Slimboyfat

mikew wrote:Has anyone thought of approaching the Liquidator to see if the tooling could be purchased? If it was an essential part for a Big Saloon, I'd at least invest the time in a telephone call or too. Better to try and save the tooling now, than maybe have to remake it later. There's enough rotoflex car owners out there to at least justify the attempt The tooling is about as much use as a chocolate fireguard in isolation. Unless you are prepared to keep the factory open, the experianced staff employed, and all that specialist equipment in situ that is currently being auctioned then it becomes unviable. Been there, done that, learnt the lesson.

2729 wrote:So what other essential and good quality QH parts will now become hard to get? With the benefit of hindsight the writing was on the wall for QH (really Klarius Group) about 12 months ago. One by one after this date we started to loose availabilty on various product lines. The first to go was the clutch driven we use in the Type 9 conversions on the Spitfire 1500. That was a pain, but it got worse up to the point where we didn't get a single product line from the last order just after Christmas.  

Already on the way to China then.............

With the demise of Quinton Hazel recently, and Schlegel Automotive Europe Ltd the two prime manufacturers of GT6/Vitesse rotoflex couplings what does the future hold for availabilty on these crucial parts? The contents of the Schlegal factory are being auctioned on-line as I write this (ends in a few hours). I wonder if the roto pattern equipment, moulds, and tools are in and amongst this lot? http://www.edwardsymmons.com/online-auctions?task=getitem&auction_id=284

Sorry I had read the abridged version of that memo, I have now dug out the full version. It was a an estimate based on 1,000 units per year, not total units. It also lists estimate of total engine cost at 155-160 per unit. Nice bit earlier in memo about TR3 fitted with Sabrina averaging 118mph for 176 miles at M.I.R.A, with over 130mph recorded on the straights. Not bad for a car with the aerodynamics of a brick out house.

Anyone know if he still owns the Conrero, and the Zoom, and all the other nice things?

2601 wrote:There is a Sabrina engine in London somewhere but Ah Mr Ames

I have seen an S.T internal memo from July 1958 where tooling costs for a projected 1,000 Sabrina engines was quoted at 30K. 30 quid an engine tooling, and then add to that the costs of actually building them, that's a lot of money in 1958.

Strange co-incidence but the manufacturer of these contacted me yesterday. They have had 'issues' over the past few months with another large organisation which has led to most of their Triumph product lines becoming unavailable. The problem is resolved, but unfortunately 520260, and 520261 door handle repairs (they have been made in alloy in recent years, not plastic) are not a high priority in amongst everything else they produce. It could be many months before they make any new stock. Use the part numbers above and ring around the trade to see if they are still holding stock from last summer (last time they were available from manufacturer).

Strange co-incidence but the manufacturer of these contacted me yesterday. They have had 'issues' over the past few months with another large organisation which has led to most of their Triumph product lines becoming unavailable. The problem is resolved, but unfortunately 520260, and 520261 door handle repairs (they have been made in alloy in recent years, not plastic) are not a high priority in amongst everything else they produce. It could be many months before they make any new stock. Use the part numbers above and ring around the trade to see if they are still holding stock from last summer (last time they were available from manufacturer).

Did you transfer the aluminium spacer, and any steel shims accross from the old starter?

Dont forget you need radius arms, and mounting brackets from later car if going to long shafts. You might also want to move the brake hoses/pipes away from the spring eye like the later swing spring cars.

Also beware on all types of Herald/Vitesse repro wing (sorry from 'original tooling') that the stiffner along the back edge is all the wrong shape. It will need work to get it to line up with the front edge of the door. If you weld it on as you find it it will 'kick' out at the bottom in relation to the door.

thescrapman wrote: I did wonder if you bought it back.... The judge made me.........

Slimboyfat wrote: Having nursed a 18 foot long Herald around Europe I thought that sounded a little short so I measured it again. Its 22 foot long. Strange that because blokes tend to exaggerate the length of things normally.

michael_charlton wrote: Pampered ! I remember in 1972, me and my mate drove non stop from Yorkshire to the top of St gotthard pass, had a few hours kip and then drove continuous to Marina di Cecina ,Italy,south of Livorno.......................and then from Livorno back to Calais non stop!.(in a Fiat 850!!) Not a motorway to be seen............only to Dover The trouble now is, too many regulation and cops about .....who are looking for such people as us. (Pity they havn`t had the cut backs the UK forces have) Luxury! We lived in a ditch...........

AndyF wrote: I did not realise how soft Club Triumph had become. The 2003 10CR was: Friday -  after lunch drive overnight to Nice Saturday hotel in Nice Sunday – a swim in The Med. drive overnight to Plough for lunch on Monday If we continue like this people will not be able to tell us apart from the TR Register or the MGB club AndyF My thinking entirely, bunch of limp wristers! Having nursed a 18 foot long Herald around Europe on the first 10CR the latest offering sounds like a Girl Guide camping trip.

Canleys says small fitted up to engine HB28903, large fitted from HB28896 (fitted intermitantly for a while in that series) You need small (pre 65).

thescrapman wrote: When I was short of space some years ago, and not quite knowing what was what, I took most of my (tiny compared to Mr Slim) One small corner of a half decent gearbox core stock room.....

TR7th_Heaven wrote: His reputation was good and Canley Classics recommended him as well. :( Have you gone back to Mick and asked him to sort it? I'm sure he would be very keen to put any problems right if asked. He has a good reputation because when/if things do go wrong he puts them right unlike others. We face a problem when being asked for recommendations about others services as you can imagine. We get asked all the time about paint sprayers, but I would flatly refuse to recommend anyone based on the odd bad experiance of those I have sent to outfits that have otherwise done excellent work. Consistant excellent work, done for reasonable money is a very rare thing. Since we took time out from building/supplying gearboxs ourselves a couple of years ago (because I'm to busy building diffs, and engines!) it appears that the number of those able, and willing to do a decent job with small chassis Triumph gearboxs has shrunk alarmingly. Put simply any amounts of decent rebuildable core left sitting on the shelves of reconditioners disappeared about five years ago, and generally what is left is 2nd, 3rd, and sometimes 4th generation rebuilt tat. When contemplating buying a rebuilt gearbox make the effort to go along to your chosen supplier and ask him to show you his core stock that he is going to be working with. If its not shelves, upon shelves, upon shelves of stuff walk away. A couple of dozen scabby boxs in a  stillage, and a shed with a bench full of worn out mainshafts, inputs, and speed gears is more than likely going to end in tears. We guard our core stocks, one day they are going to prove very usefull!

4247 wrote: Oh...not seen Roy Fidler's car for...oh...fifteen years? Feeling old... ;D Which is surprising as its always out and about, and one of the most regularly used ex factory cars. I used it on a Autoecosse a couple of years ago. It used to do the Norwich Union every year. Its been to several Gaydon Triumph shows on Register (and other) stands. As mentioned above its done a couple of Chatsworth Historic Rally stages. Bills taken it abroad several times whilst we have looked after it and done foreign historic rallys. It was due to do the Prescott Triumph day earlier this year, but I couldn't drive it, and Bills other car ADU5B at the same time. When the fancy takes me I use it as a road car to exercise it, and keep it fresh, what a chore!

CRAJ wrote:More coincidence, Bill's car (with it's 2000 pi engine) will be on the 2000 Register stand at the NEC later this month. So come along and see it in the flesh. Colin Thinking about it its easy to see your confusion. FHP993C started life as one of the Monte rally cars, and later went on to be converted to prototype 2.5 PI spec (NOT 2LTR) for the 67 RAC. The 1966 race car was always a 2ltr car.

4247 wrote: Oh...not seen Roy Fidler's car for...oh...fifteen years? Feeling old... ;D Roy, Bill, and FHP at Chatsworth a couple of years ago;

No it will not! Bills 66 race car, is not the same as the rally car FHP993C he now owns, and is making an appearance at the NEC (once I have got it out and given it a once over).

Purely co-incidently Bill and I were talking about this very car, and its lack of success a couple of days ago. The car was simply to heavy, and it didn't have enough grunt from the 2 ltr engine to keep up with the Lotus Cortinas.