TESSA VITESSE : a triumph over design

NEW SYSTEM; 180B diff, 2500 (outer) & 180B (inner) universals. Custom cast alloy diff plate to bolt into original location.

Continued from TESSA Page 1

Brakes are Datsun at rear (10in drum) and Marina discs with 4 pot princess callipers in the front. They are power assisted with an in-line VH44 booster. I had a hell of a job getting the brake bias right, after experimenting with in-line reducing valves, I eventually fitted a variable reducing valve on the bulkhead.Originally I fitted Cortina callipers to my custom made calliper brackets and it had a good brake 'feel' The Princess 4 pots enjoy the same calliper bracket hole centres and bolted straight on. As a consequence, I found some 4 pots, had them overhauled, cross drilled the interior so only one brake hose was required, and bolted them in. I had some fun matching the brake master cylinder up to get back the brake 'feel' in the pedal. From memory the bore is now 13/16, 7/8 gave too firm a brake pedal. I have totally amazing brakes at present.
There is an article here which involves re-machining the front stubs (replacement) to take stock 2.5 discs as the callipers from the 2.5 Triumph bolt straight up to the Herald Vertical link without modification. This also achieves a 4.5 stud pattern and a total wealth of wheels to fit in all sizes.This would match the standard Nissan PDC. Incidentally I have corresponded with someone who has also fitted the rear 2.5 brakes to a Herald so anything is possible! I moved the handbrake back 2 inches to give more clearance to the gearshift which is close at hand
The wheels I used, are Marina units which have the same stud pattern but are vented and apparently stronger. Tyres are 175x70x13 on the front and 185x70x13 on the rear. I replaced the three eighth wheel studs with larger units and then "acorn" wheel nuts which hold on Dolomite hubcaps with "Triumph World" centre caps. Tessa has adjustable front and rear "Spax" shock absorbers. She was lowered 1.5 inches all around. New slightly harder front springs were made for her. I 'doubled' up on the sway bars which is pure nostalgia. There are many other modifications (I can really recommend putting two stays on the boot lid to prevent breaking those hinges!)

My friend, Rod Travers, who assisted me throughout the project with panelbeating, vowed and declared he would not paint her for me. I rubbed many coats of enamel of all hues off her, and then Rod relented and painted her the original green, bless his heart! Tessa is not to concourse standards, as she is here to be used.

She flew through the certification process and has proven totally reliable with no breakage's or breakdowns. She surpasses my expectations in that regard.

Tessa was rebuilt to have fun in. She has been ridden hard and never found wanting. She does club runs all over the countryside, gymkhanas, has been on the race track. We have had many pleasant drives, and she is back on the road where she belongs. She absolutely loves the hills where her torque comes to the fore. I always had some doubts as to the radiator size and had it overhauled and did some minor modifications to improve cooling. Electric fan was fitted and rarely switches on but I have a manual over ride just in case! If anything she runs on the cool side and has never even looked like overheating, even when travelling slowly on hot days.(classic car runs!) This may have something to do with the fact that Tessa is as aerodynamic as a household brick and is probably subject to all sorts of turbulence in her travels. Tessa was not born a convertible but she is one now (no apologies)and it is very rare for her to have the hood up.

Things I might do differently? Well, probably different front hubs with vented discs with a view to getting rid of the trunnion set-up. Then I could have a wealth of 14 inch mags and tyres to fit. I kept a Triumph motor in Tessa because she is Left Hand Drive (so unusual in this part of the world, and I did not want to be a total butcher!) and I actually did want a Vitesse. To be realistic, there are better engines for power to weight around, but that is why I started the other projects on this site. Tessa sounds just great, not too loud but a great long stroking pure English bark.Ya gotta love these cars!

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180B diff with custom made front location plate to bolt into original location. Shown also is axle flange which can convert set-up into Herald. (See also the "Red Witch" section of this site).

 

180B rear suspension cut and modified to accept transverse spring. Custom made suspension arm (short side extended since to accept another chassis mounting bush, She had a tendancy to wag her 'tail'). The brake line was replaced with a flexible hose.

2500 sliding spline. Modified outer axle flange to take 2500 universal.