Slimboyfat

Goody wrote:Dave, the last time I saw it (last year) you told me you were gonna brake it up for parts.     Bill It got no further than whipping off the headlight cowls (long ones getting rare!) to go towards one of the Courier projects, and one of the HS6 pancake filters for the Courier we have on the road. Past that I still can't bring myself to take it apart. We had such a great time driving it, specially on the first 10CR. That drive into Nice, and parking up in that sea front car park. The drive around the GP circuit in Monaco and taking a wrong turn, and having to back out of a one way street into traffic. The run up through the Alps, and someone taking us off piste down that mountain full of hairpins I would have struggled to get a normal Herald down. Jason crashing it. Jason trying to take out a fuel pump in front of a crowd of German tourists. Jason being in charge (or not) of the midnight sleeper stretch on that (thankfully) deserted French road. Finally chasing Barry in his Acclaim for what seemed like hundreds of miles, dueling for the lead on the roads back to the ferry. I just can't bring myself to do it.

A recent picture

A number plate dealer bought it from us off an advert on the Bay. Bearing in mind it hadn't been anywhere near the road in over 4 years, was not MOT'd, or in anyway road legal I thought he was taking a bit of a risk driving it from here to the South Coast! Apparently it got there OK, and better still it 'passed' an MOT the same day ;D A week or two later it re-appeared on the Bay at something like 8 times what he paid for it from us. At some later stage he tried to get the number off it, and fell out with his local DVLA office in the process. They took the V5C off him. We then had to buy it back off him, and pay to have it transported back here (but I'm not bitter).

Surely its this? Allthough it has unfinished business, anyone fancy the challenge?

My current daily driver is a 948, Iv'e just come back from the machine shop in it having collected a couple of heads, and blocks. It wouldn't faze me doing a RBRR in it. To be honest I would prefer it to the larger engine'd cars Iv'e done it in the past as its not much of a challenge in TR's, Stags, and V8 Saloons.

peterhlewis wrote: do not grasp the shocker stem with moles or pliers or the next bump will show it now leaks, Pete Going back a few years ago I had a rash of cars with recently fitted AVO's (I think) coming into the workshop leaking from the piston seals. It turns out the Triumph specialist that had been selling/fitting them had been using the above method to fit them. We sold quite a few sets of Konis as a result! One of the customers was so fed up he chucked the knackered AVO's in the bin when we showed him what had happened. When he left the apprentice fished them out and sent them off to AVO who rebuilt them for a small charge!

mpbarrett wrote: Took the car for a quick drive before fitting the gearbox cover. OD is fine, 3rd and 4th nice and quiet but 1st is very very noisy.... and there is a continuous ticking noise  from the box which I don't like :( Sounds like a fault common to recently reconditioned gearboxes, a bent reverse idler arm. This allows the idler to contact 1st and give the noices you descibe. Take the top off and take a look (engage 1st). If you are careful you can get a long drift in and give the idler arm a quick twonk (only needs to move a fraction). Should have been picked up though by any regular Triumph gearbox builder.

Those Alpine passes were tough....

James http://www.canleyclassics.com/?xhtml=xhtml/rbrr/2000.html&xsl=rbrr.xsl I remember saying at the time something along the lines of wanting to do the next RBRR in a stretched Herald. Like that was ever going to happen...........

We did the 2000 run in the Chicane. I can't really remember anything specific about it. Oh dear they are all starting to blur into one good/bad memory.  

7478 wrote: Sorry I don't understand.  I thought your original post was for another company who could supply panels. All my posts refer to Radford Panels, and yes they can/do supply panels. As my Grandad used to say, 'you can lead a horse to water, but you cant make it drink'................

ajp wrote:I am sure the Scimitar boys would have a few off you?!  :) Yes we did get a few enquirees from Scimitar owners. I was never convinced the need for the conversion was as great on the TRs as it was for the small chassis cars. I have never had an issue with link failure on my TRs, and I dont ever recall repairing a punters TR with a failure.

uksnatcher wrote: It would be nice to see all the bits for the trunionless kit available to buy seperatly from Canleys tho They always have been.

7478 wrote:I'm sure I looked at their website a couple of months ago and didn't spot any 2000 panels, perhaps because there wern't any prices I assumed they were no longer making them. Anyway, back to the wing repair panels, wish I had bought a MK1 now ! The reason being is that the website is so old if it displayed prices they would still be in pounds shillings and pence. Because they are old school, and none tech savy they prefer you to ring up and ask for the latest prices. However this can be difficult because the lady in the office is only there a couple of days a week. The rest of the time you have to leave a message on the answering machine.

7478 wrote:That web page is fairly recent. I wonder if it's there just to see if there is any market for panels. That web page is as old as the hills! To my knowledge they haven't changed anything radical on their website (at least Triumph wise) in over 10 years.

heraldcoupe wrote:Are Radford's 2000 panels any better than their Herald panels? Cheers, Bill. The only ones we have actually used are the MKII front wing repair that does the corner under the front bumper that joins the valance. I have done a couple of cars using these now, very good fit.

A few years ago we did a run of these on a 'once and for all basis'. We were obliged to have quite a large moq last time, but we were helped out by Bill Davis taking a few. My own motivation was based on needing a few for our own Couriers at some time in the future as and when we got around to restoring them. They all got sold before I put any aside! I have managed to squeeze a few more out of our manufacturer in amongst a large order for other springs, and there will be a few spare if anyone is interested. If this is seen as blatant advertising please remove.

We got most of the way there, and then did a bit of market research with the usual TR trade customers of ours. Based on that we put it on the back burner, and there it stayed.

http://radfordpanel.co.uk/tr2000.htm

A couple of these; http://www.caterhamparts.co.uk/product.php?id_product=142 plus a couple of these; http://www.caterhamparts.co.uk/product.php?id_product=110 and your already over 320 quid, and you haven't even got the special carriers, circlips, or any spacers, nuts and bolts that come with the kit. I dont think the kit is expensive, perhaps its time to put it up now though.

Ive never really had a problem with Lucas. Most electrical problems I have encountered with customers cars over the years have resulted from sloppy previous work. For example poor quality connectors, and earthing points attached to rust, newspaper, and fibreglass!

1344 wrote: You should try one of these cheapie ones,they seem to last ok  ;D That will be the kiss of death to mine now  :-/ Didn't I mention the cheapie one that failed on the daughters 13/60? Fortunately the old boy who we had bought the car off had left the points, condensor, etc behind the battery in a plastic bag, so a quick fix at the side of the road. It was about this time that she started to loose interest in 'unreliable old motors'. In part thanks to electronic ignition shes hardly driven a classic since.

My first failure was a Mobelec 'Grand Prix' I fitted to my TR5. Bought with my staff discount from the Motorist Discount Centre I was managing in 1979 (the previous manager, and his assistant had been sacked, but thats another story). That lasted about 13 months. It just died, and the concensus amongst staff from other shops was that customer feedback had been terrible with many returns just in warranty, unlucky me. My next failure was a Lumenition I had fitted to my Stag in about 1985. That was in warranty and Lumenition bless em admitted they had had problems and swapped it for another that lasted 13 months (theme developing here). That expired on the M69 after doing over 10 miles at 100mph plus (I never did see any coppers on the M69 in those days), and just after losing my stainless windscreen trims over the roof (I wonder if that had a knock on affect?). The next failure was whilst driving my dads PI Estate. The Sparkrite unit died whilst climbing Porlock Hill. Fortunately those Sparkrites had a get you home faciilty whereby you could throw a switch on the unit in the event of failure and limp home. Then there was a Newtronix (scuse spellin?) that left me stranded in a punters GT6 on the way back from an MOT. Then there was a Pertronix that gave up the ghost whilst I was setting up the carbs on a punters Spitfire 1500 (that confused me!). In between somewhere I have had two ignition modules fail on our V8 MKIII saloon. They both went under different circumstances. The first just died as I was cruising through our local town, and the second gave up a couple of years later as I was pulling off the drive at home. The most convienant brake down I have ever had.

2748 wrote: For so many of one of the most reliable devices fitted in cars to fail on you would tend to suggest the problem is not with the units themselves. So I have broken them deliberately?

and me. In fact I have had at least half a dozen electronic ignition units fail on me and long ago reverted to points and condensor for reliabilty (or ease of repair at the side of the road).