1968Vitesse25
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Everything posted by 1968Vitesse25
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4 sold? I've half a mind to ask the vendor for commission!
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Haven't seen any. 150's with that type of base. Worth asking the vendor. I suspect they are left overs from converting 175 SEVX carbs (lots of NOS ones about ex US spec TR7) to adjustable jet for older cars. ETA: they seem to have NOS 175's http://stores.ebay.ie/N-J-Will.....romberg&_sacat=0
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Take a large ball bearing and put a divot in the mating face of the flange, dishing the flange up under each bolt head. As you tighten down the bolts, the divots will flatten out giving you a true clamping face. Fit sump gasket with a bead of Hylosil 300 RTV no more sump leaks.
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Like these? Available on the bay of fleas http://www.ebay.ie/itm/STROMBE.....a:g:eYIAAOSwB4NW0fuf
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Your modern car will have a plastic fuel tank, all synthetic seals and no brass in it's fuel system.
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Unless the pitting is seriously deep, just spray some Blue Hylomar on the gasket.
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For breaking in an engine, you actually want a pretty 'poor' oil without all the Gucci modern anti wear additives to let the engine and most importantly the rings bed in. The ZDDP is to protect the cam during bed in. Most 'break in' oil is just that, a basic Dino oil with ZDDP.
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An engines an engine, it's the same principles. Coldest air in, hottest air out, We have a far better understanding of the physics, but it's all the same rules. Keep your coolant hot, but don't let your oil get too hot - and Triumphs pushrod engines have always had an issue with oil temperatures. A combination of a basically poor design stretched far to far and a domestic market that didn't force mass manufacturers to address oil breakdown during high speed running. German and Italian cars of the period were far more durable thanks to their markets need to run on Autobahns and Autostrada. Triumph were well aware their engines had issues with oil temperatures when they started fitting as standard or offering oil coolers as a dealer fitment for cars being exported to the Continent and the USA in the 1960's.
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I'm assuming you want the ZDDP to beef up your racing oil?
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On the Canley Classics catalogue, this is the factory installation for an oil cooler on a Spitfire. https://www.canleyclassics.com/triumph-spitfire-mkiv/1500-oil-cooler/
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Hi John, Germans love American motors. Shippings very reasonable. They speak English BTW. http://store.moparshop.de/en/P.....-Zinc-Plus-0-5L.html
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It has to be sold as 'for racing use'. Product liability and all that good stuff. It poisons catalytic converters.
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£15+ a litre?!?!?! I'll stick to 5 litres of Valvoline for £30
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So, can we get a fully synthetic oil with enough ZDDP?
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Modern mineral oil formulations are very different oils to the stuff sold in the 70's. http://content.valvoline.com/pdf/vr1_racing.pdf
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You can get cans of Lucas Oil ZDDP break in additive from American car spares places. Well worth bunging a can in with a new cam/tappets
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Mocal with a DIY duct. Certainly keeps the pipe runs short.
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10/40's too thin for the clearances. 20/50 is the right grade - Valvolines racing mineral oil gets a lot of positive feedback. An oil cooler gets you a couple of pints extra oil capacity.
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The laws of engineering applies exactly the same to a 1907 De Dion as a 2017 Ferrarri..
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Scott's post say his car runs hot. An oil cooler is always a worthwhile fitment on any Triumph in these days of much higher densities of slow traffic and faster motorways. Adds a bit of extra oil capacity and disperses a useful amount of extra heat from the engine. Triumph either fitted one as standard or offered it as an option on export cars going to countries with higher tempereatures or motorways in the long off days when we only had the Preston bypass. Most modern cars have one too.
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Behind the air inlet above the number plate.
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The small chassis suspension isn't terribly weak. Ball joints and bearings are shared with the much bigger, heavier and more powerful TR6. So either the small chassis cars bearings are over strong, or the TR6 is running on borderline bearings, and the TR6 runs much bigger and wider wheels than a Spitfire. Triumph spent the 60's into the 70's fitting successively wider avd grippier tyres to the small cars. We saw them move from narrow crossplies on skinny rims to 155 or 165 section radials on 5.5" rims at the end, a whole world of difference in grip.
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Yes, they were always budget constrained. Triumph were constantly upgrading the brakes of their small cars. The Dolomite Sprint came with brakes that were terminally underspecced. If you are nocking out a couple of sets of wheel bearings a year, its nothing to do with your brakes. They did the best they could with the non existent budget and severe parts bin constraints they had, but all the old engineers freely admitted, they could have done far better if they were allowed to spend some money.
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Bigger diameter = more leverage = more stopping power.
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the M16B pads A popular upgrade on RS2000 rally cars.