To: Triumphs List, Inet
> Andy -- are you sure of the VIN number relative to the date?
> > Triumph production break points for the 1500s are listed as
> FH80,000 - Jan '76; FH100,020 - Mar '77; FH105734 - Jan '78; >
FH130,001 - Jan '79; and TFWAD1AT000001 - Oct '79. Sounds >
like it is a 76 Spit, not a 79. Anyways, my 2 cents FWIW.
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Andy replies:
Ross, I'm confused as to your source of information and its >
accuracy. What is your source? The French Spitfire Club Web page
has some good serial number information, which I can't read very
well because the browser on my regular machine doesn't support
tables. But from what I can see (and what I remember), it seems
to agree with me and with the car in question.
Also, all U.S. spec Spitfire 1500s would have had "FM" commission
numbers, at least until the start of that silly new numbering
system for 1980.
Do let me know what your source was; I think it needs to be
corrected if it reads as you stated!
Regardless of all that, you and I know the late Spitfires are
junk anyway, right? :-)
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UH OH! Looks like a "new" controversy is abrewing on the horizon.
Who's data is more accurate?
Don't laugh, but I pulled my info. straight from John Thomason's
book "Triumph Spitfire and GT6 - A guide to Originality." Look at
page 105, where it lists the specifications for the Spitfire 1500.
As to the "FM" nos., he lists those as the prefix for the engine
serial nos. only, not the chassis nos. However, I certainly
concede that the book lists everything in British measurements and
the prices in pound sterling, so I am pretty sure you are correct
about the "FM" prefix for U.S. spec. Spits.
And by God, YES, those later Spits are junkyard dogs (at least
compared to the early Spits). BTW, I stand ready with nomex fire
suit and Bosch (okay, LUCAS) "flame" extinguisher to hold off all
of the comments I will no doubt receive from the owners of late
model Spits on the list. Okay, okay, I repent. "Gee whiz, those
later Spits are really terrific cars, wouldn't you agree Andy?"
Oh, one more thing Andy. I dropped my shortblock off at a nearby
LBC specialist to do the internal motor work and he is putting
together for me a list of potential modifications w/ prices for
each task (e.g. - match ports; magnuflux crank; lighten flywheel,
etc). I'll do everything else of course. What have/are you
done/doing to your Spit motor for racing purposes? I would be
curious to learn what state of tune you expect it to reach (that
way if I turn my Spit into a vintage F production racer I will
know your secrets so I can beat you at Lime Rock) Cheers!
Ross D. Vincenti
64 Spitfire (undergoing surgery)
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