QuestionMy 1980 spit is leaning to the drivers side. Ive replaced the leaf spring, the rear shocks and the tierods and ball joints. Any suggestions on what to try next? From what i can tell the drivers side sits 1 inch lower then the passenger side. I'm out of ideas, help!
AnswerAmy,
Carry a large St Bernard as a passenger? :D
Another possibility is to replace the stock shock absorbers with some "air adjustable" shocks.
I'm adding the text of a great article Charlie Brown (of the DC area Triumph Club) wrote and posted on the VTR website (www.vtr.org).
Note the idea of using individual inflation valves for each side, that way you can fine tune the ride height.
Charley writes:
The air shocks I've used are designed for 1963-82 Corvettes. Their compressed and extended lengths are close to Spitfire OEM, with the air-adjustable units extending about 1-1/2" longer. The top and bottom mounting eyelets are identical, although a rubber bushing swap will be needed. And best of all, no modification to the car is needed. Both Monroe and Gabriel kits include two shocks, tubing, connectors, routing clips, and inflater "T".
The Monroe kit number is MA 785. When I spoke to Monroe Customer Service in the Fall of 1995, they had no plans to discontinue this number. Their list price for the kit is about $170. Our local discount auto parts supply could special order the kit for about $88, delivered in 2-3 days.
Good ol' JC Whitney (312-431- 6102) carries what I believe is the Gabriel cross reference (there are no brand names on the packaging or the white painted shock itself, and Whitney would neither admit or deny the Gabriel connection). Whitney's catalog number is 81-3388Y. Remember, tell them it's for a ‘63-'82 Corvette (pick a year) or the phone representative will go into a tail- spin trying to figure why you want to order Corvette parts for a Spitfire. Cost is about $75, delivered to the east coast in about 7 days.
When I installed the Monroes, it was necessary to remove both upper and lower bushings and reuse all four of the stock Spitfire rubber cones. The Gabriels come with a lower bushing that slides right onto the stock Spitfire mounting post; the upper bushing needs to be removed and replaced with two stock cones. The Gabriels may also require a thin washer slipped onto the lower mounting post first to provide a little extra clearance from the vertical link (conveniently provided in the kit's hardware baggie). Hint: A little silicone spray goes a long way in easing re-assembly.
The air lines that come with either kit are long enough to route just about anywhere you chose. On my latest conversion, I ran the air lines from the shocks, up through the rubber bushings already in place for the fuel (left side) and vapor recovery (right side) lines in the floor of the trunk. In either case allow a little slack for movement.
My "T" filler valve was mounted in a 5/16" hole I drilled through the top edge of the panel that covers the fuel tank, on the trunk side. Check for kinks and clear routing of the air lines before and while reattaching the panel. Like I said before, the air lines are long enough to route just about anywhere; put the "T" valve where it's convenient for you.
That about it for installation. After lowering the car off the jack stands, take a peek from below to check for reasonable slack in the air lines. In both my Monroe and Gabriel installations, I've had no clearance problems with brake lines or vertical links. However, with the addition of various aftermarket parts, clearances may change. Check it!
Both of my Spitfires carry about 45 psi for everyday driving and about 55 psi for road trips with luggage and a passenger. If you want to get fancy, you could adapt individual Schraeder valves for each side and really fine tune your camber. Just add a little pressure to raise the rear, and bleed a little pressure to lower it.
Cheers,
Jim
