Slimboyfat

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.

OK I can do that for you, without the VAT they are £5.25

Yes included. The law is clear, you are supposed to display including VAT prices.

You might remember the all girl team in the Canley Classics Courier of Clare, and Beckie who persevered through adversity to complete the recent RBRR. Despite this punishment Becks has just purchased this lovely little Spitfire MKI. With little interest in classic cars prior to the event, but being a keen driver she came away from those 48 hours in a Triumph mad keen to get involved. Chalk another one up to Club Triumph, and the RBRR!

😉

Its a good price because they come from us originally, and then distributed throughout the trade, like a lot of parts for small chassis Triumph's. https://www.canleyclassics.com/?canvas=home&ptno=516542

MKI, and MKII (early). The early doors are a very different beast

But the pump kit in its entirety is only £8.45 inc the VAT, not big money!

Gasket, seal, and valve kits suit both early, and late 6 cyl pump.

I have a box full of various centre caps. If you get stuck I'll have a measure up.

I was supposed to get a preview of the article to make sure there were no gaffs. I have avoided being involved with the classic rags for many years after a couple of duff articles involving our cars in the past. Waiting to see this one with a bit of trepidation.

Beware the TR250 head has unique port spacing on the manifold side. You are limited to using the original Stromberg TR250 inlet manifold. For that reason the TR250 manifold gasket is also unique to that head.

I am thinking of converting one of my old Triumphs into a 'mild hybrid' (makes me laugh every time that phrase gets used in a TV advert). I have a old mobility scooter motor that I am going to run via a fan belt to my propshaft. Gear it through a clutch, and up-rate the alternator, bobs yer uncle, fannies yer aunt, and Fay Presto I have top marks in my Green credential portfolio.

The dampers should have no bearing on the ride height unless they have run out of stroke. In that case they are no longer dampers

That's the internet for you

GSA385 is non roto only. Correct roto shock is GSA280. Unfortunately the OE shock has not been unavailable since we bought the remaining stock from the manufacturer over twenty years ago. We thought we had bought sufficient stock to see us through till the end, but it quickly got vacuumed up by one of the larger traders. The only other alternative after that was the Koni 80-2089, but after supplies got flacky on that we haven't had a viable alternative to offer. Some traders have continued to sell the GSA385 as suitable for the roto cars, which it isn't. We used to advise (but not sell) a Mini Cooper Koni (with a bush change) but I'm not sure that is still the case. We have a very reliable, and reasonably priced shock manufacturer who could quite easily replicate the original item, but it demands a large initial order (MOQ). As you might imagine the market for these is tiny, and potential sales not helped by others selling the wrong thing willy nilly, I'm not sure at this late stage in the game I can justify having that much money tied up on the shelf!

Many years ago we had a very expensive quote to do the car park at work (thanks Tim), and based on that we took a short term mortgage out to fund it. When it came to it we went with another company to do the car park at much less than half the price, the remainder of the money (profit?) part funded bringing a LeMans Spitfire back from the USA. MInd I always thought the company that ended up doing the car park underquoted as they went bust not long afterwards. Pity as they did a cracking job.

My first couple of RBRR's were done with John Kipping in his Herald 1500 'Turn Left For Tangier' replica I built for him. On our first outing the car was still fresh out of restoration, and we were still tinkering with its induction. Initially it was twin HS4's, but JK was obsessed with fuel economy, and we quickly realised after a couple of rolling road sessions that they weren't cutting the mustard. Just prior to the event we fitted a pair of 150 Strombergs for there more refined control. These proved better, and I recall high 30's mpg overall. With the benefit of a couple of years twiddling, and our epic East African adventure we went into our second RBRR with our ultimate set up of a single HS6 on a bored out Dolomite 1500 inlet manifold. The rest of the engine consisted of Pony 1500 lightweight crank, Spitfire MKIII profile cam, tubular manifold into Vitesse MKII exhaust. In that form JK recorded the economy figures of each section as being never less than 40mpg, but usually in the mid 40's, and on a couple of sections (when he was driving!) in the low 50's mpg. Scroll forward a few decades, and James, and myself have yet to work up the courage to tot up the mpg of our Kastner engined Weber equipped GT6. I would be happy if it was North of 20 mpg, but I fear it will prove to be less. However the girls in the Courier (similar spec to JK's Herald other than it has 2.5 bore, and stroke, and therefore 1660 cc) were surprised when we kept darting into fuel stations, and they were still showing a nearly full tank. In fact I have been driving the Courier all week on its left over RBRR fuel, and it looks like I might get at least another week out of it. Picture of JK's Herald at Lands End on our first RBRR. You can tell how long ago it was by the fact it's in black, and white, and taken on a box browny camera.

All good from team Courier/GT6. Sure we had a few problems, but overall one of the best RBRR's. Perhaps it is best summed up by the experience of our new crew member Beckie, who despite our multiple stopages to fix this, that, and the other on the first night ended the event full of enthusiasm. Last time we spoke she was even contemplating buying a Triumph, and joining CT ready for the next run. It might have been post match euphoria, but it was great to hear from a previously not to interested in classics, and car clubs sort.

When John Kipping, and myself went to West Africa in his Herald in the 90's we took a considerable spares package. It included engine internals, a complete halfshaft assembly, all the internals for the gearbox, and the diff, etc, etc. All we ended up using was a a quick squirt of Araldite to fix a hole in the radiator after the Kenlow fan mountings wore through the core while we were driving through the Atlas mountains

You need to speak to Roger Ferris at the TR Register. Roger can probably pass your details on to the current owner.

After much faffing we have finally decided to use one of our GT6's. It's been dormant after it's last outing to Wales in 2015 on a jolly. After the event I decided to take the 45DCOE's off it, two of which belong on the Macau Spitfire (long story) and replace with 40 DCOE's.

Both clutch, and brake cylinders the same on Vitesse at 5/8". The clutch master on your car is a repro 5/8" with larger plastic reservoir. It's still available (as are the standard alloy reservoir types). We use part number GMC220Z, others might list it under different number for more money!