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41. Re: TR vented discs (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Thu, 16 Dec 2004 14:11:47 +1300; The GT6 vented discs start life as Ford ones, so things like a 2.8 Capri uses widened Girling 16PB metric calipers plus a vented disc. The mounting holes had to be redrilled to fit a Vitesse/GT6 hub.; /html/fot/2004-12/msg00136.html (8,392 bytes)
42. Re: LSD and ratio (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Tue, 2 Nov 2004 16:23:14 +1300; The 4.11 TR ratio is relatively common in the UK as it is standard for most Triumph 2000s. John Kipping -- Original Message -- From: "Charly Mitchel" <charly@mitchelplumbing.com> To: <fot@Autox.Team.; /html/fot/2004-11/msg00032.html (7,527 bytes)
43. Re: Spitfire/Midget Gears (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Thu, 4 Nov 2004 08:36:23 +1300; No, the gears are not interchangeable between Midget 1500 and Spitfire gearboxes. You can swap the whole gearset but none of the individual gears. John Kipping -- Original Message -- From: <N197TR4@c; /html/fot/2004-11/msg00049.html (6,965 bytes)
44. Re: WANTED - D Type Overdrive Manual (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Fri, 5 Nov 2004 10:42:05 +1300; I have most of it in my head, do you want to know anything specific? John Kipping -- Original Message -- From: "Peter Vucinic" <vucinic@b140.aone.net.au> To: "FOT" <fot@Autox.Team.Net> Sent: Friday,; /html/fot/2004-11/msg00063.html (7,416 bytes)
45. Re: valves (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Wed, 24 Nov 2004 00:03:39 +1300; New valves supplied for Spitfires are stainless steel and are usually one of the last things to go wrong. John Kipping -- Original Message -- From: "matt matthews" <mattspit@worldnet.att.net> To: "FO; /html/fot/2004-11/msg00221.html (7,387 bytes)
46. Re: Diff Woes (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Sun, 28 Nov 2004 19:29:49 +1300; We always used a big bar to lever out the carrier, if that doesn't work....get a longer bar. John Kipping -- Original Message -- From: "Bill Babcock" <BillB@bnj.com> To: <fot@Autox.Team.Net> Sent: Su; /html/fot/2004-11/msg00246.html (8,288 bytes)
47. Re: Andrew Starks message (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Fri, 13 Aug 2004 09:04:15 +1200; Any overdrive Spitfire box has lots of useful parts - but a three synchro box cannot be converted to a four synchro. It's quite possible to take a 3 rail four synchro non overdrive box, convert it to; /html/fot/2004-08/msg00136.html (7,681 bytes)
48. Re: 1500 spitfire intake manifold (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Sat, 28 Aug 2004 09:57:01 +1200; The single SU manifold that fits a 1300/1500 Spitfire comes from Toledos and Dolomite 1300s. All of them have narrow holes (quite possibly 1 inch) as an economy measure - the narrower the hole the hi; /html/fot/2004-08/msg00291.html (7,672 bytes)
49. Re: Engine ID... thanks... (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Mon, 19 Jul 2004 11:39:45 +1200; Early Mk II Spitfires had the smaller cam followers running on the best original Spitfire cam (a 212164 with 25-65-65-25 timing) which was fitted up to 1972 with big followers. Fitting this cam, rais; /html/fot/2004-07/msg00101.html (6,856 bytes)
50. Re: Looking for an engine for a GT6 , almost any condition (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Wed, 21 Jul 2004 09:14:12 +1200; Assuming you have a GT6 Mk II or III type block then you can fit a TR6 head - once you've hacksawed about 1/4" of it. John Kipping -- Original Message -- From: "Scott Janzen" <s.janzen@comcast.net> T; /html/fot/2004-07/msg00109.html (7,959 bytes)
51. Re: Hepolite pistons question (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Wed, 21 Jul 2004 13:25:50 +1200; Powermax were better quality pistons than original, basically for racing Mahle; /html/fot/2004-07/msg00111.html (7,140 bytes)
52. Re: HELP WANTED (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Fri, 23 Jul 2004 08:50:53 +1200; A GT6 input shaft has only 19 teeth, more than likely you will have a Triumph 2000/2500 input shaft of which there were a variety of ratios. The bit of this shaft that sticks out of the front of the; /html/fot/2004-07/msg00140.html (8,342 bytes)
53. Re: #4 Main thrust Bearing Question (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Wed, 2 Jun 2004 12:27:12 +1200; The crank thrust washers on a Triumph engine leave a lot to be desired. You're right in that the rear main bearing car is supposed to hold the two thrust washers in place. If the rear one should drop; /html/fot/2004-06/msg00005.html (9,509 bytes)
54. Re: Copper gaskets (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Thu, 17 Jun 2004 22:08:55 +1200; The (mostly) copper head gasket as fitted to a GT6 Mk I will fit all six cylinder engines, but obviously it should not be fitted to any recessed blocks (post 72). As it has smaller head stud holes it; /html/fot/2004-06/msg00137.html (8,252 bytes)
55. Re: Spitfire transmissions (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Tue, 22 Jun 2004 19:44:58 +1200; GT6 gears are very close ratio. The easiest way to fit them is to have the input shaft modified, but take care the hardening on the gear isn't altered. Canley Classics do a closer ratio set (from a M; /html/fot/2004-06/msg00167.html (9,928 bytes)
56. Re: Spitfire Transmissions (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Wed, 23 Jun 2004 09:26:47 +1200; TR7 four speed gears are the same ratio as GT6 ones (but be very careful if you start mixing up sets). However you can end up with mainshaft tip bearing problems so get advice before you start machin; /html/fot/2004-06/msg00177.html (8,041 bytes)
57. Re: one more bearing question (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Mon, 3 May 2004 09:33:55 +1200; All Vandervall bearings are VP2, that is Vandervall made bearings and not just those in a Vandervall box. All genuine ones have a V and P joined together stamped into the steel backing - Glacier ones; /html/fot/2004-05/msg00004.html (7,167 bytes)
58. Re: Bearing theory (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Thu, 6 May 2004 10:29:44 +1200; An interesting fact - there are two versions of 1300 engine, the Mk III Spitfire one with small bearings, and the Mk IV one with large bearings (commonised ones from TR5 and 6). Not only do the large; /html/fot/2004-05/msg00070.html (8,414 bytes)
59. Re: 4.1 TR Gears (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Thu, 6 May 2004 10:03:36 +1200; The 4.1 ratio for a TR was fitted to Triumph 2000s in the UK - second hand were readily available there as most people wanted 3.7s or 3.45s. New ones are likely to originate with Pete Buckles as he w; /html/fot/2004-05/msg00073.html (7,225 bytes)
60. Re: Spitfire Diff (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Tue, 18 May 2004 11:03:17 +1200; The "big" 4.11 diff is very common in the UK as the internals were fitted to Toledo/Dolomite and Marina. Canley Classics has new crown wheel and pinions at a reasonable price. As a 4.11 ratio it was; /html/fot/2004-05/msg00194.html (7,564 bytes)

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