my everyday transport in the summer say 200 miles. V8 MKIII saloon prototype - trip to Wales, and intermittent everyday car, say 1,200 miles. Standard Atlas Campervan - Several trips including Cornwall again, say 2,000 miles.

Every conversion had a refundable surcharge against return on the none overdrive box. Also we used to get regular visits from all the local scrappers with pickup's full of core. We would pay approximately double what the yards would pay so it kept them coming. We couldn't be choosy though as we didn't want to annoy them, so we ended up with all sorts, including lots of Volvo, Rootes group, MG (wash your mouth out), and even the odd Jag overdrive box.

Long before the tinternet JK paid the DVLA a considerable fee to garner similiar information as to survivors of the models the business concentrated on. Bearing in mind this was the mid 80's even back then we knew the information was seriously flawed. I recall the total number of early Spitfires listed as 6! Typically there used to be more Spitfire 4 (MKI&II) owners visiting the shop on a Saturday than that!

We stopped modifying props to go with conversions some ten years before we stopped selling them. This was simply because by the time a prop has got to be thirty plus years old chances are that the slider, u/j's, and in some cases flanges are generally all knackered. At this stage you might end up with just the tube which is the cheapest bit (used to cost us a tenner!), and that made it simply uneconomic to refurbish them. Every conversion after that got a brand new prop, and I have several stillages full of old ones waiting for the time when I can get them out of the back of the warehouse, and weigh them in.

We had to stop because we were simply running out of core. In the end something like 50% of everything that went into a conversion was new (mainshaft, adapter plate, layshaft, re-bushed clusters, prop, all the switch gear, etc, etc). At the height of it we were doing anything up to ten conversions a week, and we were doing them for over thirty years (if you include the JK time). That eats up a lot of core!

Oh and D type overdrives can use the J type adapter plate if you are going down that path, but not the other way round (J on a D).

J Type 3 rail adapter plates are due in from the machine shop this week. It took a long while to get our casting company interested in doing a run this time (mainly due to relatively small moq) hence the lack of stock for the past year or so. Everything else for the conversions shouldn't be a problem.

CT is changing, I remember the days when 'show cars' were rare in the club.

No VAT refund needed as it's never charged. All orders are charged (by a human) only when they have been packed, and ready for dispatch (unlike others who charge when the order is placed).

VAT is only charged on UK orders. No VAT is charged on any export orders. A large percentage of all our orders are for export. The 'page' doesn't do it, a human does.

No I have confused myself now, they are £7.01 less the VAT. Brain is fuddled now, time to get out to the workshop, and do some proper work.