1969 Triumph Herald 1200

[winston_no1]

I have just bought one....all I will say is blooming ebay and impulse purchases

In all fairness I needed an everyday run about and my brother found this one on ebay 10 miles away from home so I went to view it before buying it so I at least knew what I was getting myself in for?

I’m only using it for a few months until I get my 70’s mini back on the road, and although I’ve only had it 2 days I cant believe the amount of people that want to come and talk to me about the one they used to have. I mean im used to it in the mini but to be honest didnt expect it in this

Ive always wanted a GT6 but I guess this will have to do until I find one at that illusive ‘right price’

Out of interest what kind of a job is it to fit a 1500 to a herald, and is it worth it ?

Thanks.

[ARH]

I don't know the in's and outs of fitting a 1500 lump, but if you use a gearbox and prop from a 1500 spit as well I reckon you could have it sorted by morning teabreak. If you are going to that sort of trouble though put a vitesse/gt6 lump in it. and change the front brakes.

[vitessesteve]

The 1500 spitfire engine is much less heavy than the Vitesse 6. The handling with the heavy engine is also different meaning you need to uprate the front suspension and brakes if want to keep it safe.

Making a 1500 Herald is much easier.

[winston_no1]

Yeah i had thought about the straight six, but was worried by the extra weight, if i am to do it i would most likely go with the 1500 as i should think it would be more straight forward.

Also i thought the gearbox would be the same, as i thought the 1500 was essentailly just a different block, so was thinking of just swapping from the gearbox forwards?

Still even i was to go for the 1500 i would still be putting discs on the front

[//j17]

1500 is a more or less bolt in swap and the extra power shouldn't be a real problem for the gearbox/axles (unless you hoon it).

The main part you will probably need is a GPC103 - clutch driven plate correct diameter for 1500 flywheel with 10 splines for the 3-rail gearbox input shaft. Available from www.canleyclassics.co.uk (and others).

Other than that make sure you get the carbs/manifolds with the 1500 and the 1200 parts will strangle it.

Give Canley a call to check any specifics between the two.

[winston_no1]

//j17 said:

1500 is a more or less bolt in swap and the extra power shouldn't be a real problem for the gearbox/axles (unless you hoon it).

The main part you will probably need is a GPC103 - clutch driven plate correct diameter for 1500 flywheel with 10 splines for the 3-rail gearbox input shaft. Available from www.canleyclassics.co.uk (and others).

Other than that make sure you get the carbs/manifolds with the 1500 and the 1200 parts will strangle it.

Give Canley a call to check any specifics between the two.

Thats great, thanks, ill keep my eye out for any 1500 motors that turn up locally

As for 'hooning' it, i wont be doing that, the suspension set up is to, erm....interesting to say the least, especially when im used to driving a mini

[tr3a]

winston_no1 said:

//j17 said:

1500 is a more or less bolt in swap and the extra power shouldn't be a real problem for the gearbox/axles (unless you hoon it).

The main part you will probably need is a GPC103 - clutch driven plate correct diameter for 1500 flywheel with 10 splines for the 3-rail gearbox input shaft. Available from www.canleyclassics.co.uk (and others).

Other than that make sure you get the carbs/manifolds with the 1500 and the 1200 parts will strangle it.

Give Canley a call to check any specifics between the two.

Thats great, thanks, ill keep my eye out for any 1500 motors that turn up locally

As for 'hooning' it, i wont be doing that, the suspension set up is to, erm....interesting to say the least, especially when im used to driving a mini

If you're worried about the (rear) suspension, swap the transverse spring for a later Spitfire version, called a 'swing spring'. It's very easy and makes a world of difference. It's such a simple and therefore common job the spring might already have been changed in the past. You can tell by the number of studs keeping the spring pack fixed to the top of the diff - it changed from six to four.

[winston_no1]

tr3a said:

If you're worried about the (rear) suspension, swap the transverse spring for a later Spitfire version, called a 'swing spring'. It's very easy and makes a world of difference. It's such a simple and therefore common job the spring might already have been changed in the past. You can tell by the number of studs keeping the spring pack fixed to the top of the diff - it changed from six to four.

Yeah it was the rear that had me worried, even in the damp its a little lively when pressing on. It seems to be very predictable though, you can feel it winding itself up, if that makes sense ?

Well im putting it up on the ramp tomorrow to wire brush the underside and the treat it to a stonechip/waxoil covering along with new brake flexipipes. So while its up there i will count the bolts, although im guessing its standard because it used to be owned by a nun, followed by a elderly guy who did 20 miles in the 2 years he had it.

I think ive been quite lucky with finding this, it has only needed a few little things sorting such as plugs, points vac advance etc. Its had new floorpans welded in a few years back, chassis is good so i would feel a bit guilty messing with it, saying that the paint isnt too good