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About Bleednipple

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    TR4 (1962), Riley Lynx (1936)

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  1. Three Castles Trial at the beginning of June just got cancelled. I'm assuming a lot of other competitions this spring/summer will go the same way, sadly. Nigel
  2. Picking up on the tele shocks bit of this thread, a guess the question to be answered first on that is "why?" The lever arms look archaic but seem to work fairly well in practice. I think getting the right springs to suit your local conditions and how much weight you tend to carry is more important, and considerably cheaper given the chassis mods needed to fit telescopics. (Also, if you modify to fit teles, your car won't be eligible for HRCR events... quite likely not an issue for the OP but worth being aware of for anyone planning to take part in classic rallies). A chassis/suspension improvement not mentioned above but I would say very important for 'driveability' is a negative camber conversion. Nigel
  3. Quite possibly. And the mandatory installation of seat belts increased the profits of seat belt manufacturers, but put a whole bunch of coffin makers on short hours.
  4. Not sure where you get your figures for "vehicles produce 2% of the 1% of CO2 produced by the UK" Rob. According to ONS, road transport contributes about one-fifth of the UK's total GHG emissions. And that is increasing, both in absolute terms and as a percentage as emissions from power generation have fallen. On that basis one can well see why policymakers look to a spectrum of measures to reduce emissions from fuel burning, including ethanol (although how effective that paticular measure actually is in net terms is debatable). As to 97% of CO2 being from natural sources, that relates virtually entirely to growing and decomposition of biomass and these natural emissions and absorption in the (slow) carbon cycle have been pretty much exactly in balance... until the industrial revolution, since when cumulative excess, human-induced, emissions have progressively outpaced the absorptive capacity of the biosphere. Nigel
  5. Some experiential follow up intel re my posts above. Just completed 7,000 km on the NZ Classic enduro rally, much of it on gravel. Sump guard proved pretty much essential, God knows how long I’d have lasted without (we still bushwhacked the clutch slave cylinder) but being the non-flush type of shield meant we became a “gravel plough” on the most heavily cambered roads (competitors following us appreciated our involuntary road grading, also helped by an ar$e-dragging Healey). But... had we run with a raised suspension - as the TRE boys suggested, to be fair - it would have been less of a graunch. Masses more learnt, don’t get me started on brakes, but thought I’d just give those experiences on the sump guard matter in case useful. Nigel
  6. Ha! Cheating! (Well in UK anyway - we're not allowed averaging calculators in most classic rallies here). Unfortunately though I can't make use of Applegreen's lovely Brantz Retrotrip as my nav insists having on a meter with a hand-held remote for zeroing. Sorry, WAAAAY off topic for fuel caps. Daphne (TR4) wants one of them Marco fuel caps and what Daphne wants, Daphne usually gets. Nigel
  7. I want I want I want. (Also, I want your trip meter... is that a Brantz Retrotrip? Looks much more 'period' than what I'm currently using). Nigel
  8. This is more like our spanna's natural environment.
  9. Spanna has got a set of wheels that just won't quit, boy...
  10. Neat. That's how Triumph should have designed it in the first place. Nigel
  11. In case any help, I have a Safety Devices bar under my Honeybourne backlight. The bar isn't by any means a snug fit, actually several inches between top of bar and Surrey frame, but is the type with no diagonal or harness bar so retains pretty much all of the space on the rear seat/shelf. Sorry the car is elsewhere right now but this pic shows it more or less. Nigel
  12. I'm inclined towards John's viewpoint. There's something about fannying around with a feeler gauge that recalls lost youth when the roads were open and at every bend I dreamed of encountering that easy-on-the-eye female hitch-hiker in flared jeans just waiting on the other side for me and my vomit-yellow Spitfire. So I draw the line at electronic ignition. But I have gone for best obtainable (Dizzy Doctor) rotor arm, cap, comp points etc. And the TRE chaps swapped the standard condenser which as we know is usually absolute rubbish these days for a high-spec one fitted outside the distributor so less vulnerable to heat (for endurance rallying but seems a good idea anyway). So a traditional C/B distributor, but with modernised components. I don't know how intellectually coherent that is, but I feel okay about it. Nigel
  13. Sound ideas chaps. Just ordered a bunch of Iain's suckers (TRS velocities not an issue in my case... ) Nigel
  14. Thanks, that 3(a) bit is pretty much what I was after I think. I can't see a busy copper wanting to debate what is "reasonably practicable" on a TR4, although I guess it could be argued that the rally event plates should go on the bonnet, leaving the space below the grille for the number plate! A slight everyday down-side of a bonnet-top number (as I used to have on a Westfield) in any case is that it won't trigger the auto number recognition in a car park. Nigel
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