tom horse

 Thanks for the replies. I'll order a complete set of bits and renew the lot. I'm not sure when this will be done as I have a shed load of other stuff to do. Just wait until you see the photos of the carbatooters. I think the PO or whoever 'worked' on it before was practicing for, 'Bodged in Fire, Life or Death'.  We won't mention the silicon around the windscreen or the wrong brake master cylinder. I would call it a pig in a poke but the pig got up and left in disgust.

 Well I finally got over for a look see.... Oh dear! looks like an engine and/or gbox out job. What are the chances it's just the wrong slave cylinder fitted??

 Thanks for the help. I'ill check things when I go back over to the car later this week. According to the PO it had a clutch fitted not so long ago, however judging by the other work that has been carried out on the car it's probably a clutch from Scammell Pioneer.  Is there any way to distinguish which slave cylinder is fitted without removing/stripping it?

 Hi, I've just started work on my latest Triumph acquisition, a MK1 2000. The first thing I notice is that the clutch is exceedingly heavy in operation. It does work as it should but it takes a lot of effort to depress it.   Does anyone know what  the likely causes of this are and what's the easiest fix (not the radiator cap fix)    Thanks  

 Thanks for all the answers.   I had a feeling it was because the bearing I'm using is flat where as the original is curved. It is central with the clutch plate as I made the mounting  on my trusted Myford and doubled checked, my double check  which was doubled checked by the lad before putting it all together.  Well it's engine back out again for the (insert big number here) time and a trip to the local motor factors where I hope I can find an assistant willing to look through his stock for a suitable bearing, unless anyone on here knows what bearing would work.  In the meantime I'll see if I can graft the original bearing onto the concentric cylinder and give that a try. On a brighter note the  electronic fuel injection seems to be working, which has the added advantage of being able to limit the revs while the engine is run in. 

 Hi, Does anyone have any experience of fitting a concentric clutch cylinder to a type 9 gearbox in a Spitfire?  I've just fitted this set up to my Spitfire and sometimes  the clutch doesn't release when moving off. The cylinder seems to jam on the clutch pressure plate.  It's fine when changing up or down the box but it frequently jams when moving off. It releases if you increase rev to around 4000rpm of when you switch off the engine.  Does anyone have any idea as to why this happens?  Thanks   TH

thanks for that. I thought it was a bit daft having the sleeve pressed into the mount and then the bearing pressed into the sleeve. It's probably the result of someone in Taiwan using a micrometer made in Chad. I'll have a dig around and see if the old ones are still usable, if not i'll fire up the trusty myford and turn a couple of thou off the new ones.

Hi, I'm just reassembling the front struts and having pressed the sleeve into the rubber mount  I now find I also have to press the bearing into the sleeve. Is this normal or is the bearing supposed to rotate in the sleeve? If it is as it should be why aren't the sleeve and bearing just one piece. I.E just a bearing with a wider outer dia. then there would be no need for the sleeve? Thanks  TH