Casper
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Everything posted by Casper
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1337 wrote: ISTR that TLD did an article in the Courier when he was writing. A series of three on tuning the 1147 engines, Feb, Mar, Apr 2007 (320,321 and 322). The first deals with 8 port heads, the second is worthwhile reading but poses as many Qs as it answers and the third gets a bit off track. C.
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PM sent C.
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912 wrote: The donor chassis, which is from a 13/60 Herald, came with a diff which I presume is 3.89. This should have a GE 4.11:1 (type B) C.
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1218 wrote:So if I were to leave the "Hot" cam as it is, go for a 4 branch exhaust manifold, twin SUs, a 12/50 diameter down pipe to match, presumably I would reach about the 63bhp claimed for the Spitfire MKl? M. Give or take a few. I'm not sure about the valves, though. The down pipe part isn't suitable (that's the bit that needs chopping off) although the rest of the front pipe is. Also, anyone on any views about Mk 1, Mk II inlet manifolds? ISTR that TLD did an article in the Courier when he was writing. Do you want another drive of mine? C.
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1. Should be 3/4" GWC1208s 2. After a few years you will get the hang of it ! C.
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This may help. Take note that Bill isn't happy about the change points and they should be regarded as indicative rather than definitive. Camshafts The standard Heralds had a variety of camshafts fitted throughout production, and they had different effects on the engine output. Other four cylinder Triumphs had yet more cams and they are all (with limitations) interchangeable. Note though that they were matched with the other equipment, notably distributors and carbs/jets. All of these camshafts are ‘symmetrical’. Early 39bhp 1200 engines had a very mild 12-52 cam. This was followed by a 18-58 cam as used also on Spit 4 and early Mk 2 Spit. It was used on Heralds from GA104890E to GA178100E The Herald 12/50 & 1200 ‘Hot Cam’ 48 bhp engines (all GD and GA178101E on – about Feb 1965), also used a 18-58 cam, but with greater lift for better low speed torque. This cam was also used on the 12/50, 13/60, Toledo and some of the 1500 cars. The correct distributor for this cam was Lucas 40791 for 1200s and Lucas 41127 for 1300 engines, although Lucas 41449 also works well. The ‘Spit Mk 3’ cam (also used on late Mk 2s and early Mk 4s) had the same lift but a 25-65 profile. This is regarded as the ‘best’ to fit, but it has small journals and requires bearings to be fitted, although large journal cams can be reground to this profile. It is found to give good improvements when fitted with a Mk 3 dizzie in good condition, or a Spit 1500 dizzie (Lucas 41449) and a single carb. The Spit 1500 type cam (#312188 or RKC3305), also fitted to many late Triumph models was an 18-58 with a higher lift than the 13/60 type. It has large journals. This works well but it does put additional strain on the valve gear and suffers from wear on the lobes, but it can be used to good effect. It is also a good blank for regrinding to Spit Mk 3 profile, as it fits without bearings. I hope that's fairly accurate C.
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Quote:someone had managed to get the distributor to fit 180 out. Don't know how that could be done. If the distributor itself is dismantled, this can be assembled 180 deg out. C.
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Quote:guessig the 0.006 gasket would be the option Not as simple as that. Haynes doesn't describe it well, but you need to determine the endfloat/preload without any gaskets, then add gaskets to suit. C.
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Quote:The previous owner will have fitted the uprights (vertical links), stub axles, hubs,steering arms, discs and calipers straight off a GT6 onto your spitfire as thats the straight forward bolt on upgrade. You will have imperial type 16 P or the metric 16 PB, it will say on the side of the caliper What it says on the casting does NOT indicate the type. What you need to check is: The type of dust seal: 16P use bellows seals that do NOT have a retaining ring/spring. 16PB/M16PB have a smaller seal held by a retaining ring/spring. And, the retaining pins: 16P use large (1/4”) retaining pins 16PB/M16PB use smaller (3/16”) retaining pins. Bleed nipple heads If 10mm hex = inconclusive If 7/16” AF hex = 99% sure not M16PB If 16PB/M16PB, then: Pads GBP144 or substitute (may need filing to clear) Repair Kit 519731 Pad fitting kit (if required) GBK1002 If 16P Pads GBP144 or substitute (may need drilling and/or filing) Repair Kit 601960 See also http://club.triumph.org.uk/cgi-bin/forum10/Blah.pl/Blah.pl?m-1253348427/s-15/ C.
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the helical splines are the bit that makes it throw out. Do you know what the reconditioner lubricated with? That might be your problem. How often is the car used. If infrequently you might find that it frees up with more regular use. C.
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Not familiar with gammatronix, but the place for the wires could well be the bin. They don't like being connected with reverse polarity. BTDT Hope I'm wrong C.
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I'd give it a 2 1/2 according to the Haynes Spanner Rating system (not used on old Triumph manuals) Haynes Manual Spanner Rating: One spanner rating. An infant could do this... so how did you manage to **** it up? Two spanner rating. Now you may think that you can do this because two is a low, teensy weensy number . . . but you also thought the wiring diagram was a map of the Tokyo underground (in fact that would have been more use to you). Three spanner rating. Make sure you won't need your car for at least a couple of days. Four spanner rating. You're not seriously considering this are you? Five spanner rating. OK, if you must - but don't expect it to work, ever again. As mazfg says, it's a bit of a fiddle, but work slowly and logically and it isn't too bad. C.
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Denso http://www.frost.co.uk/automotive-suspension-tools/denso-tape.html Other suppliers are out there. C.
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1mm per degree for a small crank pulley
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3/4/1500 for 13/60 (8 port) engine. The Mk 2 Spit was an 1147 (6 port) engine. C.
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Quote:Slide carefully into place where you want it, Use a very small paintbrush C.
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The radiator is way further forward on a Vitesse, too C.
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The radiator is way further forward on a Vitesse, too C.
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The 1200 engine in my Herald started life in a (?1961) Standard 10 van. The 1200 engine was apparently fitted to the 10 before the Courier replaced the model. This is (was) an LE engine (Prefix BE). The head was much deeper - no compression plate, and yes, 'standard' pushrods were needed when the CR was paised. C.
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http://www.hobbyplastic.co.uk/materials-8-c.asp for stock. I'm working on this myself. Rubber buttons are 20mm dia, but triumphspitfire.nl use 30mm I have just received 20mm bar and, while I will be able to do it - I would recommend 25mm minimum. BTW, I am using nylon as the economy route. C.