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ianc last won the day on March 18

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About ianc

  • Birthday 07/16/1939

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  • Location
    Thame, Oxon
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  1. Great to have two shots of cars in motion - the TR6 at Curborough would appear to have both front wheels off the ground, which is difficult to achieve on a circuit! Ian Cornish
  2. Some 5 or 6 years ago, the Spares Development Fund (SDF), working through one of the major suppliers in the TR market, tried to get the small Tenax fasteners produced. As everyone knows, this device, though small, is quite complicated, and even though the larger Tenax is used on Morgan cars and on boats, no producer could be found. As I know from my ownership of a TR2 in the 1960s, the small Tenax is easily damaged unless one is very careful when fixing over the peg - hence the demand for any old stock still lying about. Ian Cornish
  3. When Dan and Carl at Revington fitted a new laminated screen to my TR4 about 18 months ago (to replace the screen which was becoming opaque from the bottom upwards), they re-used the seal which had been on the car since about 1970. Perhaps they know something? Ian Cornish
  4. I believe it was Roger who explained, some while ago, that the innards of a filter sitting between tank and pump, can collapse under the suction and hence block the line. Best to locate the filter between pump and carburettors, where it is under pressure. Ian Cornish
  5. As Neil Revington, with the assistance of the Spares Development Fund, reproduced the sidelamp assembly for the TR4A/250/5, he might have a gasket spare. Ian Cornish
  6. If your battery is really flat, which seems likely, you'll need an old-fashioned charger (selenium rectifier) because, from what I have read on this Forum, the clever modern chargers cannot cope with such a condition. When my wife left her High&Dry with its ignition turned ON overnight, my meter read 5 volts, but after 24 hours connected to my ancient charger, all was well. Just as a test, SWMBO repeated the exercise a few weeks later, but the old charger worked its magic again. Ian Cornish
  7. Iain is quite correct in his description and Richardson's reason for fitting the hardtop. Also provides some protection for the crew and, as I remember with my TR2, makes the car more rigid. For 1962, Robson went for the fixed lid Surrey arrangement on the TR4s, which is even stronger - Healeys were using the hardtop, which is probably not quite as strong. Roy Fidler tested the strength when he rolled 6VC on the 1963 RAC Rally, with he and Grimshaw being uninjured. BTW, roll bars were NOT permitted as they were viewed as a method of strengthening the car's structure rather than a safety feature - but seat belts were permitted and were fitted, and 4VC still has its original belts (and seats, too). Ian Cornish
  8. Pete Cox and his son, Tom, can rebuild gearbox, overdrive and axle - address as above. Ian Cornish
  9. SHP520 competed in the 1956 Alpine as #424, piloted by Richardson & Heathcote. Car had front bumper and I can discern the number 424 on the bonnet in photo on p48 of Reydellet's Tome 1. Also competed in 1957 Mille Miglia as #300, piloted by Mitchell & Faichney. No front bumper. Photo on p223 of Reydellet's Tome 5. Perhaps #242 was not when a Works' entry in an event? Ian Cornish
  10. One at a time, jack up a front wheel so that it is about 1.5" above the floor, then lie on the ground in line with the wheel and spin it by hand. If you see the tread moving from side to side &/or the tread rising and falling (i.e. the gap between tread and floor changing), the problem could lie there. If so, put the offending wheel(s) at the rear because a solid axle TR can accommodate such variations back there, but I see you have a TR4A which probably has IRS (unless one of the US solid axle type), and I cannot say how tolerant an IRS car might be of such anomalies. Ian Cornish
  11. I have received a reply from Frédéric Reydellet as follows: I no longer apply the "international prices" and the prices are the same, national or international. Just postage cost is different. So here are the books' prices, from Volume 1 to Volume 6 : 42, 42, 44, 44, 54 and 74,00 euros. + post and packing. The postage cost may of course be different according to which book is concerned and how many books in a same package. I think the best way for anyone interested in one or several of my books is to contact me by email, so I can give an accurate information. I generally offer half of the postage cost from 2 books and also free postage in case of several books. My email address remains frederic.reydellet-auteur@orange.fr My website is www.fredericreydellet.blogspot.com For the payment, I no longer have Visa or credit card payment, so it can be PayPal or bank transfer. All 6 volumes are still available.
  12. Frédéric's flyer lists prices for Europe in Euros as: 52, 44, 46.5, 46.5, 56, 77 respectively for Tomes 1-6. Note that these prices could be out-of-date as I have had the flyer for some years. Address: Razoux, 42170 St Just - St Rambert, France Tel: +33(0) Mobile: +33(0) I have sent Frédéric an email to check the prices and see whether he is happy for me to publicise his email address, and how he can accept payment. Frédéric has 6 produced Tomes (volumes) covering "Les Triumph en Compétition", as listed here. Each is written in French (a few parts in English) and is packed with photos, details of the Triumphs entered (which include reg. numbers, rally numbers etc, and Standards as well), an account of how the event went, and the results overall and in class. Each Tome was bigger than the preceding one, and Tome 6 is a whopping 130 + 270 = 400 pages, including 533 photos. There are interviews with people involved in the various events. As you can tell, Iain and I have all the Tomes, which are A4 size on quality paper - not cheap, but excellent quality and well worth the money. I'm afraid the list has become doubled and I don't know how to delete the repeat! Ian Cornish
  13. According to Frédéric Reydellet's Tome 3, all 3 cars of the 1959 Army team failed to be classified (Abandoned). Ian Cornish
  14. The heat shield was fitted originally to the four Works' TR4 Rally cars to protect the back end of the high output dynamo against the heat of the SAH 4-branch exhaust. The cars were fitted with RB340 regulator/cut-out in place of the standard unit. The shield protected the wiring to the dynamo and its rear bearing - no electronics in there, of course, but a lot of heat generated when rallying and using the full output of the dynamo. I had an alternator fitted to 4VC when the car was re-built in the early 1990s, and kept the original heat shield in place. When they came back to the UK in the mid-1990s, 6VC and 3VC each had alternators fitted - again with heat shield. I imagine that Tony Sheach will be doing the same on 5VC. Were I fitting a "small Japanese unit which does not have diodes in the end", I would still fit a heat shield if the car has a 4-branch exhaust. Heat shield cheap and easily made by bending a thin sheet of steel or aluminium, much cheaper than replacing a cooked alternator. Incidentally, when first he used 6VC, Neil fitted a smaller alternator than the type I have on 4VC, but failed to fit the heat shield - and, guess what, he cooked the alternator! Whoops! Ian Cornish
  15. Send me a PM with your email address and I can provide MS Word versions of both articles. A simple heat shield between back end of alternator and exhaust manifold will ensure that the alternator will survive even if the manifold is a 4-branch steel type (as in my car). The old fan belt is a monster and not helpful with high engine speeds - and a b***er to replace when it breaks! Change to narrow belt - it makes access easier, and the spare can be folded! Ian Cornish
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