Named after the famed Battle of Britain fighter plane, the early Spitfires beauty was, however, largely skin deep. Thrust washers: a problem that affects the 1296cc engine all too often is worn thrust washers, given away by excessive fore-aft movement of the crankshaft. The factory hardtop has been color matched to the bodyand shows well with good shine and glass. The first thing to check in the event of non-engagement is that the electrics are working okay; theyre often the main cause of problems. As no six-cylinder version ever appeared as might have been planned, the Spitfire 4 moniker was phased out as insignificant. X. TRIUMPH TOLEDO 2-door: 1,080 4-door: 1,115 Giovanni Michelotti, Triumphs favorite Italian designer came up with a design for the Herald chassis that unlike the Sprite and Midget, was truly beautiful. The stock exhaust manifold has been replaced by a header, and a Pertronix flamethrower electronic ignition has been added. The main problem with the trunnions is wear of the threaded brass at the bottom, if EP90 oil hasnt been pumped in every six months or so. Use Classics on Autotrader' intuitive search tools to find the best classic car, muscle car, project car, classic truck, or hot rod. [1] Base prices for the 1980 model year were $7,365 in the US and 3,631 in the UK.[1]. [1], Its base price was 550; the Austin-Healey Sprite's was 505 and the MG Midget's 515. [citation needed] Options included wire wheels, factory hard top and a Laycock de Normanville overdrive. The front bumper was raised in response to new crash regulations, and the front coil springs were slightly raised. Stylish, reliable, simple and cheap to maintain, the Spitfire has a lot to offer if no-frills classic sports car motoring is what you seek and youre happy to live with its separate-chassis character. The Mark III, introduced in March 1967, was the first major facelift to the Spitfire. Reconnected! I have no intention of parting with it, but I am planning to fit an overdrive gearbox.. Slightly revised bonnet pressings were carried over. While the rest of the world saw 1500s with a compression ratio of 8.0:1, the American market model was fitted with a single Zenith-Stromberg carburettor and a compression ratio reduced to 7.5:1 to allow it to run on lower octane unleaded fuel.
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