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301. Re: Odd Triumph Seen (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Sat, 29 Aug 1998 07:33:19 -0400 (EDT); Well, ok. I do. ;-) This was one version of the Standard 10, sold in the U.S. as a Triumph 10. This evolved from the Standard 8 of 1953. The OHV engine was brand-new, as was gearbox and rear axle. En; /html/spitfires/1998-08/msg00659.html (8,653 bytes)
302. Re: FW: Camber Compensator? (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Mon, 31 Aug 1998 10:52:16 -0400 (); AFAIK, the camber compensator requirement for SCCA is only for those 1970 and earlier Spitfires with the original rear spring. The 1971 and later "swing-spring" pretty much obviates the need for the; /html/spitfires/1998-08/msg00690.html (7,908 bytes)
303. Re: Installation of dual carbs continued... (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Wed, 1 Jul 1998 09:31:38 -0400 (EDT); As did the 948 Herald twin-carb models. :-) --Andy * * * * * * * * * * * * * * * * * * * * * * * * Andrew Mace, President and * * 10/Herald/Vitesse (Sports 6) Consultant * * Vintage Triumph Register; /html/spitfires/1998-07/msg00008.html (7,552 bytes)
304. Re: Installation of dual carbs continued... (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Wed, 1 Jul 1998 09:33:18 -0400 (EDT); Oops; too hasty a reply. I meant to note that Bugeyes and twin-carb 948 Heralds sported H1 carbs, not HS1. --Andy * * * * * * * * * * * * * * * * * * * * * * * * Andrew Mace, President and * * 10/He; /html/spitfires/1998-07/msg00009.html (7,861 bytes)
305. Re: Spit MKIII '70 questions (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Thu, 2 Jul 1998 11:45:29 -0400 (); That is correct for the 1970 model year only, which makes it somewhat rare. Difficult to say. The "noise" could be coming from the differential. (Was the replacement a "new" one or a properly rebuilt; /html/spitfires/1998-07/msg00036.html (7,891 bytes)
306. Re: VTR -- How do I join? (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Mon, 6 Jul 1998 15:41:05 -0400 (); In response to several comments on these lists in the last several days, I'd like to clarify the procedure as it currently stands. Basically, ALL mail for The Vintage Triumph Register goes to our Dea; /html/spitfires/1998-07/msg00090.html (8,037 bytes)
307. Re: Forget my Light Switch Question... but take a look at this (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Tue, 7 Jul 1998 09:53:51 -0400 (); Depends. Unless the switches are completely worn out or there are bits broken, it shouldn't be too difficult to simply replace any bad wiring on the switches. I suspect that it probably isn't all tha; /html/spitfires/1998-07/msg00109.html (10,343 bytes)
308. Re: New Spit owner with some questions (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Wed, 8 Jul 1998 12:33:04 -0400 (); The rear mount for the gearbox-to-frame would be most desirable; it's not the same as for the non-OD gearbox, but it should bolt in ok. I don't know if, in fact, there is such a thing as Koni or Spax; /html/spitfires/1998-07/msg00126.html (8,668 bytes)
309. Re: two tone paint job (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Thu, 9 Jul 1998 09:44:10 -0400 (); Well, since you asked: 1. At his "prime" (when built), just two colors: Pale Yellow/Sebring White. 2. When I got him in 1970: basically all Pale Yellow, but showing two other colors on the underside; /html/spitfires/1998-07/msg00135.html (7,826 bytes)
310. Re: more questions (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Fri, 10 Jul 1998 10:24:58 -0400 (); The key word here is "stock"! A "stock" 1972 U.S. spec., low-compression 1296 Spitfire engine was listed at a whopping 48hp! It's still a very nice, willing engine, but not a threat to most challenge; /html/spitfires/1998-07/msg00145.html (7,536 bytes)
311. Re: Diffy, ratios (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Sat, 11 Jul 1998 22:25:21 -0400 (EDT); Ryan, I'd stick with the 4.11:1 with an "original" '72. The engine can use the lower gearing. An alternative, though, might be the 3.89, in which case it would be good if he could throw in a speedo f; /html/spitfires/1998-07/msg00154.html (7,796 bytes)
312. Re: Spitfire Driveshaft U-joints (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Tue, 14 Jul 1998 22:11:54 -0400 (EDT); Clark, it's some of the later 1500s that had some sort of CV joint on one end of the prop shaft. Expensive, and (IMS) non-serviceable! --Andy * * * * * * * * * * * * * * * * * * * * * * * * Andrew Ma; /html/spitfires/1998-07/msg00180.html (7,833 bytes)
313. Re: Clunking (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Wed, 15 Jul 1998 10:46:54 -0400 (); prop shaft. I had similar symptoms with a Herald many, many years ago. All you have to do is gently but firmly lever the gearbox forward. There's enough play in the gearbox and engine rubber mounts t; /html/spitfires/1998-07/msg00187.html (8,259 bytes)
314. Re: Hand Brake (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Wed, 15 Jul 1998 16:05:35 -0400 (); Sounds as if you do have the correct handle for your car. The "bent" one came in circa 1975 or so. You might be missing only the "guts" of the handle, although a complete handle would be easy enough; /html/spitfires/1998-07/msg00195.html (7,673 bytes)
315. Re: Dem da brakes (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Fri, 17 Jul 1998 13:46:08 -0400 (EDT); I've found that the soaking in whatever solvent as you're doing, and as needed the heat of a propane torch is usually quite sufficient to get them apart. And I usually use the same white lithium grea; /html/spitfires/1998-07/msg00223.html (7,243 bytes)
316. Wisconsin, here I come (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Sat, 18 Jul 1998 19:05:30 -0400 (EDT); I, too, will be signing off the lists shortly in preparation for the trip to Hudson, WI, for the VTR Convention. I'm looking forward to seeing many of you there. I'll be the one with the Triumph. Bic; /html/spitfires/1998-07/msg00235.html (6,996 bytes)
317. Re: Re[2]: Spit safety question -- LONG reply (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Thu, 30 Jul 1998 09:31:21 -0400 (); Andrew J. Braverman noted: Admittedly I've a more than passing interest in this topic -- as a Triumph enthusiast, as a bit of a student of safety and related issues over the years (including some und; /html/spitfires/1998-07/msg00352.html (11,055 bytes)
318. Re: tonneau (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Mon, 1 Jun 1998 21:58:02 -0400 (EDT); Someone called? :-) Barry is correct. This indeed was a feature on at least the U.S.-spec. Mk.IV Spitfires, only for the 1972 model year. Why it wasn't there before or after is an interesting questio; /html/spitfires/1998-06/msg00014.html (7,392 bytes)
319. Re: tonneau (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Mon, 1 Jun 1998 22:01:44 -0400 (EDT); Spitfires introduced the black dash with black-rimmed gauges, the tach and speedo being placed in front of the driver. For 1969 and, I think, at least part-way through the 1970 model year, these "Fed; /html/spitfires/1998-06/msg00015.html (7,671 bytes)
320. Re: MK IV tail light area (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Mon, 8 Jun 1998 09:39:25 -0400 (); Sam, it was for the '72 model year (perhaps only for the U.S. market?). As I recall, the paint was sort of a satin-finish black. Meanwhile, I'm not sure I can tell you whether any of the black was in; /html/spitfires/1998-06/msg00082.html (7,465 bytes)

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