herald948
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Everything posted by herald948
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1218 wrote:Faulty return spring on the starter bend would be my guess. MarkCould be that, or it could be that the Bendix has gotten sticky from gunk. Remove starter, wash down with petrol, carb cleaner or whatever, dry, (lubricate if you like ONLY with a dry graphite lubricant or similar) and reinstall.
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Here in the US, there's at least one vendor who sells new reservoir extensions -- Pegasus Racing: https://www.pegasusautoracing.com/productdetails.asp?RecID=1114 Meanwhile, at least in North America, earlier Spitfires and Herald with factory disc brake installations used the same 5/8" master cylinder but with a taller reservoir casting. I don't believe anyone makes or reproduces that particular body nowadays, which is a shame, IMO. I suspect the plastic extensions might have come about more as a way to comply with some safety standards in various countries, standards requiring that the fluid level be visible without removing the cap? Attached is a picture showing that taller cast reservoir cylinder.
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New tyres and subsequent issues. Help please
herald948 replied to Jessica Herald1961's topic in Running Gear
What size are the tires? I know that 175/70R13s are no problem on the 4.5" wheels, but I suppose they might be on a 5.5" wheel? And where is this clearance problem: bodywork? suspension? other? As for the shocks, I know lots of people don't much care for Spax, but others do, so.... ;) -
The picture shows a B30PSE1; the earlier "ZIC" carbs didn't have the accelerator pump. There are also two "flavors" of B30PSE1 -- early and late, with some minor detail differences. But I think they both take at least the same diaphragm and probably most other bits.
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Stiff wire (such as a coat hanger) or small screwdriver or drift that will fit into the hole -- either will do just fine. Don't be afraid to use some significant force, as the deposits can really build up and harden over time!
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"Bazza1963" sent me a photo privately of that number, which IS stamped where the usual engine number stamping would be found. It's got me stumped! ??) Otherwise, it looks to be a typical 948cc Triumph engine.
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Just curious in the midst of all this mixup: Do you have the same wheel bearings side to side?
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Pretty much any place that the temp. sender bulb will screw into will need that adapter, since all you get on the engine is a threaded hole, but not a "seat" -- hence the need for the adapter. Said adapter was used on the MG Midgets that used the Spitfire 1500 engine, so it shouldn't be difficult to get one. As for the oil pressure gauge, I like having one, but I've always kept the "idiot light" sender as well. Oddly enough, it was the oil gauge that reassured me that my engine was ok when the idiot light began to remain on longer and longer after startup...until the sender finally sprang a rather massive leak! ??)
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9685 wrote:you have to remember these are not every day drivers im luck if i do 200 miles year etc.but each to there own.Doesn't matter if you do 200 miles/year or 20,000 miles/year. Safe is safe, unsafe is...well, unsafe!
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1953 wrote:I'm also going to have the 175's taken off (and I will sell them) and do a trick the VW modifiers do called "stretched rubber". It's basically where a narrower and lower profile tyre is put on the rim. When they do it, it's pretty extreme but in my case it will be a marginal stretch. It's safe... I would hope it IS safe, but if you don't mind my asking? WHY do this? I'm not 100% convinced that it IS safe; even if it is, you're changing the final drive ratio for the worse (unless you like slightly quicker acceleration at the expense of decent cruising speed). I'd have gotten different wheels and let it all go at that, but your mileage may vary, etc., etc. ;D
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I'm with Paul; rolling them likely would be easier. It would also be less "vicious" and less damaging. Often, careful "rolling" won't even harm the paint, and it won't affect the strength of the structure, either.
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1953 wrote:Thanks for the replies chaps, I've actually managed to track down a set of wheel cylinders for the front, so I'll replace all 4 of them to rule that out. Further good news is that the car's owner has a few sets of spare front shoes... Given how scarce those are, you might want to store them in a safe in an undisclosed location! ;D Quote:Converting the car to discs isn't something we'd want to do as it's a very original car, and the drums are part of the charm. And, as I said before, can function just fine once properly set up.
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The directions I linked to above include dimensions and location of the hole to be made in the early-style valence. Oh, and if you get some dire warning when you click on my link (I've no idea why this still happens), copy the link and then paste it into your browser!
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"Disc brake conversion kit" instructions taken from the Triumph Herald 1200 Owners Repair Manual: http://www.fairpoint.net/~herald948/database/discbrak.htm
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Worst thing about Herald front drum brakes is that new shoes currently are pretty much nonexistent (save your cores to have them relined). Second worst thing is, after 45-50 years or so, the square-peg side of the adjuster might be pretty well chewed up (2a, because the adjusters are pretty much seized up). Third worst thing is that they do require rather more maintenance, especially in the form of adjustments that might need to be done far more frequently than most of us are used to, and almost certainly more frequently than the rear brakes. Fourth worst thing is that they're much more prone to fading, especially when descending steep mountainous roads and similarly severe use (also, they don't stop a car quite as well when in reverse, especially backing down a steep driveway or such, that being the nature of two-leading-shoe brakes). Fifth worst thing is that if you've come up with a substantial power increase over stock, I hope you're not even reading this because you've long since converted to front discs. ;D
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esxefi wrote:I think some of the TR cars use the smaller bearing(not definite on this) as designed and they seem to last ok even with the heavy six pot engine. :-/Correct. The TR2-6 (and even the mighty Mayflower) used the same front wheel bearings as found on Herald and Spitfire, so they can't be too fragile! ;D
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I think someone is attempting to do new ones in some sort of brass casting. Can't remember who, though. :-/
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10082 wrote:Hi Rob, all the bolts on the except the inlet to exhaust manifold (which is in place) have been loosened, but reading your experience I'm now having second thoughts! All I want to do is to change the exhaust but as noted previously the three nuts are absolutely solid...I take this to mean you will not be reusing the head pipe? If so, cut the pipe, remove the manifold, and deal with the nuts and studs on the bench, where access is much easier and safer! Been there, done that, never regretted it! ;D
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Two numbers went up and the other two went DOWN? Hmmm.... Regardless, I don't see that as indicating a problem with rings, as you'd expect numbers to go up considerably (or at least significantly) after adding the oil. Was the car in regular use before you bought it, or had it been sitting for some time? Can you beg, borrow or steal a different compression gauge and rerun the test?
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9339 wrote:Errr! I think the p&p might outweigh it's value...Yeah, I had the same thought here in the Former Colonies.... :'( Tempting, though!
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I'm pretty sure that's NOT how they should look! ??)
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Whatever happened to having a good spring "de-arched"?
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Nick_Jones wrote:No, not A-series related in any way though quite similar in layout. The Triumph engine family runs something like 4 cyl 948cc (Herald) 1144cc (Herald 1200, Mk1 7 2 Spitfire) 1296cc small crank (Herald 13/60, Spit Mk3, 1300FWD) 1296cc large crank (late Herald 13/60, Spit Mk4, Toledo & Dolomite 1300) 1493cc (Spitfire 1500, Toledo & Dolomite 1500) Missing from the above list is the original 803cc from the Standard 8 of 1953. (Oh, and it's 1147cc, of course, for the Herald 1200, et. al.)
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Scott: this is so "International" I can hardly get my head around it. (Time for more Johnny Walker Red, I think.) I first learned of the car on an American forum (The Triumph Experience). Then I got an e-mail from someone in the Toronto Triumph Club (Canada) who said a friend of his had just gotten this Spitfire. Now you (UK) are also a friend of his? Very, very cool! 8)
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Here's a picture (from another Forum). Lots of Signal Red (IMO) showing!