glang

Does look like that's a recommendation for export cars but what was different about their transmission or the oils available in other countries (USA?) is anyones guess.....

Not exactly sure on the Spitfire unit but assume its very similar to the last GT6 one with the power sent by the switch to a different carbon brush in the motor for each speed. The first thing I would check is that this is actually happening so selecting slow speed puts 12v to one connection and then selecting fast changes the 12v to the other....

Yes now the fun begins! I take it just moving the bonnet forward wasnt enough and you want to move the rear tub relative to the bulkhead? Problem might be that I think they can be pretty well stuck together along the join...

Reckon you could do with the free to download workshop manual courtesy of vitessesteve.co.uk as theres diagrams like this (Vitesse but other manuals available)...

Cant see the adaptor damage is too important as long as the float chamber sits vertical....

But your dizzy gear drive hasnt been out has it Julian? I thought you had just changed the dizzy but not touched the gear so the dog slot cant have changed and you cant have got the installation wrong....

I would like to get ride of it so is it the pin thats worn or the holes in the dog or the dizzy shaft?

yes Triumph numbers have changed a few times so mains are now RTC1759 and big ends RTC1749. I put Paddocks cheapest bearings in my Vitesse as Im not going racing or doing high mileages and they have been fine...

Sounds reasonable so maybe youve just had bad luck? Im still on an original coil now 50+ years old🤞

Perhaps feel temperature of coil after next good run? Should be warm but not glowing😲

Dont forget its quite a delicate instrument, especially the needle side of the internal drive, which has probably been operating now for 50+ years with zero maintenance😳 Bearings are most likely worn and certainly dry...

Yes nothing more satisfying than fixing something original! Now hope your pulley collar isnt worn where the seal runs on it as if grooved then you can either replace it☹️, move the seal inwards a little by making up a thick gasket or fit a speedy sleeve which also slightly increases the pulley collar diameter to help sealing....

Hmmm thought it would be a bit more stable than that with an alternator... Need to see what it gets to at higher revs but with high system volts I always thought bulbs go first...

Of course it couldnt be called a cable tie but a chain tensioner retention system or CTRS for short. Then it also sounds like it needs to come with comprehensive instructions to make sure the CTRS ratchet lock doesnt get dragged in and caught up inside the cover on removal😁

Oh and of course it should stay about that at all revs....

Sounds reasonable as a running voltage doesnt it👍

And is the clamp solidly screwed down to the base? As you can see from the manual the outer case of the dizzy should be solidly fixed so try to work out if you have all the components, theyre in good order and where the play is coming from...

No the o ring is just for sealing and the dizzy stem should be quite a good fit in the hole in the engine then the clamp plate when tightened around it and to the block should hold the whole lot rigid. However when you said wobble I thought you were talking about the dizzy rotor in the centre which spins and quite often wears which then affects the operation of the points. Very difficult to see why the body is loose if youve got everything in place as it has nothing to wear! Have you got a workshop manual?

Think they used a weight rather than spring in some variants...

It might also be worth reading up in the workshop manuals of both the 1600 and 2L models to compare carb info. These are free to download at vitessesteve.co.uk

Youre right although its the turns per mile of the speedo. You need the right one to match the diff ratio so for example 1152 turns of the cable needed to increase 1 mile on the mileometer reading. However just cos a speedo has the right TPM doesnt mean its the same facia as the original. As for the cable I wouldnt have thought it could cause the needle to stick up as is happening. Theres an air gap inside the speedo between a spinning magnet driven by the cable and the needle so the latter should always be able to return to zero....

Theres certainly companies to recondition them but its cheaper to buy secondhand on eBay although of course you get no guarantee that way. You do have to get the right one for your axle ratio....

Hate to say it but probably better doing it with a four pot 1500 and auto from a Dolomite?

Im sure its been done and certainly the Triumph 2000 range used the six cylinder engine with an auto box. Of course the biggest problem is the length of that unit and whether it will fit in the space available. Oh also the overall gear ratio will have to be considered with the ratios available for the vitesse. Youre probably best off starting a new thread to get a higher chance of a good response...

Not shown in workshop manual? Then you get the real deal👍