HMaze

Hi John, again a fantastic build!!! Found this online, maybee of interest for you: http://www.asahi-net.or.jp/~eu6k-mrym/data.htm Harry

The cutout was made for the US cat models, not for the twin downpipe. Harry

And no: not 3x35A fuses but 3x35A/17,5A continous LUCAS fuses! More like 3x modern 17,5A fuses! (more likely 15A). Harry

Hi Howard, does your cylinder bores have a recess on top of the bore? The early MkIV engines up to engine# FH25.000 had no recess. The head gasket you show looks like one for recessed bore. Harry

The spacing of the wheel boxes is only an optical indicator for the changes in the wiper mechanism. Triumph used different wiper motors, with different shaft & gear sets and different wheelboxes. The change in the spacing was introduced with the 1969 US Mk3 spitfire model. The one with the new instrument layout that later became the MkIV layout. The US models got therefore allready the 2 speed wiper motor (the round 14W!). The change point is commision # FDU 31.254; body# 20001FG for the US, body # 30196FD for LHS and 30785FD for RHS. The body panel under the windscreen was changed from part # 807379 to part # 816499. The single speed wiper motor was changed from part # 513961 to part # 510985, and the internal shaft & gear changed from part # 513926 to part # 511007. The wheel boxes were changed from part # 134746 to part # 151219. The 1969 US Mk3 used the same wheel boxes, part # 151219 together with the new round, 2 speed wiper motor 14W, part # 517621 with the shaft & gear part # 517646. Shaft & gear 517646 (115°), is the same gear that was used in RHS GT6 Mk2 and LHS TR6 and in Land Rover Defender 90/110 to 1A622423 2001; Lucas part # 54702584. On the MkIV and later on the 1500, the wiper motor part # 517621 was used, but with a different shaft & gear, part # 520101 (100°) and with different wheel boxes, part # 155430. Harry

Hi Roger, I think that is exactly what this harness does. It does not split into the wires from the light switch to the headlights, but uses one of the headlight connectors to switch the relays. One of my concerns would be the lenght of the harness with only 1,5m Harry

Hi Wim, I can only tell about my own experience with triumph exchange engines. Back in the days when triumph still existed I blew my MkIV 1300 engine (engine number FHxxxHE). The dealer sold me a new short engine, (block, crankshaft, conrods and pistons) engine number DHxxxESS on an exchange basis. Everything else had to be reused or bought new. Since the different compression ratio was realised by the cylinder head there was no real problem. In your case I would check the head number.(TKC1155?) Harry

http://club.triumph.org.uk/cgi-bin/forum10/Blah.pl/Blah.pl?m-1421151133/ Harry

The "T" was introduced on engine# FH59689 and further, together with rerouted hoses to the heater, and new return pipe. FH was 1300 with HS2 carbs. On the 1500 manifold the heating and the balance chanels changed place. Harry

Hi Wim, it should be connected like any other coil. Harry

B-series also. Yes rockrockmcrock, you are right. The parts catalogs show it wrong. There are lots of small and big errors is those drawings. They are nice to look at, but don't trust them in every details. The people that made those drawings probably only ever saw a few parts. For example the alternator in the 1500 parts catalog: no one could mount it in the way it is shown in the drawing. Harry

"From memory this is a 1300 head with 2 x small exit ports in the centre, rather than the 1x bigger one of the 1500 (the other 2 exhaust ports and 2 inlet ports are identical between versions if I remember rightly). I don't have head number to hand, but the above exit ports is a positive id one way or another I think - I presume this is what you mean by twinned although I was under the impression that the 1500 manifold was also of a single bore at the centre port?" that is not true. the heads look physically the same from the outside. 8-ports. You need to check the head number, stamped in over the 3rd cylinder to identify the head to be a 1500 or a 1300. Putting a 1300 head on a 1500 block (UK) would raise the compression ratio from 9,0:1 t0 aprox 10,2:1 See the list of paul geithner: http://auskellian.com/paul/links_files/performance_enhancements.htm#heads Harry

Those are not original MKIV HS2 carbs! Harry

Hi hyberhale, it has probably been changed, because the PO put some early HS2 (up to Mk3) on a MkIV inlet manifold. Mk3 used a PCV valve on the inlet manifold (blanking plug on the right), while the MKIV used two connections on the carbs themselves. Harry

Hi Dany, when the wiper stalk is moved to the single wipe, the circuit R/LG to N/LG is brocken (1st speed to selfpark return). One end of the spring stays on the green contact, and the other end is connected to the 1st speed (R/LG), so the motor starts running. When you let go of the stalk the motor is again in the self park mode and runs to it's end position. The "red spring" is only to show how it is bend. You can see the form of the real spring above. Harry