HMaze
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A bit more Information on your car would be helpfull. Main light switch or column light switch? Red/White - Instrument Illumination Brown/red- wire from main light Switch to column light Switch others? Cheers, Harry
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I know this isn't errr right, but: http://www.ebay.co.uk/bhp/mgb-overdrive http://www.autoelectricalspares.co.uk/new-bha4513-108sa-overdrive-toggle-switch-2262-p.asp Sorry, wash my mouth with soap. :-/ Harry
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Hi BiTurbo228, this is a very interresting weight list! I weighed some parts in my shed, but my scale does only 0.5kg, so not the accuracy you weighed your parts. petrol tank spitfire mk3 empty: 5.5kg you could add 0.72-0.78 kg per litre petrol. radiator " screen" with cards and irons (spitfire): 1.5kg (water in the radiator should be also accounted for if you move the radiator to a different position) washer bottle full:? Overflow bottle half full:? front bumper with overriders spitfire mk3: 4kg cast iron manifold with hose pipe 1500: 6.5kg door shell bare mkiv: 9.5kg boot lid bare mkiv: 9kg gearbox casing 3-rail: 7kg bell housing spitfire: 9kg 2 headlight covers mkiv: 2kg heater assembly: 4kg I put some of those weights in an excel spread sheet to calculate some rough weight shifts. Thanks for your effort, Harry
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I had the same on HS4 carbs last week. There was a reason why it happend: I my case it was an over enthusiastic PO who overtightend the needle guide securing screw and bend the needle guide inwards, so the biased needle was blocked in the guide. So take a good look at the surrounding parts. I replaced the needles and the guides in both carbs. Cheers, Harry
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I would count the strands of the remains: http://www.autosparks.co.uk/index.php?content_page=52 Cheers, Harry
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A look into the sales brochures maybee helpfull? http://www.triumphspitfire.nl/brochures.html Cheers, Harry
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MK3 to Engine no KE10000 Distr. Delco Remy D200 795 3681 centrifugal adv. rpm- deg (both crank) 400- 0 1600- 7-11 2400-14-18 3200-16-21 4400-20-24 max Vacuum adv. InHg-deg (crank) 2-0° 4-0°-4° 8-6°-10° 13-14°-18° 20-14°-18° from engine no KE10001 on distr. Delco Remy D204 799 2127 centrifugal adv rpm-deg (both crank) 800-0 1200-0.8-4.8 2000-12-16 3000-14-18 4000-16-20 5000-18-22 5600-22 vacuum adv inHg-deg (crank) 3-0° 5-1°-5° 7-7°-11° 8-10°-14° 20-14° Cheers, Harry
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FE Spitfire Mk3 (US) small crank FK Spitfire Mk 4 (US) large crank both low compression there is also FL, 1500 for sweden and FP, 1500 in the midget. And there is the odd GK(!), a 1200 from the german amphicar. So Triumph did use the same prefix for two different engines! Cheers, Harry
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High Shaun, FD....HE is Spitfire Mk3, so small crank! Cheers, Harry
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HI Louis, take a close look to the top of the dampers if there is a hole in both of them. "A further difference is that some are externally vented (hole in the top) and some are internally vented (angled hole in the Suction Chamber) these are termed dustproof and non-dustproof respectively. It is essential that the correct part is fitted to ensure smooth Running of the engine. " AFAIK the spitfire HS2 are all externally vented. damper for: spitfire4 & mk2 -AUC 8114 spitfire mk3 -AUC 8103 spitfire mkiv -AUC 8114 spitfire 1500 carbs AUD 665 & FZX1258 -AUC 8114 Cheers, Harry
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Lucas wiper switch 155496 (also used in TR6) 1-Brown/Lightgreen 2-Red/Lightgreen 3-Green (+) 4-Blue/Lightgreen Additional for the washer pump a Lightgreen/Black and a Green wire On pos 0- 1 is connected to 2 - for letting the motor park by its own current wire (Green on motor) On pos I - 2 is connected to 3 - low speed On pos II- 3 is connected to 4 - high speed Those aftermarket switches are not very good, better look for an original one. (NOS or 2nd hand). Cheers, Harry
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Hi Scott, depends on the boxes you've got. 4-syncro 3-rail and early single rail (before reverse changed) do have a lot of parts in common. cheers, Harry
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Thats an early one, Jens. He Needs a late one: http://www.ebay.co.uk/itm/NOS-Stanpart-Triumph-Spitfire-Right-Hand-Tie-Rod-Lever-Steering-Lever-New/221141735174?rt=nc&_trksid=p2047675.m1851&_trkparms=aid%3D222002%26algo%3DSIC.FIT%26ao%3D1%26asc%3D74%26meid%3D1906002352512761071%26pid%3D100005%26prg%3D1048%26rk%3D2%26rkt%3D4%26sd%3D221264457494%26 But this one is too pricey Harry
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i bet on the fuse. He wrote "the sidelights and frontlights are working" I read this as the high/low beam gets current and the front side/parking/marker lights get current, rear and instruments don't. This rules the switch out for me. The main light switch on the instrument panel gets his current via a brown wire directly from the batterie. in the 1st positon it switches the current to the red/green wire, in the 2nd position additional to the blue wire (light stalk, steering column). The red/green wire runs to the (middle?) fuse in the fusebox. On the other side of the fuse the wiring splits in two seperate !!!! wiring strands, both red. Here is the faulty connection. Since the high/low beam functions the switch is OK. Since the front side/parking/marker lights are working, there is current to the fuse and to one strand of the red wires. The second strand is dead, because of connection problems (high resistance). If this high resistance existed a long time, the produced heat melted the fusebox at this point => more connection problems. The linked wiring diagram is for a 1977 onwards 1500 (TR7 steering column), but the wiring of the lights is nearly the same, exept for the night dimming relais of the brake lights. Cheers, Harry (Sorry for my very bad english!)
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If you use spitfire turrets for this solution the engine gets offset to left! In standard form it is offset to the right. gt6 turrets do not have this problem. Cheers, Harry
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"Nor does accelerating change the timing angle. " This sounds like a blocked centrifugal advance also. Cheers, Harry
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Hi Adam, I would start at the fuse. It is a common fault, only one of the "tongues" has good contact to the fuse. They need to have all good contact to the fuse to complete the wiring harness! Cheers, Harry
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Hi Bruce, looking at the pictures of your restauration, i would say you've got a lockheed system on your car. Cheers, Harry
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http://www.canleyclassics.com/?xhtml=xhtml/diagram/gt6mkiiipetrolsystem.html&xhtmlcatalogue=xhtml/catalogue/gt6mkiii.html&category=petrolsystem&xsl=diagram.xsl 150592 pipe nut and brass olive for 5/16" pipe But i thought the MkIII had the fuel line connected to the fuel sender?? Maybee early MKIII? There are some symbols in the diagram that suggest two versions. (+, *) Harry
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All MKIV1300 and 1500 had a Ballast resistor! The early MkIV had a solid one by the side of the coil, later ones had the resistor wire in the wiring harness. The coil was a 6 Volt one. Harry
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No, the braket is mounted to the differential plate through a rubber grommet. Harry
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Since you got the part-no.: http://www.rimmerbros.co.uk/Item--i-606286P http://www.johncraddockltd.co.uk/range-rover/range-rover-classic/parts/electrical/electrical-miscellaneous/606286-knob-for-hazard-switch-rrover-1970-1985.html http://www.landroverparts.eu.com/products/606286_knob_for_hazard_switch_rrover_1970_1985.php complete switch and relais: http://www.holden.co.uk/displayproduct.asp?sg=1&pgCode=020&sgName=Electrical&pgName=Switches&agCode=0539&agName=Accessory+Switches&pCode=SFB300 Harry
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Hi JP, before thinking about bigger carbs, i would think about better airfilters first. Harry
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Hi JP, before thinking about bigger carbs, i would think about better airfilters first. Harry
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Hi Danny, the white wire the brown tracer is the wire to the oil pressure switch. the two black wires with purple tracer are connected normally to the brake warning light and the PDWA. Take a look at this wiring diagram: It shows more or less the PDWA circuit http://www.triumphspitfire.com/images/wiring/75diagram.jpg Harry