roger murray-evans
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Posts posted by roger murray-evans
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I was unaware Pete.So thank you!
Could explain some historical causes of leakage too!
Roger M-E
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8 minutes ago, Ian Vincent said:
And on the same theme, Vincent Paccellieri, who has a 1953 TR2, participated in the LBL Rally last year. I have his contact details (mobile number) if it is any help.
Rgds Ian
Hi Ian,
Thanks for the input and I'll get in touch for the contact details after exhausting the
current leads. It's a fact that every TR2 made in 1953 would have/should have the
early pipe and a few in January 1954 too.
Means there could be a meaningful market for every surviving TR2 before
TS413 except TS1LO which does seem to have a pipe of the correct configuration as shown in the
restoration booklet.
Roger M-E
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3 hours ago, james christie said:
I’d be a bit wary of using unused old stock rubber parts, even for purposes of authenticity. Rubber has a limited shelf life, whether its hoses or tyres
james
James, thanks for your interest, but in this particular case, the rubber hoses are/will be
fresh made of normal straight pipes.
Roger M-E
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1 hour ago, ianc said:
Response from Ian Gibson:
Quite early on both the steel pipe and the two hoses with identical part numbers were listed in the "Old World Supersessions List" as replaced by the two identical bent hoses (108422) and the pretty straight steel pipe we know (108423). Although those entries do not make it clear that you'd have to substitute all three parts at the same time!!
I think it rather doubtful if I have an example of 201795 but the only place it might be (if I do have one) is in a large box of early NOS parts in the loft. There should be a full list in the box so I'll have a look after Xmas.
I'm sure that pipe will have the same bore as the later one 'cos it has to match the water pump housing which never changed.
I'll ask my USA contacts if anyone out there still has an original pipe (though being mild steel then survival to 2020 looks unlikely to me!!). It'll give them something to think about over Christmas!!
Thanks for doing that Ian and hope Ian G has something for the New Year!
Best wishes
Roger M-E
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1 hour ago, BlueTR3A-5EKT said:
I have never seen one, but we did have samples of the straight rubber hoses at C&B.
Lateral thinking here.
Fit engine and radiator.
Install the later two curved hoses with the link tube between and clamp all up nice and tight.
Take the assembly to an exhaust pipe bender and ask them to reproduce it exactly in the right sized metal tube.
Cut off the short sections each end you do not want and fit straight rubber hoses to connect to radiator.
Might work.
Peter W
Hi Pete,
Yes, that was always going to be the default should an original not be available.
I've got Fastroad in Ashford in sight should a pattern not be available.In that
eventuality I will take the car there sans front apron and have it made to fit the
car to be sure, to be sure!
Roger M-E
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Hi Roger!
Good suggestions Roger, and I do have a Phase 1 Vanguard and ST parts book,
and did a google of TE20 retailers but both use a long rubber pipe for the
connection.I presume the TR item it was discontinued on a cost basis as
easier to mmake a nearly straight steel pipe and 2 bent rubber pipes than a
steel pipe bent in 2 planes and straight rubber?
I do have an idea as to what it should look like, (same profile as the later set up with
both bent rubber pipes attached) but I'm hoping a survivor lurks out there
to be duplicated exactly as per.Can't imagine many still in use somehow, so maybe
a future project.The TR2 Survivors list shows a potential circa 100 cars still in existance,
within that Commission number spread so could be a very small lurking need.
Roger
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Does anyone have any details of the dimensions of this item,
fitted to TS1-TS413 under part #201795.It's the predecessor to
the slightly kinked steel pipe connecting the water pump to the
bottom hose on the radiator fitted to all sidescreen TRs, TS414
onwards (p/n 108423).The early item has straight rubber hose
connections,the bends being formed as part of the steel pipe.
Perhaps the TRR has a pattern?
Roger M-E
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DHL? German of course.
Can't wait for the next couple of weeks to pass so that 'no deal' means
that we Brits can try and hopefully get our Post Office back to its former
monopolistic apathetic glory.
I really couldn't cope with getting my mail in the morning.
Roger M-E
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13 hours ago, David Owen said:
Just a note to let people know that I ordered something from the UK on Thursday and it arrived today.
DHL people. There is no substitute for international shipping.
This is particularly directed at a well known parts company that needs to work on it's customer service.
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Good decision Graham. And I wholeheartedly agree with the overdrive inclusion.
I can remember when i engaged overdrive for the first time in my TR2 and
couldn't believe what a difference it made!
Roger M-E
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Hi Rob,
Yup, I always hit the Enter when I think I've gone far enough! I've just done as you suggested and, low and behold, it goes down the one line only, so that seems to be the answer!
It seems strange that it only behaves in that fashion on this forum.When composing emails or other composition on my desktop it (the CR or Enter) only takes me down the one line.
However, you have hit the right button as far as this phenomenon is concerned, so many thanks for you help.
Cheers
Roger M-E
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Help needed!
Could someone instruct me as to how I can alter the line spacing
when I post a message on this forum?
As you can see, it automatically drops 2 lines, when 1 line seems to
be the norm.
Thank you!
Roger M-E
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Mick,
I'm thinking you're not a huge fan of 'museum grade cars'?
You come across as being a little contemptuous for those who want no more
from their old cars than to drive them around "purely for pleasure", fiddle
with them and try to keep them close to the original concept?
I'd like to take small issue with your comment " The whole ethos of sports cars
in the day was race it Sunday, go to work in it on Monday".
Such an observation may have had some relevance to the avid reader
of Motor Sport or other period motoring magazines, but a perusal of the
entry lists into the various motor sporting categories will elicit that the entries
were made up of the same tiny cohort of drivers, that did in fact own,
perhaps a TR2, for the purposes of Sunday racing/Monday work.But they
they would have made up a very small percentage of the total number of, say, TR2 drivers.
UK sales 2800 odd.10 percent would seem an unlikely number.But a possibility.
The same would apply to MG, Jaguar, Austin Healey etc.The vast majority of sports
car drivers were just that. Sports car drivers!
I'm not really sure what to read into your inclusion of the TRAction letter from Alec Pringle,
which I didn't find particularly enlightening, but which appears to be his conjecture into the
circumstances of a rather horrible accident to a close friend in a TR4A, and which obviously and
understandably caused him some considerable anguish.
Not everyone buys an old car with the intention of entertaining his/her children or grandchildren.
Selfish I may be, but the last thing on my mind when contemplating the acquisition of yet another old
banger is, how long will the kids be kept riveted in awe of the prospect of an outing in Dad/Grandads
old car, before they disappear in the direction of an Ipad or a football.
Cheers
Roger M-E
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Graham,
I would agree that some of the contributors to this and other forums do get
rather carried away with the 'safety' advice. This can lead one to make changes
to an historic piece of equipment which, if used in the manner for which it was
originally intended and is maintained to a reasonable standard and driven by a
reasonably intelligent driver, doesn't really justify any great changes to it's original
spec.I fully agree that fitting a roll over bar, 4 point racing harness, radial tyres, not
to mention vented disc brakes, will perhaps make you 'safer' in the event of an incident,
but having all the aforementioned upgrades (as they are labelled) will generally ensure
your arrival at the said incident at a greater pace than you might have intended, whilst
giving a degree of comfort that all will be well on impact.
It's all a matter of choice of course.What anyone does with their property is their own
business, but it does seem a shame to make changes for the sake of them in my personal opinion.
I wish you the best of luck with your project and very much look forward to seeing things as they
move forward!
Cheers
Roger M-E
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I don't remember what the final cost ended up as on the 'TR2'
200CMX, but a perfunctory look at the few photos revealed
a TR3/3A body (assuming the later front inner wings were attached
to a later body), and horror of horrors, a TR4 chassis complete
with wider chassis and rack and pinion steering.
Roger M-E
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Graham,
I know you've already acquired the car, but did you consider getting a slightly later
TR3, already with disc brakes as standard, but retaining the good looks of the
TR2?.Just seems a shame to modify, what is a shrinking resource, into a clone of
a later model made in much greater numbers.Most certainly disc brakes are superior,
but drums, unless you are going to be driving the car at it's limits all the time, are perfectly
adequate for all normal usage, and even the occasional competitive event.
TR2s were much raced and rallied in period and were very successful.
Remember, there were around 4 times as many TR3/As with discs versus drum braked TR2s,
and that ratio has no doubt increased over the years.
Your chance to buck the trend!
Roger M-E
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Bob,
Be careful with the Max rods.Due to the big end caps being
divided horizontally across the centre of the rod, the rod is just a little bit
wider at the top of the stroke or was in my case.
All of mine, ever so slightly, nicked the bottom of the liners, on gentle rotation
by hand, causing a half moon chunk to get knocked off the bottom of
the liners.Not the end of the world, as its the very bottom of
the liners where they protrude below the block spigot and can be ground to give the
necessary clearance.
Triumph rods being divided on the diagonal of course, don't have this potential problem as
the angled bolt bosses reduce the width of the rod.
Good luck
Roger M-E
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Having already received my pair of these from Ian in the last day or so, and having
trial fitted them I am very pleased to say that they come highly recommended in
terms of quality of manufacture and fit.The plating is very good, and being on brass
should have a long life.They also, of course, shift your early TR2 into the area where
it is easily identifiable for what it is, if that is important to you.
Well done to the SDF, and especially to Ianc for expediting their availabilty!
Roger M-E
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Congratulations on having wheel spats on your TR.
Not all subscribers to this forum will congratulate
you for such good taste!
Roger M-E
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I've experienced similar problems over the years on different cars.Everything is super and then the pedal disappears or
goes spongy especially after a period of inactivity. It has usually been an air leak at the one of the various banjos or the copper sealing washers for the banjos,at various points around the braking system.They let in a miniscule amount of air as opposed to obviously leaking fluid,over varying periods of time.As Roger has asked, if you are getting air bubbles from any of the wheel cylinders (other than the air already present) you may wish to tweak the banjo bolt if fitted or replace/anneal the copper washer to restore theseal.
Good luck. Not always easy to track down!
Roger M-E
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On 9/13/2020 at 6:04 PM, NCS_TR3A said:
Take it from someone who makes glass, that's not a glass back window. I think it's just the term they have used rather than trying to mislead.
Neil
I quote from 'Original Triumph TR' by Bill Piggott
P117 Hard-top kit "Both types usually had perspex rear windows, but some glass ones exist"
By both types Bill means both glassfibre and steel hardtops.
Roger M-E
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There you go then.
Another myth busted!!
Roger M-E
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On 8/29/2020 at 8:31 AM, Ralph Whitaker said:
To give you some idea, my late 60 3a has an EB number 1987 lower than the commission number, and these were the original plates still in situ on the American import when I bought it.
Also had engine no 278 lower than commission number.
No body number was recorded in the factory records (according to Heritage Certificate), so I assume the factory did not place much importance on it, probably just used for internal reference until the commission no had been allocated.
Ralph.
Ralph,
I might be barking up the wrong tree here, but weren't the engine numbers generally higher than the comm numbers, due
to engines supplies being made available to other users such as Morgan, Swallow ect?
Roger M-E
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I've found many instances of 'incorrect' fitting of coils, esp. to pos earth cars
where the coil is marked cb/sw and presumably the maker of said coils is
oblivious to the fact that not all cars are neg.earth.
In my personal experience it hasn't made the slightest discernible difference
which way around it's wired.I do though, now I've picked up a bit of knowledge ,
try and and connect up the 'correct' way.
Roger M-E
Early TR2 water pump to bottom hose
in TR2/3/3A/3B Forum
Posted
Yes, I think you may be right Stuart.
I seem to remember someone saying that the early thermostat housing
had been removed as well?
Roger M-E