The 1500 unit yields only a little more
power over a 1300 and has problems wearing out its big end shells. Moss advises
using uprated engine fasteners for more accurate control of clamping pressure
and reduces the risk of failure during use and is highly recommended for
uprated or competition engines.
The
British International Motor Show was held regularly between 1903 and 2008
However, one big fan of the 1500 is leading
Triumph specialist and Herald tuner Moordale Motors in Potters Bar,
Hertfordshire (01707 650284); Dale “A lot of rubbish has been spoken about
these engines” likes the added torque of the larger unit and says it can rev
almost as high as the 1296cc engine once carefully balanced and the fly wheel
lightened by around 5-7lb. When the head/cam combination is properly sorted it
provides a much quicker road car.
Cooling can do with an upgrade by dint of a
superior radiator or core (try Radtec or Express Radiator Services) as 1500s
can run hotter than others. Experts have improved oil flow to the centre main by
opening up to 5/16in and although some say “You don’t need an oil cooler on a
four pot” it is of benefit with a tuned 1500.
Handling the power
The transverse sprung independent stern is
infamous for its ability to ‘tuck in’ its rear wheels just when you need them!
Various aftermarket tweaks were devised over the decades from a simple ‘camber
compensator’ costing a few quid back then to a virtual full-race rear end
design.
When the Mk4 Spitfire was launched Triumph
finally got around to sorting it out and it’s now regarded as the best
modification – say around $252.09 from specialists who also add that 175/65
section tyres are about the widest you need for road use; Spitfire wire wheels
can fit but limit your tyre choice.
This is a special edition; ordinary
models weren’t quite so plush but all are roomy, comfortable - with great gear
change!
There’s a choice of dampers and springs to
mull over along with better (thicker) anti-roll bars though these MUST be
matched to rear end improvements; speak to a specialist.
Brakes? Most Heralds boasted front disc
brakes, so just a set of EBC Green Stuff or Mintex 1144 pads copes with a lot
of power increases before you think about GT6/Vitesse anchors, which need the
appropriate master and slave cylinders, not to mention front suspension
vertical links – often overlooked – to work okay. If you want even better
brakes, Dale says a remote servo and some ‘custom’ pads are all you need, he
should know as he set fire to his pre-development set at Castle Combe on a Club
Triumph Track Day!
The optional overdrive allows six-speeds in
theory – or more! This gives you the choice of either benefiting from improved
cruising or, if you drop the ratio in the axle, better performance yet without
the engine screaming its modified head off.
You can fit the evergreen Ford Sierra Type 9
five-speed gearbox but this may be unnecessary say experts as the overdrive
works agreeably well and can be uprated with stronger clutches and springs as
well as higher operating pressure for a more ‘immediate’ engagement.
Cockpit
only needs a small steering wheel, rev counter plus oil pressure and cooler
gauges
O/D Spares of Rugby (01788 540666
www.odspares.com) charges around $134.45 on top of its usual overhauling
prices. On single-rail boxes, it’s worth fitting the later Spitfire gear lever so
the overdrive switch is atop, and so you can change gear and flick in and out of
o/d with one hand.
Moordale says that when this O/D Spares
uprated ‘Race’ unit is wired up properly, you can have an eight-speed gearbox
and while it sounds like anoverkill, Dale adds that it’s brilliant for
Autosolos / Autotests or if you tackle rallies with lots of hairpin bends.
