Jump to content


  • Content Count

  • Donations

  • Joined

  • Last visited

About NeilR

  • Rank
    Advanced Member

Profile Information

  • Gender

Recent Profile Visitors

2,287 profile views
  1. I likewise have not had a good run with AVO's. I love bilsteins, but no adjustment possible. Koni yellows are available in a motorsport damper in roughly the right size - on the books at least.
  2. I have Spitfire 1500 front uprights/brakes etc and a 1500 spitfire swing spring on it's way to me. Dampers will be next and I've read that Koni seem the best of what's available, short of getting some Bilsteins made locally, which will be twice the price.
  3. oh dear, that old canard - do we respond with soap and washing jokes? GT6 are you a member of the TSOA?
  4. I'm in SE side of melbourne. The Herald is in Drouin at a friends place. What makes you ask?
  5. I actually own a Rochdale Olympic, so I can compare them. As I've noted this body seems to be a 'bitsa', but a well done one. I'm not sure if it has more/less overhand than a GT6, but the longer wheelbase will alter the look a little - it is still a modestly sized car.
  6. Founds some complete disc brake corners locally, using late model vertical links, 120UKP a corner. Also got a swing spring setup from a 1500 spitfire for the same price - a good day.
  7. Thanks Nick, being so far away and new to the marque, I was not sure. I've contacted them to see if they will ship OS.
  8. Awesome, thanks very much. It's little details like this that experienced people like on this forum help so much with. Do you know if James Paddocks Pty Ltf a reputable parts supplier? Their swing spring conversion kit is substantially cheaper, as are some of their other parts.
  9. The late pattern vert links with the integral caliper mount - are these interchangeable with early models?
  10. Thanks John. The vagaries of Australia road rules mean that non-standard mechanical modifications to suspension are either vorboden!! or expensive to engineer. This is the root cause for my desire to keep it all 'triumph' per se. I have other cars if I need speed, this is more the odd motorkhana and the nippy drive on a sunday. Chassis mods to increase strength and stiffness on the other hand are easy to argue for. The engine could go back and inch, but then it's all setup how it is and I'm loathe to alter the diveshaft etc. My son and I are quite heavy, tall blokes so perhaps we'll help to balance it out! What's the best way forwards with uprights and front brakes? I've been told that I should consider the late pattern uprights that you can bolt a caliper to, but I'm not sure if these even fit an early car? The bodyshell is quite possibly a one-off. The lower section looks to have been moulded from a Herald - the floor ribs and holes etc are all present. The body is a 'cut and shut' affair, you can see the join lines in the fibreglass. I suspect it was moulded from an E-type - it has the shape, deep sills, short doors and curves. I would not be surprised that it was the project of a panel beater somewhere or something of the like. I am familiar with fibreglass and this body has been very skillfully done in places. I've been trying to find history etc for the past two years and have found nothing out about it - we have few magazines left in this country. It has been registered (taxed), was bought with plates, but no record remains and the previous VIN is not known or available.
  11. Firstly thanks for all of the responses - swing axle Triumphs are a new thing for me. The car in question is this one: https://www.gumtree.com.au/s-ad/kingsbury/cars-vans-utes/triumph-herald-coupe/1179188230 More on this in a moment. Nick's comments about the use are pertinent: the car will not be staying a Herald in many respects. In 2015 I was gifted a fibreglass body which had been found sitting on a Triumph Herald chassis. The body looks like the pics attached - sorry for the poor quality, they are scans of when the car was found 15 years ago. The story is that the then owner wante to teach himself how to work on cars, so he bought this as a running and registered (taxed in UK terms) car and then proceeded to take it apart. He then found out that he actually had no mechanical aptitude and stopped and the car languished for 10 years in a shed. The owner prior to me found the car and 'saved' it from going to the tip. He was an Alfa enthusiast and did not like the Triumph chassis and running gear. He hoped to make a separate chassis and use Alfetta running gear and suspension on a home made chassis. However he did not realise the legal issues or the amount of work. More than 10 years passed, in which he sold off the chassis and papers to go under another Herald. The body then came to me along with a host of Alfa bits. Now someone, somewhere put in a huge amount of work to make this and I think it's worth saving. The issue I face is that under Australian road rules if I make a new chassis, which I'm capable of, then the engineering fees to certify is will be over 5,000UKP. Plus the car would have to meet near current emissions - virtually impossible. So I plan to restore it to it's Triumph roots and argue the case that it is a re-bodied 'Herald'. The Herald I have found is a 1961 Coupe that is a basket-case, fred flintstone car - if you sat on a seat you'd go through the floor - but the chassis is mostly sound. I will give the body to some local Herald enthusiast in exhange for a bottle of red for a friend who will store the car. The front corners of the out-riggers are filled with dirt and rusty, but that is an easy repair. The main chassis rails, particularly around the diff are oily and sound. For me the best part is that the car has a Datsun A14 1400cc, 85bhp engine and 4speed gearbox. This is Nissan's copy of the A-series engine and they were very popular to transplant into Morris Minors etc in the 1970/80's and easy to get tuning parts for as well as happy revving to 6,500rpm. So I have a chassis, a desired negined, and a car 'ID' that was registered in my state, plus a fibreglass body. Changes to the chassis will include replacing the sill structure with some RHS steel and welding a steel floor under the cabin section. Stiffening the chassis with some plates. Adding a roll hoop and proper seatbelt mounts - I don't like the holes through fibreglass. The a brake upgrade will have to occur, discs of some sort on the front. I have learn on this forum that the Australian cars were all Mk1 chassis, but with changes for export to make them tougher, which I'll have to investigate. As for the use of the car, I want the car to be used for sporty sunday drives, motokhana's and perhaps the odd hillclimb. Ideally I want it to have as few vices as possible at the limit, even if that limits is at modest speeds. To make it easy to get back on the road then modifications to what is already present is the way to go. Rotoflex is expensive locally and hard to find and shipping of large parts from the UK to Australia expensive, hence the query about swing springs and camber compensators. The American forum is very pro compensators, but I'm concerned about loss of ground clearance as I plan to lower the car to have a little neg camber. So it seems that the swing spring is the go. I hope this was not boring for all who read it, but I trust it fills in the gaps. BTW all advice of handling and chassis issues are welcome
  12. I have just acquired a Herald that will form the basis of a project with my 16YO son. I've read the various fora and have seen comments on camber compensators and swing springs. Is there any informed opinion about which is better for sporty handling or handling on the limit?? The camber compensator seems to take quite a lot of ground clearance away - is this an issue?
  13. will see if it's on youtube