Casper

Change point GA178101*E Quick check is to look at the core plugs.  Buckets on the later engine C.

Change point GA178101*E Quick check is to look at the core plugs.  Buckets on the later engine C.

If it is a GA with a number under 237600, GB under 57202 or FC under 120000 then it is the early thin inner shaft type.  Later numbers are the stronger shaft C.

Commission Numbers for GA models  GA1DL   Feb 61 First saloon 7031HP Regd 13th Oct 1960 Engine X807E GA266CV   Feb 61 First CV GA609CP   Feb 61 First coupé GA3838   Mar 61   GA4414SC   Mar 61 First estate GA6458   Apr 61   GA13393SC     61 HTW731B GA15938   Jun 61 No Bonnet handle GA20039     61 Still with black pear gearknob? GA20465HE GA23599   Jul 61 Change to coat hooks GA29284   Oct 61 Disc Brakes optional GA34986E     61 B30 PSE1 carb. GA35950   Oct 61 Bonnet stays fitted GA41328 22 Nov 61 Car (AM) LCV GA43171 6 Dec 61 Car (AM) LCP GA44651       First Courier GA45538 1 Jan 62   GA50248   Feb 62 Door lock change GA80001   July 62 Mk 2 (Star) chassis GA80974 13 July 62 Car (AM) LCV GA83026   Aug 62   GA85461   Sep 62 Cast iron bellhousing GA86161   Sep 62 Dizzie cap change GA86626     62 Estates given 4 ½“ J wheels GA90271     62 Roof cover plate reads Triumph (not Herald) GA90334   Oct 62 Bonnet lettering ‘Triumph’ FC1HE   Oct 62 Spitfire 4 GD1RS   Dec 62 First 12/50 GA97611 1 Jan 63   GA102478 14 Feb 63 Car (AM) LCV GA106791 20 Mar 63 Car (AM) LCV GA105229HE     Mar 63 White wheels appear following intro of 12/50 GA109884 9 Apr 63 Car (AM) LCV GA108006HE GA114739   May 63 Sealed beam headlights. ?Short H/L cowl GA119167 29 Jun 63 Car (AM) LCV GA117490HE GA121559   July 63   GA127239     63 Spider calliper mounting on vertical link GA130164   Aug 63 Pedal brake light switch GA130264   Aug 63 New style dash GA138340 1 Jan 64   GA141873     64   GA154566CP 29 Jul 64 Coupe for sale GA152205HE GA161460E   ?Aug 64 Square ended fan GA162103CP   Oct 64 last coupé (total 5319) GA163205V   Oct 64 last Courier (5316) GA164781   Nov 64 Narrow slot wheels GA178101E   Nov 64 Hot Cam Engine FC5000HE       Spit Mk 2 Hot Cam, Diaphragm Clutch FC61023E       Spit Mk 2 with Mk 3 cam, large followers GA169447 1 Jan 65   GA172789   Feb 65 Start change rear lenses GA173303     65 Change rear lenses from L636 to L759 GA178624E   May 65 Head fitted with brass tube GA184793   Oct? 65 Late thermostat housing GA188886   Apr? 65 Split seat belt mounts GA1895** 14 Aug 65 Car CGR751C (Mark H.) GA184793E   ?Oct 65   GA190341E     65 HS2 on TC option GA200280 1 Jan 66   GA204020E   Jan 66 Diaphragm clutch GA206771E   Jan 66 Rubber rear crankshaft seal FC69122E ? ? ? ditto GA221593DL     66 Car (OAC 64F) GA222433 1 Jan 67   FD   Jan 67 Spit Mk 3 GA225581E   ?Feb 67 Pressed fan ? GA230770CV 7 Jun 67 Car (NDU710F) GE1DL   Aug 67 First 13/60 GA229454     67 Change to 14LP type brake calipers GA234868   Sep 67 last CV (total 43295) GA234990   Sep 67 last estate (total 39819) GD55689RS   Sep 67 Last 12/50 GA235735   Nov 67 Rubber boot mat GA236220   Dec 67 Black carpets GA236629 1 Jan 68   GA237600D     68 Stronger Diff. FC120000D? ? ? ? ditto GA238107   Mar 68 Now Negative Earth / late dizzie top GA244523 1 Jan 69   GA248238 1 Jan 70   GA249873DL   Dec 70 End (saloon)  (total 201142) ‘Car AM’ indicates that the car is recorded on the North American Triumph Herald database: http://triumph-herald.us    

So looking at these figures (and not taking valve seat/ opening area into account). The carbs in red would technical suffocate the engine and the carbs in green would delivery sufficient air flow.  Not an expert in carb theory but for a 1200 the Solex formula (d = 0.82 x Sqrt(cylinder volume[cc] x Peak revs[4.5 x 1000]) gives 30mm for the diameter.  The Herald was fitted with a 30.  The 948 was slightly overcarbed at 28mm c.f. a calculated 26.  But I believe that the venturi of these carbs is way less than the notional diameter. C.

 I think they were a big valve head Toledo and 13/60 had the same size inlet valves.  The Dolomite 1300 had larger, but I have no power data for the Dolly.   Note that the 1200 Spitfire engines had larger valves than the 1200 Herald engines. Jordan.  The Toledo/Dolomite mani has a 'dead air' space at either end of the 'log', past the right angles to the inlet port(s).  I think John Thomason thought this important. C.

Toledo probably done under DIN conditions fitted with water/oil pump, alternator etc etc, Correct.  58 DIN and 65 ISO.  c.f. 13/60 at 61 ISO. Spitfire article Courier 216 Jun 1998.  See also Couriers 111 and 112 for manifold theory. Also Courier 221 Nov 1998 for HS6/Dolomite manifold on a 1300 Spitfire C.

John Thomason wrote a series of articles in another club's magazine describing the use of a Toledo manifold and HS6 on a 1500 Spitfire.  I believe he also experimented with the 13/60 bananas.  John Kipping also recommended the Toledo mani as part of his 'ideal fast road' 1300 setup. C.   

Quoted Text Its normally necessary to paint a thin line on the actual pulley timing mark with correction fluid or white paint so that its easy to see with the strobe. The problem is normally finding them!  There are NO timing marks on the perimeter of the pulley.  There is a small, normally invisible, hole on the rear face of the pulley at 1/4 TDC.  Once you have found this hole it is worthwhile marking the perimeter with white paint (Tippex works well).  If you do your sums (Circumference = pi (22/7) x d (116mm), then divide by 360 = 1.012290966 mm) you will find that one degree rotation equates to 1mm.  You are now in a position to make a mark at the required degree of advance for your engine, and you can then set the ignition either using static methods, or with a timing light.  Note that 1200 and 1300 engines have different timing: 15° for 1200 and 9° for 13/60.  These are only starting figures. C.

Mine doesn't look quite like that but I think it's just a big fibre washer. I haven't got my spare tank out of storage but I have just looked at it lying full length and stretch by the light of a torch.  I know I have stripped rebuilt it and had no trouble (or at least I can't remember any). Is there a part number for it that can be researched with the hardware catalogue? C.

No. Early 1200 40743 Late 1200 40791 13/60       41127 BUT you would be hard put to notice any difference.   I have tried a very wide range of dizzies on my engine and there seems to be no noticeable effect. C.

Seat Fitting Problems can often be found with seats that have been incorrectly refitted after being removed.  There are some minor variations in detail over the models and period of production but I believe the following should apply to all variations. Components and terminology: Seat runners - fitted to the floor, have holes for the adjuster to register in. Subframe - runs on runners, includes adjuster lever on one side only.  Has two brackets on the front, each with two holes arranged one ABOVE the other.  On one side the bracket is square and straight, and on the other side the holes are set forward, so the bracket is shaped like a B. Seat frame - on which seat is built.  Brackets at the front have two holes arranged one BEHIND the other. Fitting: Seat runners should be fitted with holes to the rear,  fixed with 5/16" UNF bolts, and with 1/2" spacers (thick washers) under each bolt.  Captive nut on turret at the rear is FQ3406 (should be available from the usual suspects). The sub-frames are handed: you should have a pair.  They should be fitted so that the adjuster lever and catch is nearest the transmission tunnel.  This adjuster should mate with the holes in the seat runner (but won't if the seat runner has been fitted back to front).  This ensures that the holes on the bracket on the door side are a smidgen further forward than the transmission tunnel side, i.e. the B shaped bracket is nearest the door. Choose between the high and the low hole on the seat sub-frame.  This adjusts rake and/or height (with blocks).  Use the foremost hole on the seat frame bracket for the door side (ie the side where the sub-frame holes are further forward) and the rearmost hole on the seat frame bracket on the tunnel side.  This means that the seat sits square on the sub-frame.  The fact that the pivot point is slightly angled, means that when the seat is tipped forward, the top moves inwards and does not hit the A post/windscreen surround.

First thing is to make sure the sliding triangles on the bottom of the B-post catch assembly are free to move easily.  They are sprung loaded and get gummed up.  WD40 to the fore. Almost all the door seals currently available are incorrect, being a baloon section that is too big, preventing the door from closing easily. There are a range of adjustments to try after that, but meanwhile, search the forum for 'tub spread', although this is normally less of an issue with saloons. Enjoy your Vitesse and welcome to the board. C.

Dave, I think you may be thinking of Redex Upper cylinder lubricant, while mazfg may be referring to Oil Additive. I'm not sure exactly what is on offer now.  I would happily use UCL, although benefits may be small with modern oils and fuels.  (I have been known to use Holts Piston Seal - now discontinued I believe - but only on a real oil burner to stave off the inevitable for a while) On the other hand the tribologists work very hard to formulate their oils and adding to the mix might be unwise.  Just make sure you are using a good oil. C.

Sorry - that posted twice.  Mods ?

Bill will tell you that drum brakes are fine (no experience of them myself), but the shoes are difficult to get hold of. Your car is a very nice example of an early 1200.  Many of the minor developments (changes and 'improvements') to production had occurred since the 1959 introduction of the Herald, but there were many refinements, production changes and cost cutting measures occurring in the first year or so of the new model.  Yours was built in the first 6 months of production.  I believe that the 1200 was built in the new production hall, and this (for some reason) led to improved build quality.  The 1200 was regarded by the motoring press as a great improvement over the single carbed 948 models, so all this is good.  Your car has many early features that are of interest to aficionados but have little real relevance to most enthusiasts.  The reasons these features were changed as time went on might be that better solutions were found, whether the improvement was performance, cost savings or production reasons. Some of the things that could be considered as 'bad' points about your car include: Early, weaker chassis Engine in its lowest state of tune producing 39 bph, some 18% less than the latest 1200s, but at least at 8:1 CR you probably won't need octane booster or top spec fuel. Spares availability of some parts is more limited than later models (carb, front brakes, steering rack, rear lenses, etc.) Unless the car is in concours condition the early features have little bearing on value.  Apart from model type (eg convertible vs saloon) the condition of Heralds is nearly always the factor that determines price.  But there is no reason why the car will not be fun and relatively inexpensive to own and maintain, and practical to drive on a regular basis (motorways may not be too much fun, though). Good luck sorting out the rich running.  If you need help, PM me. C.

GA15938 was the first with no bonnet handle, in June 1961. Looking at other data, my guess would be production May or early June. Apart from minor details that Bill and Andy might mention it will be a real 'early spec.' car.  Many think the bonnet handle was a 948 only item. BMIHT can supply build dates, etc., but at a price. http://www.heritage-motor-cent.....ge-certificates.html Your car will have a B-30 ZIC type carburettor, probably a 3 or a 5. The number will be stamped on the side of the float bowl, covered in muck. You may have some problems finding gasket sets, but they are out there, as Ford Anglias used them, for example: http://www.ebay.co.uk/itm/Ford-Angllia-105E-997cc-Carburettor-gasket-ZIC-3-/331571216747 See also: http://www.ebay.co.uk/itm/like/291390704537 (Jetting info will be wrong) and http://www.oldengine.org/members/diesel/SolexCarbs/ZenithSP174.htm John, the front discs from Oct 1961 was an optional extra, so not a proper dating feature.  They also offered aftermarket conversions. C.

I'd not heard about 'Silver Seal engines before now: http://mgaguru.com/mgtech/engine/be100a.htm C.

Gold Seal engines were factory reconditioned engines from British Leyland/BMC.   S-T named (and painted) some engines as 'Gold Star'. herald948 (who replied above) has a great list of commission numbers and engine number so we should be able to identify if the engine (is likely to be that which) was originally fitted. The GA indicates a 1200, the DL indicates a saloon car. Some people are cautious about putting their full car identifying details onto the internet, being worried about [I'm not sure what].  But, we should be able to tell a fair bit about the car with a number within 100 of what it actually is. C.

http://www.rimmerbros.co.uk/images/TriumphHerald_NoLocation.jpg It's on the V5 as well, because the plate might have been removed It should be something like GAnnnnnnDL C.