WHAT TO LOOK FOR
Be sure to check the front inner wing behind the suspension turret, as well as the usual rot spots – boot floor, chassis rails, door bottoms, front panels, jacking points, sills and wheelarches. Reproduction panels appear on websites occasionally but front panels and valances are becoming very hard to obtain.
THE ROT PACK
To get the best from Triumph’s three bearing crank engine, make sure the oil is fresh and quality oil filters are used. The starter is unique to the 1300, as the starter ring is on the crank pulley – it rotates anti-clockwise. While in theory not suitable for unleaded fuel, some owners use unleaded and knock the timing back a couple of degrees.
GET YOUR MOTOR RUNNING
The FWD gearbox can suffer from weak second gear synchro but parts are available and it can be rebuilt without removing the box from the car. The input shaft is another potentially weak spot.
WORKING ON THE INSIDE
Canley Classics stocks an upgraded shaft and gear combination. If the clutch needs changing, it can be done from inside the car.
There are two types of radiator – early cars have a single top hose while the later ones feature a double set up. Hoses are available from specialists or the TDC.
New old-stock mild steel systems appear from time to time, while the TDC can supply a stainless system.
The 1300FWD’s trim is unique, but it is durable. It also has a different dashboard, carpets, door handles, locks and even window winders. Headlinings tend to be glue-stained from the factory. while rear seat uprights are prone to fading. Be careful with the instrument binnacle – a plastic moulding – which can crack when refitted. Water/damp in the footwells is a tell-tale sign of leaks from the windscreen.