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ianc

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ianc last won the day on November 30 2019

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About ianc

  • Birthday 07/16/1939

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  • Location
    Thame, Oxon
  • Cars Owned:
    TR4

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  1. ianc

    Gearbox Rebuild

    PhilExe - a word of advice: I suggest you edit your post to remove your email address as it's not a good idea to have it visible to everyone because there are always a few pests about. Better to use a PM (Personal Message) in future. Ian Cornish
  2. Redtom - I suggest you bring this to the attention of the club's Chairman, Treasurer and Press Officer (Wayne). They won't be able to secure you a refund, but perhaps other members can be forewarned. Ian Cornish
  3. Andrew - I don't think you mean the HT (high tension) connection on the coil - that's receiving somewhere between 20kV to 30kV, and there would be arcing all over the place if you put a relay in there! 4VC has the LT (low tension, 12V) to its coil fed via a fuse, as that's the way that the Comps Dept wired the VC cars in 1962 - actually, it was a technician from Lucas who wired the cars to suit the requirements of the drivers & navigators. Can be useful if one wants to isolate the ignition circuitry whilst investigating other area of the electrickery. Ian Cornish
  4. Suggest you take your wheel to the MG & Triumph Spares Show on February 9th at Stoneleigh - you might find what you are seeking. Ian Cornish
  5. Like Roger, I have wired my high-torque starter motor via the solenoid because I have a solenoid with a pushbutton, so can operate the motor whilst standing alongside the open bonnet. Helpful when undertaking compression testing as one can hold the accelerator wide open at the same time and watch the pressure rising (I have a tester which works like an old-fashioned tyre pressure gauge). Ian Cornish
  6. I wrote to Ian Gibson about some of the differences between the Vanguard and TR engine, and he replied thus: You can't put a TR2 or TR3 manifold set-up onto a Vanguard cylinder head. The shape of the ports would be the least of your worries -- the studs are all entirely wrong and I cannot see anyone thinking that trying to re-tap a Vanguard cylinder head to do this would be worth the effort (even if it were possible -- which I doubt!!). What used to be quite common was to simply drop a TR cylinder head complete with manifolds onto a Vanguard block. In my experience this was usually a TR2 low port head simply because there were a number around fairly cheap left over from folk who "upgraded" their TR2/early TR3 to a high port set-up. That really is dead easy though the head studs are too slender (so they never seize into the cylinder head!!) and blown head gaskets become a problem because, apart from the weak studs, with Vanguard pistons the CR is much higher than a Vanguard, and goes up from the standard TR2's 8.5 to virtually 9 (the change from 83mm to 85mm bores). Yes, Phase 1 & 2 Vanguard engines have the forward dipstick position as per TR, but the front engine mounting plate is quite different and the whole timing chest has to be dismantled to change that to TR type. Vanguard Phase 3 onwards (Ensigns etc) and the Vanguard Sportsman all have the central dipstick position, so easy to spot. Interesting titbit from Bill - I was unaware of that. Seems extraordinary that the MD of Triumph should damage production of "his" own sports car to bolster sales of Morgans and Dorettis. Bonkers, frankly. Ian Cornish
  7. My copy of the Ian Allan ABC of Sports Cars, authored by Albert Douglas, cost me two shillings and states that the Morgan Plus Four Two-seater has "the well-proved Standard Vanguard engine of 2,088cc, has a power outlut of 68 bhp at 4,200 rpm and provides all models, which have weights varying from 16 cwt to 17 cwt, with a brisk performance and top speed of over 90 mph. Also available is the Triumph TR2 engine, which is a modified Standard Vanguard of 1,991cc". Last few words incorrect, as those who have read my articles on the development of the TR engine (published in TR Actions 241 & 242, March & May 2010) will be aware. My 1956 edition of the Observer's Book of Automobiles by Richard Parsons (five shillings, but hard-back and much larger), lists three models of Plus-Four Morgans, but can't seem to decide which engine is used, as it gives both 2,088 and 1,991cc, Vanguard and TR. Perhaps purchasers had a choice, with some difference in cost. A fourth model of Morgan, the Series II 2-seater, used the very robust Ford side-valve 1,172cc engine. I'm sure that Bill Piggott can give us more detail. Ian Cornish
  8. This fan looks very strange - it's not symmetrical (i.e. blades not at 72 degrees displacement round the centre) and the thickness of the blades seems to vary as well. Have BMW discovered that such an arrangement shifts more air than a completely symmetrical fan, or is it a crappy design? Or does a 6-cylinder engine require a different approach? Ian Cornish
  9. The standard filler cap has always struck me as being somewhat vulnerable in that anyone can flick the catch, leaving the tank open. And that's why I purchased and fitted one of Marco's internal locks for my TR4. The Aston filler looks very fine and is ideal for competition, but the catch is even more vulnerable, especially if the car is rolled, when it would seem likely that it could be released when in contact with the ground. Apologies for being a grumpy old fart! Ian Cornish
  10. ianc

    Old Advert.

    Don't forget that in the 1950s a TR won the Mobil Economy Run with a consumption better than 70 miles per Imperial gallon. Driving an early TR and travelling at a fairly constant 50-60 mph, one could achieve truly excellent economy figures. I can quite believe the figure achieved in this contest as my old TR2 (also with overdrive) returned 30mpg overall for 65,000 miles when driven whenever possible at 100mph - that was the 1960s, of course. Ian Cornish
  11. +1 to both, Peter! Are we Luddites? I think not - rather it's that we appreciate our history and also the tremendous strides we have made in a great many areas. However, I feel that some of the camaraderie we shared in the early years has been pushed somewhat aside in striving to put business first. We need to remember that this is a car club first and foremost. Ian Cornish
  12. You need the ring clamp #34 as well as the bracket. And if you don't have a collection of nuts, bolts and washers, you might need the other bits as well! I recall writing about and recommending this bracket in in the Newsletter in late 1975 (before the days of TR Action). Ian Cornish
  13. Mr Scrooge was reading all these messages over my shoulder and asked me to say: "Bah .... Humbug!" Well, he would, wouldn't he (thanks, Mandy Rice-Davies!). That should keep him quiet for another year. I'm looking forward to seeing many of you at Hopcroft's Holt in January - nostalgia will reign supreme! Happy Christmas and an exciting New Year. Ian Cornish
  14. Magnetic plug in sump, gearbox and back axle - a sensible (and cheap) precaution. Overdrive will already have its own magnetic collector inside the large drain plug. Ian Cornish
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