herald948
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Everything posted by herald948
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Does that rod match up at all with #23 in this diagram? (from the Canley Classics web site) Do you have any of the other parts #24-30 as well? It all had to do with clutch adjustment, but the bits were dropped by the time of the Herald 1200 if not well before.
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3141 wrote:Thank you Andy, a really good point that I hadn't thought of. I'll be sure to check the breather is clear before needlessly changing the seal.I won't guarantee your leak will disappear, but I've been able to bring a leak or two down to almost nothing this way. On the other hand, some new aftermarket seals aren't always a whole lot better than the worn originals that they replace! ??)
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Much or all of the leak might be nothing more than a plugged vent causing internal pressure. Check out this thread: Sorry , link no longer available
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I don't believe you can swap the inner axles; rather, you'll need the larger output flanges for the axle shafts (same as the propeller shaft).
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3398 wrote:Done with engine cold, all plugs out and throttle open.My understanding is that such a test is best done on a warm (not cold) engine. 3398 wrote:Maybe I'll just go for the valve guide/ head recon first and see how that pans out.That makes sense, especially since it's likely to be done in a complete engine overhaul, anyway! From what you describe, I'd suspect the valves/guides do need attention.
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Just curious...how were the tests done? Engine thoroughly warmed up? plugs out? throttle held wide open while each cylinder was tested? On the dry test, #3 seems a bit low, but still not horribly out of range. Meanwhile, I'm not sure the "wet" numbers mean all that much. Also, under what conditions does the "old blue smoke problem" appear?
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The 75446 wiper motor is the correct motor for Herald and Vitesse. It was a fairly common motor, also use on Standard 7cwt vans and pickups and some Austins, Morrises and other cars of the period.
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thescrapman wrote:...Do you have photos of yours so we can see what bits you actually need and how bad the existing ones are....Also, your location would help! :)
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Don't touch that drain plug unless you know someone who likes to re-weld gas tanks (not many do)! As I recall, you'll need to undo the boot lid stay, after which the tank should come out with that drain plug still in place.
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Right! Witness the fact that the "big TR" wetliner engines had simply the "E" suffix, but most of those engines as fitted into the sports models would've been considered "high compression" engines.
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Interesting! I've very, very little experience with such beasts and didn't know that Triumph did this on the engine numbers as well as commission numbers! The BW refers, of course, to Borg-Warner, supplier of those wonderful automatic gearboxes.
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With the possible exception of a radio that might have been fitted, nothing would've been harmed -- nor will be harmed now -- by reversing the polarity!
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lordleonusa wrote:Try getting mechanical parts for a Herald, you have to say Spitfire or they instantly lose interest, or for a Vitesse, you have to say GT6, or even TR6 to have any hope of getting attention from most Triumph specialists....I'm not bragging here, but it just happens that I've been the Triumph 10, Herald and Sports 6/Vitesse vehicle consultant for The Vintage Triumph Register here in the US for close to 30 years now. It doesn't happen so much nowadays, but I used to get letters and calls frequently from people having relayed similar experiences, whereupon I would gladly offer any cross-reference that existed so that they could return to their preferred vendor with a "proper" Spitfire (GT6, whatever) part description or number. Alternatively, some of the major vendors would either contact me or tell their customers to contact me for that information! ;D
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I'm assuming things would be pretty much the same with the 1296 as they are with the 1147. I've driven an 1147 with Spitfire SUs added, but with no other changes to the stock Herald engine. What tends to happen is a bit better response at higher engine speeds (noticeable, but not dramatic), but that seems to be paired with a bit of a loss of lower-engine-speed torque. Raising the compression, changing the camshaft, etc., do much more. For example, compare an early 1200 to a 12/50: about a 25% increase in power that comes mostly from use of the early Spitfire camshaft, etc., but still on a single Solex!