Engine Hoists and ID Numbers

The car is sitting with the engine and transmission still on the frame. I tried unsuccessfully to buy an engine hoist and engine stand on Craigslist, but the guy was not there when I got to his house. On the plus side, the pickup ran like a champ in the warm weather.

I’m trying to get a handle on what to do with the drivetrain (what do I have, what do I want) and keep forgetting the numbers. Here they are, mostly for when I forget:

1963 Spitfire 4/Mark I Chassis number: FC18512 L


1978 Spitfire 1500 Block number: FM 85239UE

Digital StillCamera

1977-79 Triumph 1500 Cylinder Head number: TKC 3239, stamp no. RKC 0589 3B7


Head Number

1975-80 Triumph 1500 Transmission number: FT 7585

transmission number

1968-70 Triumph Spitfire MkIII Block number: FE76468E

Digital StillCamera

I don’t know the vintage of the frame, as I understand there were minor variations in later years. I do know there were carelessly made brackets for the roto-flex suspension, so I’m assuming the frame did not have roto-flex from the factory. At this point, I’m curious if the only part on this car from 1963 is the chassis, with the frame and everything else from the late 1970s.

Once I can get the engine and transmission pulled, I can remove the rest of the front suspension and steering rack and get working on the cleaning, prep and painting of the frame. My inventory of parts has revealed that my wiring harness is mostly gone, along with most of the brake lines. With all the pieces that will get ordered or fabricated, this will be a new car under an old chassis.

I’m also researching the differences between the 1296 and 1493 engines. From what I’m gathering, the 1493 is prone to crankshaft failure due in part to oil issues. I like the idea of the torque the bigger engine has, but I also like that the smaller engine seems to be a more stable design. Again, the condition of the engines might make this decision for me, along with any unknown limitation on connecting a 1500 transmission to a 1293 engine, but at this point I’m leaning toward the 1296, especially if the head (after machining) will allow compression of at least 9:1.

Edit: June 23, 2013

1966-68 Triumph GT6 Differential number: KC1348



Leave a Reply

Fill in your details below or click an icon to log in:

WordPress.com Logo

You are commenting using your WordPress.com account. Log Out /  Change )

Google+ photo

You are commenting using your Google+ account. Log Out /  Change )

Twitter picture

You are commenting using your Twitter account. Log Out /  Change )

Facebook photo

You are commenting using your Facebook account. Log Out /  Change )

Connecting to %s