Slimboyfat
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Everything posted by Slimboyfat
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Generally if you run an engine without coolant and it gets very hot the pistons 'grow' a little in the bores and start losing aluminium to the bore wall. This is usually evident by aluminium marks on the thrust side of the bore wall.
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Martin From that I would check that the pistons haven't picked up (they usually do under those circumstances).
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They are being pressed now (I helped the chap more the press tools last week). We sold out of the last run about 18 months ago (went mostly to trade customers).
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Atlas is 6.66:1
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Its been on sale for small chassis Triumph's for getting on for 15 years. Its fitted as standard to all the latest generation Caterhams (approx 15 years). There is an aftermarket for Caterhams for replacement hubs, but only because they damage them regularly in their one make race series. The same reason sales of steering arms, track rod ends, etc go up over the race season. We have never sold a Triumph owner a replacement hub.
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Stock GT6/Vitesse hubs are prone to spinning the inner bearing race. This was a well known issue in the trade. We sold out of useable s/h hubs many years ago. Anything up to 50% of our core units were scrap at the time as a result of having worn inner race dimensions. Scroll on a few years and things were getting critical on the availabilty front with customers cars off the road needing hubs. We had cars in our workshops for weeks whilst we tried to track down good s/h hubs back in the 90's.
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Back when this used to be a common conversion we would simply use 4 of these and some Loctite; http://www.canleyclassics.com/demoapp/?ptno=60070
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Really? On a three bearing crank? Triumph added weight to the steel pulley on the race engines.
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Not sure where you are looking Richard, but we have those; http://www.canleyclassics.com/demoapp/?ptno=128136
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GT6R, and ERW412C (sometime ADU 2B) had Chapman Strut rear end. Fabrizios GT6R replica (car in your pictures) ended up with Peter Cox reversed bottom wishbone rotoflex, because that's what we had available, and supplied when he was building his car. However Coxy used sliding joint driveshafts, and Fabrizio uses rubber rotoflex's.
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Jonny_Jimbo wrote:For basic machine work on the engine I can thoroughly recommend Chesman Engineering in Coventry - top blokes that really know what they're going. I think Canley's gets the machine work done there, and we have had a lot done at work too. No we do not (and never have) used Chesman's.
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thescrapman wrote:I have driven 2 cars with an LT77 fitted, a Stag and a TR7V8. I really did not get on with them at all. It seemed that the 5th gear was an afterthought, and you have to dig and stir for ages until you find it, usually accompanied by crunching and grinding. Our factory V8 saloon's LT77 had those issues. It got much worse when we used it on the RBRR a few years ago. When I stripped it after the event I found the remote mounting/insulating rubber bushes were badly worn. A new set improved the change no end.
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The length of the vertical portion of the pipe from the flange to the first bend differs considerably. ....and the flange gasket is different
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We have been selling/using County pistons for getting on for 20 years. Never once had any issue's other than we get the odd set with a bit of transport damage, but we check each piston individually before selling them on. Worth checking as soon as you receive them if ordering from elsewhere.
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We stopped doing them a couple of years ago when the market got flooded with them. Can't complain we had a good run back in the old days with them before most of the other traders even knew about them. To be honest demand had seriously tailed off long before that anyway. These days the tables have turned and its all about originality, and matching numbers such like.
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thescrapman wrote:It is also teh same starter as Spitfire and Herald. CC show £45 exchange, Paddocks is £40 but OOS at present. Other suppliers and prices are available! Don't forget the VAT! We always show including VAT so £44.95 inc VAT. Paddock show excluding VAT, so £48 inc VAT.
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Fair play, can't argue with that. :P I could say however that those few extra lb's I carry could be negated by the plastic windows throughout, and the lack of carpets/trim.
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I'll let you know that I have filled them to the brim several times in the last 15 odd years! However never when I do a track day, autosolo, or such like as it gets very heavy with 16 gallons of fuel in the back! Its only really useful extra capacity for the long stretch's of the RBRR, 10 Countries, etc.
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Nick_Moore wrote:Leon Guyot fitted two tanks to one of his cars. He found that they needed a valve between them on their link pipe - if the car was parked on a cambered road, petrol from the uphill tank would flow into the downhill tank and then exit through the fuel filler. Strange, its never happened to me.
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We built a Herald to do the trans Africa run many years ago with both a Spitfire tank, and an Estate tank. This hardly compromises boot space at all, still loads of room for spares/luggage.
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Works Vitesse's have a balance pipe between the two tanks. So no need for two senders, two gauges, or changeover valves. Simples.
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Your options are now limited to re-chrome, or the stainless ones from Vietnam.
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10194 wrote: as paddocks say the guy who made them for them has packed in, thanks :) The full story here; http://www.canleyclassics.com/body-fittings-interior-trim-and-electrical/new-spitfire-gt6-bumpers-overriders/
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http://www.canleyclassics.com/technical-archive/convert-your-early-herald-to-front-discs/
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There is, and has only ever been the one type available. Buy with confidence from any supplier that lists them.
