Volume 36, Issue 06 June 2020
THE TRUMPET The Official Publication of the Georgia Triumph Association
Upcoming GTA There there it should be over soon Events
All GTA activities and monthly meetings including Southside and Mountain Division are canceled for the month of June. Hopefully we will be able to resume in July.
For other non GTA activities check with the activity organizer.
Other events Other events of interest are listed starting on pages 8 & 45. Membership
Welcome New Member Doug Fry
April Renewals 14 Photo Courtesy of Shanespeare Word Press New members 1 Total Active Membership 145
1 Volume 36, Issue 06 June 2020 Driver’s Seat by Ashford Little
Today is Memorial Day, there will be no big or small parades, no men and women, young and old marching snappily down main street to honor those who served and gave the ultimate sacrifice for their country. We aren’t even getting together for an informal drive to blow out a few cobwebs… but I hope we are closer than in recent weeks.
During this pandemic, and even before I’ve found myself paying less attention to the media. I’m kinda sick of a bunch of shouting, not knowing if today’s info is good or bad only to be told a different tale the next day. A little while ago it was sunny, then suddenly it got dark and rained and now it’s sunny again. Seems like deja-vu or as I like to call it.. vuja-dey. We can’t control this situation, but we, your humble officer corps at the GTA, are monitoring it and making plans.
Currently, we are having a grand-reopening BBQ @ Poole’s Mill on July 11th. I’d classify the June meeting at Mazzy’s in Marietta as a maybe, but that’s been on my mind lately. We all want to get out, but there is a difference between a few folks driving in N. GA and sitting down for dinner with a fifteen other people. So, we wait, and watch and wonder.
I had a bit of a relapse the other day, in that my TR6’s clutch went wonky once again. Jeff Smith agreed to play chase-car and taxi home for a trip out to Ric Cline’s garage. It was a beautiful day, which meant it looked a lot like the rest of this spring. Hey, I’m not complaining; we just turned on our A/C. The leading suspect is a faulty clutch pressure plate made by the manufacturers of probably the most reliable vehicles on the planet. Yep, I’m talking about Toyota. It appears that they had a batch of clutches that had some rubber components that tended to come loose. This can prevent
2 Volume 36, Issue 06 June 2020 the clutch from totally disengaging. So, it should be back soon. Hey, this is a lot better than a certain german car that hasn’t been in Georgia since 2018. Yeah, that was supposed to be 3-6 month project to fix a broken head stud and re-seal the motor. It didn’t morph into something far more major, but finding rings for the pistons proved to be a larger task than thought. There was another avenue, as in purchase all new pistons, but the Germans are kinda proud of their stuff so I guess I’m happy that things weren’t worse. With a little luck the empty garage will have two cars in it soon. That is if I’m able to avoid Bring-A-Trailer for a little longer; you’d be surprised what things might peak your interest. I knew I was trouble many years ago when I started rationalizing a ’62 Rambler sedan. Yes, it was only $3,200 and in Portland, but I’m not talking Maine.
Drifting slowly back to Triumphs. I did see a decent one the other day. Any idea whose car this is?
So, in the meantime, please drop me a line and tell me what you’ve been up to, or what you’d like to be up to. I’ve mentioned that there has been a bit of cleaning up
3 Volume 36, Issue 06 June 2020 and straightening going on around my household. You’d have thought that one or both of my missing wrenches might have reappeared to reward me for my efforts, but alas that hasn’t been the case. I have found some funky and totally useless stuff. I look forward to seeing everybody out and about soon.
Cheers, Ashford
PS: Joe Earnest & family have headed west for spring break in the modern day Conestoga wagon. Here are Joe & Zuzette at a Goat Island Brewery in Alabama. Nice pic Joe.
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Southside Report
The next Southside Monthly Meeting is scheduled for Thursday, July 2, 7:00pm – 8:30pm at Partners II Pizza, 834 Glynn St S #228, Fayetteville, GA 30214.
5 Volume 36, Issue 06 June 2020 Mountain division Report
The Mountain Division GTA Next Monthly Meeting is scheduled for Tuesday, July 21, 11:30am – 1:30pm at Shenanigans Irish Pub, 87 N Chestatee St, Dahlonega, GA 30533. !
6 Volume 36, Issue 06 June 2020 GTA Monthly Meeting
The next GTA Monthly Meeting is scheduled for Tuesday, July 21, 7:00pm – 8:30pm at The Crossing Steakhouse, 40 S Peachtree St, Norcross, GA 30071.
7 Volume 36, Issue 06 June 2020 Activities Report Be sure to check the GTA Calendar of events for the latest updates https://gatriumph.com/calendar/
Southside Monthly GTA Meeting When Thursday, June 4, CANCELED Where Partners II Pizza, 834 Glynn St S #228, Fayetteville, GA 30214, United States (map)
Lawn Mower Races When Saturday, Jun 6, 2020 Where Wills Park Recreation Center, 11925 Wills Rd, Alpharetta, GA 30009, USA (map)
Caffeine and Octane Cruise In When Sunday, June 7, 7:00am – 11:00am Where Perimeter Mall, 4400 Ashford Dunwoody Rd, Atlanta, GA 30346, USA (map) Description Modeled after a well-known California show, the event would be appropriately informal, with an automotively non-denominational approach. What was desired was a show that would display cars that were both new and old, foreign and domestic, bone stock and wildly modified all together in the same lot.
Sunday Car Worship When Sunday, June 7, 8:00am – 11:00am Where Target Shopping Center, at Panera Bread, 1135 Woodstock Rd, Roswell, GA 30075 Description Tired of the flashy, overpopulated C&C events? This is a quiet event with great folks who aren't afraid to drive their cars... even in the rain. Can you believe it? See you there. A reminder about this 1st Sunday gathering.
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Join us and bring a friend to 'Worship' for some quiet fellowship. Worship!
Highlands Motoring Festival When Thu, June 11, CANCELED Description Four days of drives, car shows and social events in the beautiful mountains of western North Carolina. Highlands Motoring Festival
2020 TRA National When Jun 15 – 19, POSTPONED TO 2021 Where Clarion Hotel Conference Center - North, 1950 Newtown Pike, Lexington, KY 40511, USA (map) Description More Information at the TRA 2020 website: https://www.miamivalleytriumphs.org/ tra-2020 and on Facebook - https://www.facebook.com/groups/181566129267504
GTA Mountain Division December Luncheon When Tuesday, June 16, CANCELED Where Shenanigans Irish Pub, 87 N Chestatee St, Dahlonega, GA 30533 Description We will continue to have the luncheon meeting on the third Tuesday of each month at 11:30 am, Shenanigans Irish Pub.
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GTA Monthly Meeting When Tuesday June 16, CANCELED Where Mazzy's Sports Bar & Grill (Marietta), 2217 Roswell Rd, Marietta, GA 30062, USA (map) Description The GTA will meet at Mazzy's on the even months of the year and at The Crossing Steakhouse on the odd months.
Atlanta Garage Party When Friday, June 19, 8:00pm – 11:00pm Where TBD Description http://atlgarageparty.com/attend.htm
The Atlanta Garage Party is a monthly social event for people who own collectable or modified cars of any condition, and work on them themselves. It takes place somewhere in the larger metro-Atlanta area on every third Friday of the month, at ~8pm. Usually it lasts to between 11pm and midnight. It is not for people who only read car magazines and watch Top Gear, or collect cars that others work on. If you are one of those, please keep that a secret. If you would like to host one of these parties, then you need to be a person who attends them, and has gotten to know others in the group. Although exceptions are sometimes made, the intent is to have these parties in people's home garages, not at their businesses. If you, your spouse, children, and family pets spend more time at your place of business than at your house, or if the two have kinda merged, or if your business is just cool beyond words (Bryan Fuller), then you have a good chance of hosting there. We would like to meet your spouse and children and let them know that you have an enabling support group around you that you can fall back on when you are disowned by them.
Please feel free to invite any males that fit this description, and any females whatsoever. Very closely-supervised children can come also. Please do bring pictures of your current projects, or pieces of the project, or videos of your last track day, or business cards, party favors, or whatever to show off. If you have a 1929 Miller Indy car supercharger housing with a hairline crack in it that you are wondering how to repair, then just throw it in your trunk and bring it along. Unsolicited advice will be plentiful. But, dress to please the wenches, not to handle the wrenches.
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If you have friends that would like to receive these messages, please have them come to some parties. They can also send the site an email with pictures of their current car projects for qualification analysis.
GTA Tucker Pub Night When Sat, June 27, CANCELED Where Tucker Brewing Company, 2003 S Bibb Dr, Tucker, GA 30084, USA (map)
Southside Monthly GTA Meeting When Thursday, July 2, TO BE CONFIRMED Where Partners II Pizza, 834 Glynn St S #228, Fayetteville, GA 30214, United States (map)
11 Volume 36, Issue 06 June 2020 Five things you didn’t know Stirling Moss did By Damien Smith, 14 April 2020 Copied from the Goodwood Road & Racing website and reformatted for this newsletter.
The hoary old epitaph that Sir Stirling Moss was ‘the greatest racing driver never to win the Formula 1 world championship’ falls a long way short of doing the great man justice – even if it also incontrovertibly true. There was so much more to his racing life than the quest for a crown that tends to define modern Formula 1 drivers.
Put aside the record of 16 wins from 66 world championship grands prix. Between 1947 and Easter Monday ‘62, Moss competed in 529 races (not including hillclimbs and speed record attempts), winning a remarkable 212 of them in single-seaters of all shapes and sizes, sports racers and GTs, and even family saloons on rallies. This is his real record of remarkable achievement.
As a snap-shot of what it really meant to be Stirling Moss, here’s a few examples of ‘alternative’ landmark achievements from a man for whom the words ‘weekend off’ appeared to have no meaning.
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Stirling Moss at Shelsley Walsh, 1948, driving his Cooper-JAP 500 MkII.
Learning his trade in hillclimbs
Beyond circuit racing, Moss gained vital experience as a teenager driving his Cooper-JAP 500cc on UK hillclimbs, where he immediately made a strong impression. Having made his first appearance at Prescott in May 1948, Stirling returned twice more to the Gloucestershire hill that season, winning his class on July 18th. Then in September at Shelsley Walsh, the world’s oldest still-active motorsport venue, he topped the 750cc class – and would take the Fastest Time of the Day (FTD) a year later in his Cooper-JAP 1,000cc MkIII. ‘The Boy’ was already making his mark.
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Stirling Moss, Autocar's John Cooper and BRDC Secretary Desmond Scannell with a Sunbeam Talbot 90 at the Monte Carlo Rally, 1952.
Rallying: a pleasing, if demanding, diversion
During the early 1950s, a dearth of competitive top-line opportunities frustrated Moss and knocked his morale – which is where some of his other activities came in as a welcome diversion. Rallying in particular was something he enjoyed, as his mother Aileen had and his sister Pat would in the future, as one of the most accomplished drivers of her day.
Norman Garrad, head of the small motorsport department at the Rootes Group, offered Stirling a crack at the Monte Carlo Rally in January 1952, and he was glad to accept, rounding up John Cooper of Autocar and Desmond Scannell of the British Racing Drivers’ Club as a three-man crew. They were entered in a humble Sunbeam-Talbot 90 and despite the obvious three-up weight penalty, finished second overall in a discipline that rewarded correct average speeds over outright pace.
He would return to the Monte twice more, but it was his trio of attempts at the punishing Coupe des Alpes that would truly test him, across 31 of Europe’s highest mountain passes over six days. Notably, he won coveted Gold Cups for penalty-free runs – but in his diaries, Stirling admitted it almost broke him. Having driven for “24 hours solid” over one final section, he “collapsed from nervous strain and couldn’t stop shaking”.
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Moss winning at the wheel of a Jaguar C-Type at Reims in 1953, one year after winning with the disc-braked C-Type for the very first time.
A brake-through in sportscars
Moss notched up a number of significant ‘firsts’ in his career: first British driver to win his home grand prix in the world championship era, at Aintree in 1955; first British driver to win his home world championship grand prix in a British car, with Tony Brooks and Vanwall back at Aintree in ’57; first win for a rear-engined F1 car (Argentina, 1958); first grand prix win for Lotus, in Rob Walker’s privateer Type 18 at Monaco in 1960. But there’s another that is perhaps overlooked, but one that had wider-world greater significance for the development of the motor car.
Stirling’s win, shared with Tommy Wisdom, in a 50-lap sportscar race at Reims on June 29th 1952 marked the 54th of his career, but on the surface was fairly unremarkable. He and Wisdom were largely unchallenged other than by the sweltering conditions, as they took a pale green Jaguar C- type to victory. What was significant, however, were the ‘anchors’ fitted to XKC005 – for this marked the first win for a car fitted with what would come to be known as disc brakes. Moss had joined Jaguar tester Norman Dewis in the development of the Dunlop innovation, which like the monocoque chassis was an idea borrowed from aeroplanes.
Why did it matter? Traditional drum brakes had to be ‘managed’ through races to avoid excessive fade, but with discs – or plates as they were then known – Moss could see the advantages of racing harder for longer without the fear of losing significant stopping power. Fast, sweeping Reims had enough long, straight bits to allow the brakes to cool between usage, and Stirling recognised it was the ideal place to try them. On that hot day in France, Moss could have had no idea that this
15 Volume 36, Issue 06 June 2020 quiet revolution would be the start of one with such fundamentally significant consequences for us all.
https://youtu.be/eXREGuIkBVc
Speed records at Bonneville
You can see why to a man like Moss going as fast as possible would have an appeal. His best known straight ahead campaign was in August 1957 at the Bonneville salt flats in Utah, the home of this most extreme form of motorsport.
MG had built an experimental aerodynamic device, the EX181, specifically for the purpose – and Stirling being Stirling, he was game. The intention was to raise the class F (1,101cc to 1,500cc) record to a mighty 240mph. To reach such speeds, the 1,500cc twin-cam engine was heavily supercharged and ran on methanol to produce an impressive 290bhp. What made it rather hairy was that the driver was unable to open the cockpit unaided, in the event of anything going wrong – and the horizontal seating position made for a claustrophobic experience. Oh, and as Phil Hill told Stirling after his experience in the thing, the only way to stop it safely was to hold his breath, switch off the engine, floor the throttle and ease on to the small brake pedal, all in the hope that the cockpit wouldn’t fill with unburned methanol fumes.
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Sounds like fun? It didn’t stop Moss over-achieving, as usual. He managed 245mph for one mile, 235.69mph for five miles and 224.7mph for 10 miles to set a new batch of records.
Stirling Moss at Oulton Park, 1961, driving the four-wheel-drive Ferguson P99-Climax S4 to victory.
A final unique achievement
On September 23rd 1961, Stirling Moss achieved one more ‘first’ – and one that will forever stand as unique. It would also be the last such achievement of his career before it was cut short so violently against the bank at Goodwood’s St. Mary’s on Easter Monday 1962.
At the Oulton Park Gold Cup that September day, Moss raced the ungainly and dated-looking front-engined Ferguson P99 in Rob Walker’s colours, stroking to a comfortable win in a rain- affected race. What was novel was the four-wheel-drive powertrain that carried him, developed by a company best known for his tractors. The system was designed specifically to improve road safety and this development for use in an F1 car was purely for promotion. But while the P99 would go on to claim a British hillclimb title in Peter Westbury’s hands and the technology would find its way into Novi’s IndyCars at Indianapolis, four-wheel-drive for road cars wouldn’t catch on in the mass market for another 20 years.
As for F1, despite a late-1960s flurry of 4WD grand prix cars from Lotus, McLaren, Matra and even Cosworth, Moss’s achievement in actually winning a race in one would remain unique. Just like the man himself.
Images courtesy of Motorsport Images.
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A Salute to America Flyover By: Mark Post
As I write this, it seems like I am in week 500 of Social Distancing due to the Global COVID-19 outbreak. We are all making adaptations to our daily lives. Our homes have become out offices, high school classrooms, college campuses, gourmet restaurants, doctor’s offices, etc. Many of us have used this time to finally get to some of our long put off projects in the yard or on the house. I personally have recently done a cash out refinance on my home and started some major renovations. Now that I have to figure out how to conduct conference calls during demolition and construction, I am second guessing that bright idea.
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While we are all adjusting to this ‘new norm’, there are those who’s lives have become much more complicated than many of us. I’ve read many reports over the past weeks about healthcare workers who have been working very long hours and are having to quarantine themselves from their families in order to protect their loved ones. Even if, thank God, the hospitals were not overrun with CV-19 positive patients as we initially feared, many healthcare workers continue a daily struggle to save the lives of those most vulnerable and severe cases.
As a salute and tribute to those healthcare workers and first responders, The Navy Blue Angels and the Air Force Thunderbirds have been conducting a series of flyovers, over many US cities. On Saturday May 2nd, Atlanta was one of three cities to receive a joint flyover by both squadrons of F/A-18 Hornets and F-16C Fighting Falcons. The tribute flights known as Salute To America, have been conducted over the course of the month of May.
The Blue Angels demonstration squadron was formed in 1946 by the US Navy and typically perform around sixty shows per year and have an annual budget between $35-40 million.
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The Thunderbirds demonstration squadron was formed in 1953 by the US Air Force and flies nearly 90 air demonstrations per year. Since 1953, they have performed in front of more than 300 million people.
Some cities have had a flyover by either the Blue Angels or the Thunderbirds. Atlanta and a handful of other cities were treated to a joint show of both squadrons. These amazing pictures were taken by GTA member J.W. Southwick during that May 2 Atlanta joint flyover.
20 Volume 36, Issue 06 June 2020 CHEAP TRICK Oh just Puck It! By: Jim Orr
“Hello there ladies and gentlemen, hello there ladies and gentlemen”, ………
For many years I rented office space in a building at the Gwinnett Ice Forum, the former HQ of the Atlanta Thrashers. This harkens back to my Herald restoration again, (sorry about that) but the early Heralds boasted adjustable seats! If you’ve not seen this marvelous technological feat, you’ll get a kick out of it.
Each of the front seats had two blocks on the bottom frame where they rested on the seat track. These blocks had a hole drilled in them in a location situated so that as you rotated the block around the seat’s lower frame tube, it would lift or lower the seat to 3 different, (very subtly different) tilt positions. There is a cut through to the hole that enables one to fit the block around the circular tube frame.
High Allert Driving position
High Alert Setting Middle of the road….. Full recline AAAAHHH !!
It is laughable that this was touted as an innovative option, especially given that the seat backs did not move at all, this just adjusted the tilt of the overall seat by fractions of an inch. So, my first thought when I found a hockey puck in my parking lot, was, Hey, I can make new seat blocks for the Herald out of this sucker!!! Well, as you can see, these seat blocks can still be purchased and they’re already pretty cheap, if they were available in the US that is.
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Rimmer Brothers stocks these, so if you wait until you are ordering other parts, they’re already pretty cheap, so…. I never used, said hockey puck for my technologically advanced seat blocks. It went into the garage along with all the other crap, I hold on to. But, if all you need is seat blocks, save yourself the $20 plus international shipping and make your own.
I later found a far better use for the hockey puck. I had done a frame off resto on my car, and I hate, I mean HATE doing anything that will remove paint from the frame on any of my vehicles. Let’s face it, removed paint, means rust. We’ve all seen what jacks and jack stands can do to a Triumph’s underbelly. Now I use hockey pucks on top of my jacks and jack stands to protect my car and to distribute the weight to about 8 square inches of hard rubber per contact point, rather than the 2 or so square inches of sharp-edged iron offered by a typical jack or jack-stand. I’ve found that the rubber is soft enough to contour to the shape of the jack stand and car frame, AND grippy enough to not let the car slide or slip like wood blocks may. They are also firm enough to distribute the weight evenly around the surface area of the hockey puck. So if you want to protect your frame from your jack or jack stand, OR if you need to fashion a part out of a thick firm piece of rubber….. Puck It!
22 Volume 36, Issue 06 June 2020 Hindsight for 2020 Courtesy of Jim Doran
The old saying goes “Hindsight is 20/20 vision”. Looking back, you can always see more clearly, especially the critical details. Well, the year 2020 may call for some hindsight as we look ahead to new oil specifications in May of 2020.
Let me be clear, I’m not predicting doom and gloom. Fortunately, many people already realize the shortcomings of modern API licensed formulas in classic and competition engines. However, fundamental changes in the engine test sequences behind the new API specs are causing shifts in supply and demand across the lubricant manufacturing marketplace. These behind the scenes changes are causing reformulations of some 20W-50’s as well as 5W-20’s this time. The consequences of these changes are unknown at this time, but we do know that the new API SP and ILSAC GF-6A & GF-6B represent significant changes from the previous specifications.
So what are these changes?
As mentioned above, three new specifications will be introduced to the market in 2020. The American Petroleum Institute (API) allows use of the new API SP category for gasoline fueled engines effective May 1st, 2020. The API SP specification covers all SAE viscosity grades, and maintains the 800 ppm maximum Phosphorus (ZDDP) limit for all oils of 10W-30 or lower.
At the same time, the International Lubricant Standardization Advisory Committee (ILSAC) releases their new GF-6A and GF-6B specifications for gasoline fueled engines. These two new specs address different viscosity grades and will have different labeling.
According to the joint API/ILSAC press release, “Licensed oils that meet the ILSAC GF-6A standard will be allowed to display the API Certification Mark “Starburst” and may be used where oils meeting GF-5 (SAE 10W-30 down to 0W-20) or earlier gasoline engine oil standards had been recommended. Oils that meet ILSAC GF-6B will be allowed to display a new mark, the API Certification Mark “Shield,” and may be used where SAE 0W-16 oils meeting API SN had been recommended. API is introducing this new “Shield” at the request of automakers to prevent confusion and ensure that
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0W-16 oils are used only in applications where they are recommended.”
While these new categories are intended to reduce confusion, the problem remains that ILSAC GF-6B pertains to SAE 0W-16 and lower viscosity grade while ILSAC GF-6A pertains to SAE 10W-30 to 0W-20 viscosity grades and API SP pertains to all SAE viscosity grades. As such, oils over SAE 10W-30 will only feature the API donut. Oils between SAE 10W-30 and 0W-20 will feature both the API donut and ILSAC “Starburst”, and 0W-16 and lighter oils will feature both the API donut and ILSAC “Shield”. Clear, right?
Beyond the labeling changes, the engine sequence tests used to determine whether an oil passes or fails have significantly changed. Gone are the venerable, push-rod, flat tappet 3.6 Litre Buick V6 engines that provided valve train wear and oil oxidation testing. It has been replaced by the double overhead cam, 3.6 Litre Pentastar which now only measures oil oxidation and consumption.
Significantly, the engine test sequences for API SN, ILSAC GF-6A and GF-6B no longer feature push rod or flat tappet engine designs. Every prior API motor oil specification had featured both push rod and flat tappet engine designs.
The new valve train wear test, Sequence IVB, is a double overhead cam Toyota engine, and this test has been the source of several problems during the development of the new API and ILSAC specs.
A recent article in the industry magazine Lubes N Greases reported, “The final test limits (for Sequence IVB) call for a maximum average intake lifter volume loss of 2.5 cubic millimeters and an end-of-test maximum iron level of 400 parts per million (by used oil analysis). Some original equipment manufacturers may have preferred even lower limits, but the final accepted limits met ILSAC’s proposal during final GF-6 specification negotiations.”
The article continued, “The industry has not confirmed back-serviceability for oils tested in the Sequence IVB (the new valve train wear test), and further testing may not be conclusive.”
In plain English, the Sequence IVB valve train wear test has not yet proven to accurately predict valve train wear protection in push rod or flat tappet engines. This is significant, especially considering the lubricant related flat tappet wear problems over the last 15 years. In fact, there have been reports of increased flat tappet wear problems in the last 18 months following the release of the current API SN Plus specification, which changed the detergent package requirements.
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Why change?
So what is the driver behind all of these changes? Well, there are two primary reasons. The first is the push for lower viscosity grade oils to improve fuel economy – as evidenced by the ILSAC GF-6B 0W-16 specification. The second reason relates to direct injection engines and the phenomenon of Low Speed Pre-Ignition (LSPI).
LSPI is an abnormal combustion event that can lead to catastrophic engine damage, and LSPI is common to Direct Injection (DI) engines, especially turbocharged or supercharged DI engines. Normally, combustion follows the spark event as controlled by the engine management system. In a LSPI event, the combustion event begins prior to the spark event, which causes abnormally high pressures within the cylinder. These high pressures can damage the piston.
Why is LSPI unique to Direct Injection?
Low Speed Pre-Ignition occurs in Direct Injected engines because of the higher compression ratio of direct injection engines and because of the shorter amount of time the fuel has to vaporize. A typical direct injection engine has less than 180 degrees of crankshaft rotation to atomize the fuel compared to over 300 degrees of crankshaft rotation to atomize the fuel in a traditional port injection or carbureted engine. The combination of higher compression and shorter atomization time make direct injection engines more prone to abnormal combustion events such as LSPI.
Compression Engine Ratio GM LT1 Direct 11.5:1 Injection GM 3.8 V6 Port 8.5:1 Injection
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So what does LSPI have to do with motor oil?
Industry research published by GM, Oak Ridge National Lab, Toyota and others identified a link between the type and amount of detergent additives in the motor oil to the frequency and magnitude of LSPI events in direct injection engines. Multiple white papers and independent testing show that reducing the amount of Calcium detergent and eliminating the Sodium detergent in the motor oil formula reduced the frequency and severity of LSPI and other abnormal combustion events in DI engines.
This was a key finding, but it also presented a problem for the vast majority of API SN / ILSAC GF-5 motor oils. Because calcium based detergents are the most cost effective detergents, calcium based detergents have been widely used in API licensed gasoline and diesel motor oils, typically in high concentrations.
API Specification Typical Calcium Level API SN (Gasoline) 2,500 ppm API CK-4 (Diesel) 3,000 ppm API SP (Gasoline) 1,000 ppm
As indicated in the chart, the levels of Calcium detergent must be dramatically altered to prevent LSPI issues. Research indicates Calcium levels below 1,500 ppm are safe, so the new specifications require reformulating the core additive package to eliminate Sodium detergents and reduce Calcium detergents.
Because Sodium containing additive packages are problematic for Direct Injection engines, the major additive package suppliers have discontinued additive packages containing Sodium detergents. This presents a challenge to the oil brands that have been using the older style additive packages that contained Sodium (and a higher level of ZDDP). The older style additive packages have been a great source of proven, high ZDDP formulas, but the pressure to eliminate Sodium and reduce Calcium is forcing some of these formulas off the market.
For these reasons, the year 2020 presents potential challenges and changes to the life blood of engines. Again, I’m not saying the sky is falling. The new oil specs are an improvement for Direct Injection engines. In fact, this whole situation provides evidence that the application dictates the chemistry. The best motor oil chemistry for a Diesel engine (high Calcium) is terrible for a Direct Injection engine, and vice versa. This illustrates that oils have become application specific, and the industry and consumers just need to be aware of this.
As such, now is the time to take notes and start doing your homework. Foresight costs less than hindsight.
26 Volume 36, Issue 06 June 2020 Threaded Sheetmetal Inserts By Jim Doran
Sheet metal screws, similar to wood screws but fully threaded, were developed to fasten components made from light gage sheet metal together. While these work relatively well in one-use and light duty applications, in situations where disassembly is required or the load on an assembly is higher, a sheet metal threaded insert is appropriate. These products are sold in the marketplace under a variety of trade names; Rivnut, Nutsert, POP Nut, Polynut, Threadsert Rivet Nut and others. For this discussion, we’ll use Nutsert.
They all function like a POP rivet with internal threads. A threaded mandrel is threaded into the body of the Nutsert, the Nutsert is inserted into the prepared hole and the threads are clinched or squeezed to form a secondary head on the back side of the work material. The threaded mandrel is then screwed out of the Nutsert. The setting tool can be a plier style tool as shown below or can even be a long bolt and a couple of nuts.
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Nutsert hand tool
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Sizing Nutserts
Besides coming in inch and metric internal threads, Nutserts are commonly available in steel zinc plated and aluminum. They are also available in different grip ranges (each with a minimum and maximum) to suit the metal’s thickness of the application. Head heights vary too with some countersunk and others protruding above the work surface. The Nutsert’s recommended hole size will be noted on the box or the maker’s website.
Min Grip range Collapsing grip range area Max grip range
Other styles of inserts
The Jacknut is like to old molly drywall anchor but designed for thinner materials. The legs “petal out” when the insert is set so they are good for oversized holes or softer materials like blow molded plastics. These are installed using a threaded mandrel tooling like that used for Nutserts.
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Wellnuts are neoprene bodied inserts with a molded in brass insert. These are good for isolating vibration, sealing out moisture and eliminating electrical conductivity. These are installed using the mating screw. As you tighten the screw, the back side “wells” up securing the insert.
Applications
These inserts can be used to install outside rear view mirrors, luggage racks and components under the hood. Due to the way they work, you can install threads and fasten multiple sheets together in one operation.
Installing larger diameter Nutserts can lead may require a more robust setting tool. Except for the Wellnut, most Nutserts are not watertight so a sealing washer may be needed under the head of the male fastener.
For general use in your garage, I would recommend buying a kit with a selection of Nutserts and a setting tool. That way, you will be ready when the need arises. Contact me at [email protected] or 770-530-8241 with any questions.
30 Volume 36, Issue 06 June 2020 Slot Cars Used to Have Tiny Diesel Engines That Could Push to 60 MPH Indoor racing—it's more fun with fumes! By Peter Holderith May 18, 2020 Courtesy of Joe Garcia Copied from the “The Drive” website and reformatted for this newsletter.
SLOT CAR HISTORY
Even though it's declined in popularity over the decades, slot car racing remains a pastime of adults and children alike. But back in the early years—we're talking 1930s to 1950s here—the electric slot cars we know today had yet to be popularized. In their place were metal, 1/16th-scale replicas of period race cars powered by smoky little diesel engines, running along a raised central rail. Hard to imagine? Check out this color video from 1950s Britain for the immersive experience.
Picture this: tiny postwar Grand Prix cars, running four wide with their tinier engines screaming down the straight at 60 miles an hour. That was the scene at places like this indoor rail car track in Boscombe, England in 1956, with everything from the course to the car's powertrains to the small tires made by hand by its creators, Alban Adams and
31 Volume 36, Issue 06 June 2020
Christopher Crocket. It's a trip to see components like the clutch, driveshaft and rear differential shrunken down to the appropriate size. Of course, that process is a lot easier when you don't have to incorporate a real driver.
British Pathé https://youtu.be/wzN595nesWk (look for the TR2 in the video)
According to slotcarhistory.com, the indoor track they raced on was a big figure-eight, around 120 feet long and sheltered from England's notoriously crappy weather. If you're worried about the hazards of diesel slot cars running at an indoor track, don't fret. A set of hairdryers were repurposed to blow away the smog at the beginning the beginning of the race. That's all you need, right? "Heavens old chap, I'm feeling a bit groggy" was uttered more than a few times, most likely. The exhaust gases can be seen floating around at 1:45 in the clip.
Despite the car's diminutive diesel engines, they had enough power to propel the 40 carefully-crafted models around the track at up to 60 mph. Power was sent to the wheels via a tiny centrifugal clutch and custom built clockwork gears. I'm certain that if one of these nearly full-metal racers shot off the track during a lap it would kill somebody. With
32 Volume 36, Issue 06 June 2020 enough fuel for nearly 100 laps, they could also race for quite some time. Do a little math and that's a range of more than two miles.
These were in essence a natural outgrowth of the pre-war phenomenon of tether cars, where similar diesel-powered model cars were raced around a circular track while being guided by a central tether, like a kid swinging around one of those model planes on a string. This also sounds like good, dangerous fun. Here's a diagram of one—rail cars had a similar RWD construction.
MODEL CAR MANUAL
Though diesel rail cars are extremely cool to the modern eye, back in the 1950s slot car aficionados were trying to come up with a way to electrify the whole thing, which would simplify the cars and allow consumers to bring tracks into their homes without worrying about emissions. When that happened in the late 1950s, the concept of internal combustion model cars would be waylaid until radio control technology advanced enough for practical (and outdoor) consumer use in the late 1960s.
33 Volume 36, Issue 06 June 2020 The 5 parts that will most often leave you stranded By Kyle Smith, 09 December 2019 Copied from the Hagerty website and reformatted for this newsletter.
Photo by
Repairs are inevitable when it comes to owning a classic, but an unexpected roadside breakdown is a great way to spoil a fun day driving. To set yourself up for more enjoyment and less time waiting for a tow, we asked the Hagerty Forums last week to tell us what parts most commonly failed and left them stranded. We took the responses and created this list of items to keep an eye on before you hit the open road.
34 Volume 36, Issue 06 June 2020
Alternator or generator
Your car can function without an alternator, but not forever. Even basic electrical systems for 1960s cars consume electricity for the ignition system, and without a source like an alternator or generator replenishing the battery, your car is just a ticking clock before you are on the side of the road in need of electrical attention. Common failure points are the electrical connectors that tie the alternator to the electrical system, as well as the internal diodes themselves. Unfortunately, this is typically a part where failure comes with no warning. If you have an uncommon car without easily replaceable parts, it might be worth carrying a spare if you regularly drive outside of tow range.
Fuel pump
We have to admit, we saw this one coming. Fuel pumps are at the top of our staff’s list of part failures. Loss of fuel pressure ends a Sunday drive in short order. If the engine doesn’t have the fuel in the carburetor or fuel injection system, it can’t
35 Volume 36, Issue 06 June 2020 properly meter the fuel into the intake—thus no combustion. If you are relying on a decades-old mechanical pump, it is time to consider a replacement or possibly an upgrade to an electric pump. Each style has its own set of benefits and drawbacks to consider, so be sure to do your research on your specific car (or carburetor) to make sure you are setting yourself up for success. Nobody likes a flood.
Water pump
The second-most important pump on most engines, the water pump keeps things from melting down—literally. An internal combustion engine like a small-block Chevy V-8 is around 18 percent thermally efficient, meaning of the potential energy in the liquid fuel, only 18 percent of it is turned into useful work. The remainder is lost in the form of heat. Lots of heat. Big radiators do nothing without coolant flow, and it doesn’t take long at higher than normal temps for problems to crop up with most engines.
Air-cooled folks, despite operating without liquid coolant, don’t avoid the problem completely either. Corvairs, vintage Porsches, and Beetles, still need some type of fan to force cooling air over the engine. Think of that as a water pump in this scenario.
Check for leaks and any play in the water pump shaft. If you have a mechanical fan you can test the bearings or bushings of a regular pump by trying to rock the fan of a non-running engine. Any movement should be treated as grounds to at least start planning for a replacement. Major play should convince you to order parts or call a mechanic. By then it’s not a question of if, but when you will witness your car overheating.
Wiring
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Broken connectors, worn wires, or failed switches happen. Sadly, sometimes they happen in places that can leave you stranded. A thorough inspection of the wiring harness can suss out many issues that are lying in wait to ruin your long-awaited drive. If there are issues that arise while on the road, inspect the system with your handy multimeter and see if it is one of two failures: something getting current that shouldn’t, or something not getting current that should. There are some roadside electrical workarounds to at least get you home before you can properly repair as issues. If not handled properly, such electrical problems have the potential to burn your classic to the ground. Not good.
Out of gas
Seriously. Readers brought this up as something happens that a lot more often than you’d think. If you are still trusting a 30-year-old (or older) fuel gauge, you are gambling and might not even know it. Small amounts of varnish from dried up fuel can easily cause the float or sensor of the fuel level sending unit to stick or otherwise malfunction, the same goes for a bad ground wire.. We can assure you your car does not magically get better gas mileage in the last quarter tank of gas. That gauge is stuck, not going down slower than usual because of your gentle throttle application.
Something we missed? Be sure to leave it in a comment below, and if you want to have your opinion and feedback included in next week’s Answer of the Week, weigh on this week’s Question of the Week in the Hagerty Forums.
37 Volume 36, Issue 06 June 2020
FOR SALE
RAN WHEN PARKED
38 Volume 36, Issue 06 June 2020 Videos (Click on the link not the image)
Triumph TR4 (TRS) - 1961 Le Mans 24hrs (10th June 1961) https://youtu.be/VGfQOLFHgYE
39 Volume 36, Issue 06 June 2020
Georgia Triumph Association Newsletter:
The Trumpet is published monthly for the members of the Georgia Triumph Association. Members are encouraged to submit articles, photographs or other materials of interest by mailing them to [email protected] or the club mailbox address. The newsletter editors reserve the right to change any material to suit the needs of the space allowed for the newsletter. For non electronic submissions, please enclose a self addressed stamped envelope for any items you would like returned. The GTA newsletter its representatives, affiliates and editors cannot be held responsible for any items that may be lost, damaged, destroyed or otherwise rendered unusable.
The Trumpet is a publication of Georgia Triumph Association, and the content herein is not officially endorsed by the officers or members of Georgia Triumph Association, their families or atorneys. If you decide to follow the advice of anything inside this newsletter, you do so at your own risk.
Advertising: Classified advertising is available free to members, $5.00 per ad for nonmembers. Classified ads run for one month. Commercial advertising is available at the published rate. GTA neither endorses nor warrants any product, service or method of service written or advertised in the newsletter.
One year commercial advertising rates (12 issues) are: Half page $100.00 Full page $ 150.00
Contact [email protected]. Georgia Triumph Association mailing address: The Georgia Triumph Association Post Office Box 3198 Cumming, GA 30028-6516
The GTA Website is the best way to keep up with what’s going on for Triumphs in Georgia. Mark it as a favorite and keep on coming back. http://www.gatriumph.com.
40 Volume 36, Issue 06 June 2020 2020 GTA Board Members
President: Ashford Little [email protected]
Vice President: Tom Freeman [email protected]
Treasurer: Sue Hurst [email protected]
Secretary: Jim Orr [email protected]
Activities Director: Mark Post [email protected]
Membership Director: Mike Hurst [email protected]
Webmaster: Jim Doran [email protected]
Newsletter Editor: Howard Orr [email protected]
41 Volume 36, Issue 06 June 2020 Membership Update Last Months Renewals 14 • Bill Lovejoy • Kevin Bell • Jim Smith • John Cork • David Mulcahey • Michael Altomare • David Johnson • Bill Corn • Charles Segal • Jenny Tucker • Mark Treadwell • Steve McCray • Charles Cornwell • Wayne Patrick
New members 1 • Doug Fry
Total Active Membership 145
MEMBERSHIP RENEWAL Dear valued Georgia Triumph Association member. Is there a chance that your membership has lapsed? Please visit www.gatriumph.com where under Membership and Member Login, enter your email address and password and it will take you directly to the main page where you may see when your membership is due. Add/Renew subscription is your next tab where you may pay with PayPal or if you would rather simply mail your check to GTA P.O. Box 3198 Cumming GA 30028-6516
42 Volume 36, Issue 06 June 2020 Member Monthly Meetings
The monthly meetings are the THIRD Tuesday of every month. All welcome. Triumph Owners, prospective owners, former owners and all supporters. We meet at 6:30.
On odd numbered months we meet at: The Crossing Steakhouse. 40 S Peachtree St Norcross, GA 30062, (map)
On even numbered months we meet at: Mazzy’s Sports Bar and Grill 2217 Roswell Road Marietta, GA 30062, (map)
Members on the Southside have a regular meeting the FIRST Thursday of every month at:
Partners Pizza II. 834 Glynn St S Fayetteville, GA 30214 (Directions)
Call Tom Freeman; 678-725-4937 with questions on Southside Meetings
Members Mountain Division holds meetings on the THIRD Tuesday of each month, during the lunch hour at:
Shenanigans Irish Pub 87 N Chestatee Street Dahlonega, GA 30533.
43 Volume 36, Issue 06 June 2020 National Triumph Clubs and Organizations
Members Mountain Division holds meetings on the THIRD Tuesday of each month, during the lunch hour at:
THE VINTAGE TRIUMPH REGISTER Website: https://vintagetriumphregister.org FaceBook: https://www.facebook.com/groups/109119715780413/ Contact: https://vintagetriumphregister.org/vtr-contact/ Join: https://www.vintagetriumphregister.org/secure/signup
6-Pack Car Club Website: https://6-pack.org/ FaceBook: https://www.facebook.com/groups/138914579533033/ Contact: [email protected] Join: [email protected]
Triumph Register of America Website: http://triumphregister.com/ FaceBook: https://www.facebook.com/groups/293124650824834/ Contact: http://triumphregister.com/national-officers/ Join: http://triumphregister.com/membership/
44 From: Ashford Little [email protected] Subject: Fwd: 2020 Racing Season at Michelin Raceway Has Begun! Date: February 19, 2020 at 4:10 PM To: Jim Doran [email protected], GTA Newsletter [email protected]
Can you guys add the Mitty to your respective domains!
Thx,
Ashford Little
Begin forwarded message:
From: Michelin Raceway Road Atlanta
February 12, 2020
2020 Racing Season at Michelin Raceway Has Begun!
The 2020 season at Michelin Raceway Road Atlanta is lined up to be another spectacular year, full of the highly anticipated regular calendar of events and some new ones that you won’t want to miss! As we dive into our 50th anniversary year, we want to invite you out to experience all of it and see what the buzz is all about!
The five classes of MotoAmerica, including the top-level daring Superbikes, make their return to Michelin Raceway April 17th through 19th. The 43rd annual running of the HSR Mitty, April 24th through 26th, boasts Corvette as the featured marque. Drift Atlanta takes center stage at Michelin Raceway May 8th and 9th and will once again be joined by Global Time Attack for an epic day-into-night show. The 23rd Annual Motul Petit Le Mans, October 7th through 10th, brings all the IMSA WeatherTech SportsCar Championship action back to the rolling hills at Michelin Raceway for the championship battle.
A full slate of additional thrilling events is also in store for you this year, as well as plenty of track days and car clubs for every enthusiast.
Tickets are on sale now for Motul Petit Le Mans, including the all-inclusive Podium Club, MotoAmerica, the HSR Mitty, Drift Atlanta and more. Be on the lookout for more updates coming soon!
TICKETS
Ferrari Racing Days Heads to Michelin
45 Volume 36, Issue 06 June 2020
TRA 2020 Bourbon, Bluegrass, Thoroughbreds, and Triumphs 15-19 June 2020 - Lexington, Kentucky
TRA 2020 will be moved to 2021! The TRA 2020 organizing committee has decided to postpone TRA 2020 scheduled for June 15-19 in Lexington, KY to 2021. This was a serious decision that was taken after considering several factors. The number of COVID-19 cases continue to increase with Ohio and Kentucky governors and their public health teams estimating the peak to be late April/early May which means cases will tail off and continue through May into June. Based on this timeline, the health of TRA 2020 attendees becomes a key factor. Most major events including the Indianapolis 500 and the Cincinnati and Keeneland (Lexington) Concours have been moved to later in the year or 2021. A poll of those already registered for TRA 2020 and TRA officers preferred moving TRA 2020 to 2021 rather than trying to find a time later this year with so many unknowns.
What does this mean? Well, we will reset the clock to 2021 and start again to define and confirm the venues we had for 2020, starting with the host hotel, and plan for 2021. We will continue to keep you informed via this mailing list, our TRA 2020 Facebook page https:// www.facebook.com/groups/181566129267504/ and our TRA 2020 website https:// www.miamivalleytriumphs.org/tra-2020 .
We have sent out a separate mailing to those who have already registered for TRA 2020 with specific information regarding their registration.
Stay safe and healthy, and we hope to see you in 2021
46 Volume 36, Issue 06 June 2020
The Convention
Multiple Days of Triumphant Bliss 08.31.2020 - 09.04.2020
The Vintage Triumph Register (VTR) is a North American Triumph car club of over 2,800 Triumph owners and enthusiasts supporting and showcasing all models of Triumphs. VTR has supported a national convention hosted by one of its chapter clubs every year since 1976, and 2020's event promises to be the best yet--carrying the tradition into a new decade. This year's convention will be hosted by the Illinois Sports Owner Association (ISOA), one of the largest and most active Triumph clubs in the country. Compete in an autocross challenge, participate in a funkhana event, drive in a road rallye on our carefully selected back roads, and even learn about your car in our expert-led technical sessions. However you choose to spend your week, you'll get to enjoy it in the company of great people who are just as Triumph-crazy as you are. See you in Galena!
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The Accommodations
Eagle Ridge Resort & Spa
Welcome to Eagle Ridge For reservations: 800.892.2269 Room block code: 6937N5
Tucked among The Galena Territory's 6,800 rolling acres of pristine woodlands and open countryside, Eagle Ridge Resort & Spa offers “country elegant” hotel accommodations and rental homes and villas only minutes from the quaint shopping and dining of Galena, Illinois. Rated among Midwest Living's "45 Midwest Resorts We Love" and surrounded by miles of hiking and biking trails, Eagle Ridge Resort is a gateway to boundless adventures and activities, from four award-winning championship golf courses and the luxurious Stonedrift Spa to tennis, boating, fishing, riding, and even hot air ballooning.
VTR 2020 Schedule Dates and times are subject to change before the event.
SUNDAY, AUGUST 30 Vendors Breakfast Run Registration Autocross Tech Inspection VTR Board Meeting Tech Session I Dinner On Your Own Tech Session II Destination Driving Tour (Chestnut Mtn) MONDAY, AUGUST 31 Ice Cream Run Dinner On Your Own Registration Funkhana WEDNESDAY, SEPTEMBER 2 Vendors Crafts / Model / Photo Contest Crafts / Model / Photo Contest TSD Rallye Vendors Autocross Tech Inspection Autocross Mandatory Meeting Poker Run Autocross VTR Membership Meeting Shopping Shuttle to Galena Welcome Reception Destination Driving Tour (Winery) Dinner On Your Own Destination Driving Tour (Brewery) Judges' School TUESDAY, SEPTEMBER 1 Dinner On Your Own Silent Auction Registration Moving Events/Craft Awards Reception Crafts / Model / Photo Contest
48 Volume 36, Issue 06 June 2020
THURSDAY, SEPTEMBER 3 Cocktail Reception VTR Banquet & Awards Judges' Breakfast Concours d' Elegance FRIDAY, SEPTEMBER 4 People's Choice Car Show Tech Session III Enjoy the Galena Territory Vendors
Register Now!
BUT FIRST... To make registration easier make sure you have the following:
• Information on your VTR membership -- If you don't know your VTR number, please see your Vintage Triumph Register mailer insert at the top of your address or go to the VTR website. Sign in, and under "Your Subscription," click on "Edit Profile." Your membership number will be under your name. If you click the far left box of the menu bar you can find your membership expiration date.
• You'll need a credit card to register online, so have the one you wish to use handy.
• Finally, if you're registering a car you'll need your insurance information and VIN. Have what you need? Click the link below to get started! Registration Page
Book your room at Eagle Ridge Resort & Spa! Room Reservations
Looking for fine print stuff? Here's pricing and cancellation info! Info and Cancellation
49 Volume 36, Issue 06 June 2020
September 17-20, 2020
The Peachtree MG Registry presents a Southern British Car Weekend together with the North American MGA Register featuring the MG Magnette* in the mountains of North Georgia at The Dillard House Inn Dillard, GA.
* MG Magnette ZA and ZB built between 1953 and 1958 All makes and models of British cars and motorcycles are welcome! Details and registration soon at: www.peachtreemg.com (click on the “Dillard 2020” tab)
50 Volume 36, Issue 06 June 2020
6-PACK TRIALS 2020 - RICHMOND VIRGINIA OCTOBER 1-2-3, 2020
2020 TRials Richmond, VA
6-PACK TRIALS 2020 - RICHMOND VIRGINIA
OCTOBER 1-2-3, 2020
th Founded on the Falls of the James in the mid-18 century, Richmond and its surrounding environs are rich in history, dating from the early exploits of John
Smith in the 1600’s to the Revolutionary and Civil wars in succeeding centuries.
TRials 2020 will be headquartered in Colonial Heights, a suburb located
approximately 20 miles south of Richmond and close to Moss Motors eastern headquarters in Petersburg.
TRials 2020 will have a number of driving tours, tech sessions at the Moss facility, and suggested tours to keep everyone busy. Among the options:
The Keystone Tractor Museum Founded on the Falls of the James in the mid-18th century, Richmond and its surrounding environs are rich in history, dating from the early exploits of John Smith in the 1600’s to the Revolutionary and Civil wars in succeeding centuries. TRials 2020 will be headquartered in Colonial Heights, a suburb located approximately 20 miles south of Richmond and close to Moss Motors eastern headquarters in Petersburg. TRials 2020 will have a number of driving tours, tech sessions at the Moss facility, and suggested tours to keep everyone busy. Among the options: The Keystone Tractor Museum
51
6-PACK TRIALS 2020 - RICHMOND VIRGINIA Volume 36, Issue 06 June 2020 OCTOBER 1-2-3, 2020
The Siege of Petersburg Driving Tour
Maymont Mansion and Grounds
Moss Motors
52 6-PACK TRIALS 2020 - RICHMOND VIRGINIA OCTOBER 1-2-3, 2020 Volume 36, Issue 06 June 2020
Historic Tredegar Civil War Museum
Lee’s Retreat Driving Tour
Tour of Richmond There will be scheduled driving events and tech sessions both Friday and Saturday, the car show on the Moss Motors grounds on Saturday, and the awards banquet at the Moss facility Saturday night. Registration details, host hotel, and other planning particulars will be coming in early 2020. Hope to see you and your Triumph in RVA in 2020!
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In the Pits with Barry Rosenberg
I doubt that we are all back to normal as you read this article. Hopefully it will not be much longer. Was Gov. Kemp right in opening Ga. at the beginning of May? Time will tell but I feel the government overstepped with the shutdown of the economy. How can it be fair or safer for large stores such as Walmart remain open selling clothes, TVs, and anything else they stock?
Their stores see thousands of people every day. A small local shop on Main Street, Small Town America may see 10 customers a day. Why couldn’t they remain open with safety protocols in position. I feel the large stores should have been limited in what they sell, essential items only. New, big screen TVs are not essential. Just my personal feelings.
It is the same as me being allowed to continue working at the shop. My profession was considered essential! Really? Who must have an old British car for their essential daily trips to buy big screen TVs at Walmart? My wife works in the corporate office of a lumber yard. They sell would to furniture makers not the construction industry and she has been considered essential. Her work week had been reduced to two days a week from her normal three days.
So, I have been working reduced hours at the shop but still go there a couple days a week. This past week, April 27 thru May 1, has seen the GT6 Herald get rear suspension, driveshaft, and a new late Spitfire rear leaf spring. This is true; we spent 5 hours and installed 7 studs and bolts. How it could take that long is a good question.
We worked constantly but one thing after another went awry. First, the new spring required a new mount, that had been ordered and delivered for us to use Friday; the day I thought we would spend an hour or two installing the spring. We tried to install the mount first but could not compress the leafs enough to get a sleeve and bolt installed. They hold the leafs in place while the spring is easily slid over the differential and under the body panels.
We tried using four long bolts with nuts but could not get the parts compressed enough. We actually squashed the steel sleeve between the mounting plate and the leaf. Now we have to repair or replace the sleeve. Lucky, having a 30 ton press, we were able to press an old bolt thru the 3” long sleeve and get the original bolt to fit once
54 Volume 36, Issue 06 June 2020 again. Next, we used the mounting studs with nuts to compress the springs with a spacer in place to make the leafs compress more. Not enough.
Taking it all apart again, we used thicker spacers and were able to get the spacer and bolt in place and the leafs properly compressed. Home free; no way. The ends of the spring came with new bushings installed. This is normal. The original bolts were 7/16” diameter. In decimal size, this is .4375”. Unfortunately, the spring or at least the bushing was made in China. They used an 11mm diameter sleeve thru the bushing. 11mm equals .433”.
You would not think that the .0045” makes much difference but it stopped the bolt from fitting the sleeve. The sleeves are bonded to the rubber bushings and cannot be removed. So it becomes time to get out the heavy duty drill and a 7/16” drill bit and get to work. If a home mechanic had come across this problem what would they have done? Most people do not have big drill bits and heavy duty drills. Most would have used a smaller diameter bolt. The problem would be the uprights the spring attaches to on the suspension. They have a 7/16” hole for the correct size bolt. Using a 3/8” bolt, the next size down, would allow some movement and a knocking noise when hitting bumps.
We took the correct way to solve the problem even though it took some time to rectify. But this was how the day went. By having to use the original mounting studs to compress and get the spring ready for installation, we had to clean the threads so nuts would go off and on easily. Just more time wasted.
So, let’s discuss the driveshaft. We had taken the original driveshaft to a shop in Marietta to have it shortened. New u-joints were installed and the unit balanced. Yes, they do balance driveshafts. If one is out of balance, you get a strange vibration at certain speeds and you go nuts trying to figure out what is causing it. Using GT6 differential, we had to use a GT6 flange which uses bigger 3/8” bolts compared to the Herald 5/16” bolts.
We sent two GT6 flanges to be installed on the driveshaft when it was rebuilt. Once the rear flange was bolted to the diff. we went to install the front flange to the transmission overdrive out put flange. Unfortunately, it had a Spitfire flange with the smaller 5/16” bolt holes. Crap; another problem supplied by an vendor who sold the overdrive to the customer. Internally, the GT6 and Spitfire overdrives are the same.
The only real difference is the out put flange. Do we replace the flange with one from a GT6? Not a good option as we do not have one nor do I think it will fit the overdrives’s
55 Volume 36, Issue 06 June 2020 shaft splines. One is fine splines and the other is very coarse. Could drain the trans and remove the flange and drill out the holes. Another option not usable. The flanges are slightly different in diameter.
Next option, remove the driveshaft and the GT6 flange and install a Spitfire part. The GT6 and Herald/Spitfire use the same u-joints (the same as MGBs and Spridgets). I have been doing u-joints for way too many years and felt it would be the easiest fix. I could take the new u-joint apart and re-install it in the Spitfire flange. No problem there.
So, where is the next problem? After installing the drive shaft again, we here a scraping sound from the front end. Turns out when it was shortened, he welded it back together and left a slightly high spot in the joint. We could grind it down but there goes the benefit of the balancing. As there was room to compress the driveshaft some, we thought a spacer at the diff end would move the high spot far enough forward to clear the rub.
So, I made a steel spacer about 1/4” thick and installed it. Almost cured the rub but not enough. Now, I needed a thicker spacer. I once built a national winning valve cover racer with 6” diameter aluminum wheels that I turned out of 6” round blanks about 1” thick. I had two of the blanks laying around. Mounting the blank in my big lathe, I was able to remove all the aluminum material that did not look like the spacer I needed.
It turned out beautiful, almost to pretty to use. Back on my back, I installed the new spacer and it worked. No more rub. Of course, installing the thicker spacer meant new longer bolts were needed and I had to modify longer than needed bolts to fit. Grade 8 bolts come with about 1” of threads and the rest of their length is un-threaded shank. The shank is the part of the bolt designed to take the shear load of the bolt. Threaded portions are not as strong and should not take a shear load.
A shear load is the bolt being cut in half by the force acting on it. As the engine tries to turn the driveshaft and the wheels try to not spin, there is a shear load on the bolts holding the driveshaft to the trans and diff. I needed my bolts to have a long enough shank to pass thru the flange on the drive shaft, diff flange and my spacer.
But, the shank can not protrude thru all the parts, It has to stop just short of passing thru. Not having a set of four bolts that fit our specific needs, I modified some by adding a few threads and shortening the overall length to fit. Another problem solved. Here is a picture of my spacer. It was easier to make than it was to take a picture and get it here.
56 Volume 36, Issue 06 June 2020
Well, it has taken me quite awhile to type this so I will end here and pick up on the next article. So, until we get to meet together, stay safe and support as many small local businesses as you can. See yall somewhere soon.
Barry Rosenberg British Car Service [email protected] [email protected] 770-689-7573
57 Volume 36, Issue 06 June 2020
GTA CLASSIFIEDS
FOR SALE - GTA REGALIA
Dilly Dilly Mug Bottle Zippered Coozie Classic Foam Coozie $3.00 each or 4/$10.00 $3.00 each or 4/$10.00 $1.00 each
Heavy Foam Coozie 6-pack Triumph Coolers GTA Tote $2.00 each $2.00 each $15.00 each
58 Volume 36, Issue 06 June 2020
Lady’s Tee Shirts Men’s Polo Shirt $12.00 each $25.00 each
Caps and Driving Hats Make Driving Great Again Tee $12.00 each or 2/$20.00 $12.00 each
Folks, anyone requiring name tags for yourself or your significant other please contact me, they are $ 10.00 each. Please also review GTA clothing available in this and other newsletters and let me know what you might like. Our offerings are not limited to what we indicate in the newsletter, tell us what you would like.
Interested party should contact Mike Hurst [email protected]
59 Volume 36, Issue 06 June 2020
FOR SALE: Remanufactured Starter
Remanufactured TR6 1971 and later starter. $ 125.00 This was remanufactured by Sleepy Hollow and received new brushes and solenoid. Lucas number 25647 Mike Hurst 770-329-8622
60 Volume 36, Issue 06 June 2020
FOR SALE: TR3 and TR4 Parts
4 - Steel wheels for TR3 TR4 $10.00 each 1 - Windshield glass with frame but no end support brackets $10.00 1 - Cylinder sleeve/liner retainer kit $20.00 (use when removing head. This prevents breaking the seal at figure “8” gaskets) 1 - TR4 TR4A heater water control valve (new) $22.00
Contact: John Cork [email protected]
61 Volume 36, Issue 06 June 2020
FOR SALE: Triumph Spitfire Parts
I have several Triumph Spitfire cars and a lot of parts that I want to find a good home for, if any of your members are interested please contact me by email. I have parts from mk 1,2,3 and 1500 cars mostly dismantled, I have a ’70 mk3 with a good body but was a autocross car, motor is out, also have a ’69 mk3 complete car but is rusty and a lot of misc. parts accumulated from the last 40 years, they need a good home, most are out of the weather.
Porter Smith Comments / Questions [email protected]
62 Volume 36, Issue 06 June 2020
FOR SALE: Triumph Treasures
TR 6 transmissions .. Non Overdrive … Both were working when pulled out. Trans numbers CD 5934 and CD 29128. $250 each or become the TR6 trans guru and get both for $400.
Triumph Sports Owners Association grill badge. Bought in 1994 for Kathys’ Stag. Sat in the glove box and was never exposed to rain, sunshine or a zombie attack. It has never been mounted. $50.
I still have the GTA Denim jacket and the TR6 garage art parts…. Make me an offer.
Call Hugh - 678-588-8141 Located in Zebulon.
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64 Volume 36, Issue 06 June 2020 For What Its Worth Bring a Trailer Auction Results form last month. Listing Ended Reserve Not Met The following BaT The following BaT Auctions listing has Auctions listing has ended: 1960 Triumph ended: 1972 Triumph TR3A 5-Speed TR6 5-Speed Winning Bid: $29,500 High Bid: $18,250 (Reserve not met) Listing Ended The following BaT Listing Ended Auctions listing has The following BaT ended: 1976 Triumph Auctions listing has TR6 ended: 1975 Triumph Winning Bid: $25,000 Spitfire 1500 Winning Bid: $5,600 Reserve Not Met The following BaT Reserve Not Met Auctions listing has The following BaT ended: 7k-Mile 1981 Auctions listing has Triumph TR7 ended: 1968 Triumph High Bid: $9,575 TR250 (Reserve not met) High Bid: $22,200 (Reserve not met) Listing Ended The following BaT Listing Ended Auctions listing has The following BaT ended: GT6-Powered Auctions listing has 1972 Triumph Spitfire ended: 45-Years-Owned Mark IV 1959 Triumph TR3A Winning Bid: $24,500 Winning Bid: $14,500 Listing Ended Listing Ended The following BaT The following BaT Auctions listing has Auctions listing has ended: 1975 Triumph ended: No Reserve: TR6 1975 Triumph TR6 Winning Bid: $23,000 Winning Bid: $25,000
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Georgia Triumph Association (GTA) Membership Application Fill out this form or register online at http://www.gatriumph.com/amember/signup.php
New ❑ Renewal ❑ GTA Member Number: ______VTR Member ❑ VTR Number: ______
Last Name: ______First Name, MI: ______Birthday: __/___/____
Spouse/Partner’s Name: ______His/Her Birthday: __/___/____
Cell Phone: ______Night Phone: ______Email: ______
British Cars (model/year): ______Occupation: ______
Interests: Tech Sessions Rally’s Volunteer Driving Tours Car Shows Autocross Social Events Other: ______
I would like to help the GTA leadership with: ______
As a member of the Georgia Triumph Association (GTA), I agree to hold the GTA, its Board of Directors, officers and organizers of events free from all liability for any accident or injury which occurs in connection with club events.
Signature: ______Date: ______
Your name, address and phone number will be published in the GTA membership directory. This information would only be available to GTA members. Put a check mark here ❑ if you DO NOT wish to have your information listed in the GTA directory.
Mail this application and $30.00 to The Georgia Triumph Association, Post Office Box 3198, Cumming, GA 30028-6516 or get your application processed online using PayPal at the club website located at http:// www.gatriumph.com/amember/signup.php
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