Slimboyfat

Luxury! We lived in a ditch...........

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).

One small corner of a half decent gearbox core stock room.....

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!

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!

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.

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.

Its this car we have to thank for duplex timing chain and gears.

The problem of rapid chain stretch due to the extra load of the metering unit drive had not manifested itself with other prototype PI cars at the factory.

Bill found himself wearing out a set of simplex chains, and gears every race until resolved by Ray Henderson and his team with a duplex set up.

That would be Bill Bradleys 1966 factory 2 ltr PI race car.

Actually we have tested that. We took the Atlas, and one of our 948 Heralds to Duxford a few years ago. The wife drove the Herald, and I was piloting the Atlast.

In strictly defined test conditions (one passenger each, similiar fuel load, and at least 25 miles of clear'ish A14) we dualed.

As it turned out they had similiar top ends, with the Herald a couple of miles an hour faster on the straight and level, but with the Atlast able to catch it on the hills.

I have never laughed so much whilst driving in my life, a great day.

Actually we have tested that. We took the Atlas, and one of our 948 Heralds to Duxford a few years ago. The wife drove the Herald, and I was piloting the Atlast.

In strictly defined test conditions (one passenger each, similiar fuel load, and at least 25 miles of clear'ish A14) we dualed.

As it turned out they had similiar top ends, with the Herald a couple of miles an hour faster on the straight and level, but with the Atlast able to catch it on the hills.

I have never laughed so much whilst driving in my life, a great day.

If an Atlas can 'nearly do it' then it should be a breeze in any other car.

Having done the run in all the big engined Triumphs over the years (TR5, V8 saloon, Stag, Chicane) I was finding the RBRR less of a challenge. Thats why my entries have had progressively smaller engines as time has gone on.

Still up for that Triumph Tina combination Jase?

So is the manifold in the picture.

Its one of the early mild steel ones that we stopped selling over 15 years ago, but to all intents and purposes exactly the same as the stainless one we sell now (same jig, same manufacturer).

The manifold was originally fitted to one of our other Couriers back in the 90's. Its now in our blue Courier I'm currently using as my everyday mota.

Oh Sir you flatter me, what are you after?

Fitted every decent set of extractors we have ever tried this combination with (see picture above).

What brand of manifold did you encounter problems with?

Linkage Richard? There aint much of that!