I have had, along with Jo, a very agreeable morning at Life’s Motors in Southport. I have acquired a used stainless steel boot rack and two rubber gaskets upon which the windscreen brackets will be mounted (£55.00). John, greeting us with a smile, has returned to work after his accident in Germany with the invariable content attitude of a man totally happy with his lot.
Jo snapped away with the camera grabbing details that we may have missed on previous visits but also marvelling at the sheer beauty of the stunning 4/4s that filled the showroom. Allowing us to leave the car whilst we strolled down sun drenched Lord Street Jo commented, “They are all so friendly and pleasant in there: why should that be?” “I suppose if I was working in a centrally heated, spotlessly clean environment on a uniquely British vehicle dealing only with ‘proper’ customers, I think that I might be as comfortable as John and Graham. They have never suffered tyre kickers, penniless skankies demanding free insurance and road tax: the only people that pass through the door would be cast iron, genuine folk” I self-righteously replied.
Returning to the garage I collected my swag, exchanged tales of biking on French roads together with our future desire to fly fish the best waters in the UK. It is a certainty that a brief visit to Life’s Motors lift’s the spirits. I haven’t yet thought of what might be the opposite notion of the ‘fuck off’ bin but unquestionably John and Graham would be founder members of this rare club. It must be the perception of ‘heritage’ and all of the baggage that lies within that thought, selling a product that many people would endeavour to attain, or simply being surrounded by handsome, distinctive typically eccentric British designed craftsmanship that underpins this snug mindset. But…….
The afternoon revealed yet another problem. Chris, during the morning had assembled the front suspension but to his horror had realised that the ride height was two inches greater than that was acceptable. Earlier in the week we had travelled to Blackburn on the pretext of dropping off some ‘docs’ to Warren of Whitegates Motors.
Coincidentally, one of his mechanics had recently restored a Triumph Herald convertible. This was an opportunity to check the measurements of a former production vehicle: although heavier, there should be comparisons with that of the Burlington. I managed to scribble down a variety of chassis to floor heights. From the central box section chassis to the floor was 6.5 inches, from the outrigger to the floor being 7.5. The length of the compressed springs was 8 inches containing 9 coils. The position of the engine was a standard emplacement, the oil filter being located directly above the turret. Chris had discovered when using the original Spitfire springs the Burlington was riding far too high. As a result the car would not only handle badly but would be invariably, aesthetically unpleasant. His frustration had boiled over when I arrived at the workshop, the by now, the familiar, wounded pained expression was instantly recognizable. Having dismantled the old damper and spring Chris became convinced that the Spax option would not be suitable unless it was re-formed with traditional Triumph spring plates: this would be a huge undertaking in itself involving the stripping down of the new to add the old.
In all the self induced panic I had forgotten the advice offered by Max. “You got to chop ‘em down, build the car around them, suck it and see then test it on the road!” Simple, bluntly succinct, but correct. So, we cut the springs down to 10.47 inches, as recommended in the workshop manual as the free length of Triumph competition springs. The units were then assembled, cautiously fitted to the turrets: ‘bingo’ the ride height was immediately reduced; the damper was also operating perfectly. With some minor adjustments to the shims on the lower wishbone the wheels should stand entirely upright, the chassis should sit level and at the proper height. Problem solved, without tears.
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