![]() Steel connecting rods with plain big-ends. Dry sump lubrication with plunger type pump. Pushrod operated overhead valves in a light alloy cylinder head. undisturbed.) Steering lock all models.ĮNGINE Advanced design vertical twin cylinder o.h.v., with two camshafts driven by gears. (Wheel can be removed leaving brake, chain, etc. TOOLS Kit of good quality tools and tyre inflator, 192-page instruction Manual.ĮXTRAS Prop stand all models. Latex foam cushion covered in black waterproof "Vynide". Integral horn push Adjustable plated clutch and brake levers with built-in cable adjusters. HANDLEBAR Chromium-plated with quick-action twist grip and adjustable friction control. (180 Km.p.h,) chronometric type with r.p.m., scale, internal illumination and trip recorder. ![]() Wide angle rear/stop light with combined reflector. LIGHTING EQUIPMENT Lucas alternator, crankshaft mounted, 12 a.h., battery, powerful headlamp (quickly detachable where nacelle not fitted) with combined reflector/front lens assembly, "pre-focus" bulb and adjustable rim. Efficient front guard and stylish rear enclosure on 6T and T110. WHEELS AND MUDGUARDS Triumph design wheels with plated spokes and rims. diameter with cast-iron drum integral with chain sprocket. Instruments internally illuminated,įront: Full width hub, heavily finned, with efficient 8-in, diameter brake. Triumph design integral with top of forks enclosing headlamp, instruments and switchgear. ![]() Quick release fillers and plated parcel grid. Front wheel stand.įORKS Triumph design telescopic pattern with hydraulic two-way damping and steering damper.įUEL TANKS Handsome large capacity all-steel welded petrol tank mounted on rubber and easily detached. Provision for anti-theft lock to steering head. "Easylift" centre and prop stands (latter optional extra). Accessible filler and level plugs and dual gearbox adjusters.įRAME Brazed cradle type frame with twin front down tubes and swinging fork suspension, hydraulically damped and adjustable for varying loads. Multiplate clutch with indestructible cork sheet linings and rubber pad shock absorber. Positive stop footchange ("Slickshift" auto clutch operation on 6T and TUO). ![]() Shafts and gears of hardened nickel and nickel-chrome steel - needle roller layshaft bearings. Polished aluminium oil bath primary chain case. lighting ignition system with emergency start circuit. Dry sump lubrication with plunger type pump and pressure indicator. "Ef" section RB66 alloy connecting rods with plain big-ends. Splayed port head with two carburetters on T120, One-piece forged crankshaft with bolt on central flywheel. o.h.v., vertical twin with two gear-driven camshafts, Light alloy cylinder head, cast-iron barrel, high compression pistons, large bore carburetter. I don't think the flimsy oem braces do much of anything, other than get in the way of sparkplug changes and disc brake booster/master cyl conversions A proper export brace would also be a nice thing to fab up too.ENGINE 650 c.c. Previously, mike harmon offered a different solution in the form of 1/4" motor mount spacers (shims) to assist in clearance issue.along with some a-arm brace trimming.i've not implemented this yet, but it looks like others have used this trick in other makes. stan suggested tower sag as a plausible explanation for some fitment issues. I read an indirect response from Stan of FPA to another Tbird owner, frustrated with the fit of the headers on his '65.on a different forum. My right side header rubs the A arm support bracing on the tower. I reckon sag is the major source of my fitment issue. The globalwest brace has heim joints and jamnuts at both ends, offering a couple inches of adjustment, by simply rolling the brace.thats what I like about 'em. Its not quite the clear shot on our birds, that the early mustangs have.nevertheless. I agree.I'm confident something could be fashioned. So the sag that's making the headers hard to fit is inwards from the sides? Do the triangular braces to the firewall not do anything to help that? Given the brace, would the FPA headers fit without the modifications to motor mounts or whatever it was you had to do? I remember reading about it earlier. Maybe a screw-type adjuster in the middle to apply more tension. Seems such a brace wouldn't be too difficult to machine at a machine shop given the measurements and some time.
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