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Good result on the RR.
My Megasquirt-converted PI with home tidied head, standard “132” cam and TR6 twin downpipe exhaust manifold made 148bhp on a RR described as “conservative” by its owner. Best bit was the torque plateau with >160lb/ft from 1800 to 5200. And 34mpg average.
Was also pimento though rather less shiny than yours, which is looking rather magnificent now.
Given that you described the gearbox oil as looking like “liquid mercury” quite a while back, how is that holding up?
Cheers
Nick
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1967 Triumph Vitesse convertible (old friend)
1996 Audi A6 2.5 TDI Avant (still durability testing)
1972 GT6 Mk3 (Restored after loong rest & getting the hang of being a car again)
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Cheers Nick, bet the PI flew. There’s something about the noise he injected cars make too, somehow so much meaner.
The torque is the main selling point. I’ve just had a quick look back at the RR results and it puts mine peaking at 179lb ft @ 3300rpm, and above 170 from 2000-4750. Whether that’s super accurate is questionable but definitely gives you a good idea. Wish I had it on the rollers before doing the work, but you only think about that when it’s in 1000 pieces!
The gearbox seems to be holding up ok. I haven’t changed the oil since I first got the car though so probably worth doing, see if it’s in a similar state. Lack of funds makes it tricky to fix something that still technically works, but hopefully I’ll be able to swap in a rebuilt ‘box this winter.
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May 15, 2020 16:22:00 GMT
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Great to see one of these being given some added oomph! And it's a red one (the best color) in my home town as well !
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May 15, 2020 22:49:05 GMT
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I appreciate the update Greg. Maybe I said it in a previous post, but I've been a reader/subscriber since the mid-80's so think of you guys rather like friends, present and past team members included. Obviously the landscape has changed greatly since then in terms of the role magazines play in entertaining us, but C&SC continues to endure. Perhaps reader comtributions can be increased until things get normal again, whatever that will look like? Best wishes from Connecticut to you and the rest of the lads/lasses. John
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Red cars are definitely the best! How is the car running these days?  |
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Very apropos for this thread to pop up given my recent purchase! Useful to know that the engine position for the longer inlet manifold is just swapping the packing pieces.
Very nice 2500, and good to see some healthy figures being put out. How well did your 6-3-1 fit out of the box? The one I've got for my Spit is a little skee-wiff...
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Greg is a good friend of mine – him and his wife have had a busy couple of months. Moving house just before Christmas and then welcoming their first child into the world during the first week of 2021.
I’m sure the Triumph is tucked up safely awaiting its turn though!
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Last Edit: Feb 6, 2021 11:06:30 GMT by mattTR6
1972 Triumph 2000 – first car, long-term daily driver and all-rounder, done 65,000 miles in my ownership. Has a tuned 2500 motor and is used for a lot of long-distance touring events  1972 Triumph TR6 – US import, returned to the road in 2019 for the first time since '85! 2004 BMW 330d Touring – general hack, much mapped up goodness  |
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Mar 17, 2021 16:38:47 GMT
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Sorry for the slow reply chaps, as Matt said it's been a bit of a roller coaster these past few months. All good things though! The exhaust manifold actually went on quite easily – needed a few taps to go onto the final stud but nothing that took more than 20 minutes to sort. Getting the rest of it to clear the gearbox crossmember was more of a challenge. To be honest it's been a running battle but I think it's finally at a point where it's happy. Not much happened to the car over the past year, beyond a bit of troubleshooting. Without a two-hour commute every day I suddenly found myself with a lot of time, so spent most lunchtimes outside tinkering away. Nothing major, but I managed to get a Bluetooth radio and speakers installed and replaced loads of small parts. The seatbelts were old and filthy and stained everyone's tops, so I swapped them for new ones. Also managed to fit new door seals and even got matching door lock pins – nothing drastic but it all helps to make the car a bit more usable. As soon as the first lockdown ended back at the start of summer I got down to Longcross Studios to shoot the Harley-Davidson Porsche 911 RSR. It's the Beurlys car that finished 6th at Le Mans back in '75. Definitely a good day at the office and a big tick off the bucket list. Nick Faure was a great guy to interview and the car was absolutely unreal – the Triumph felt a bit slow and quiet after a few laps in the RSR! Bonus, at the end of the day I took the Triumph out for a run on the circuit and my mate Olgun took a few photos. He sent them through the other day and I finally got a sense of the excitement that people feel when we shoot their cars for the magazine.   |
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Great pictures and a yours is a beautiful car indeed!
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Mar 19, 2021 11:18:54 GMT
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Man your Triumph's pretty. I should stop looking at the front end of well done Mk2s as it's making me think I made the wrong decision with my Mk1!
Are the springs you got from Chris Witor lowering ones?
And I'm jealous of your manifold fitting with minimal fettling on the flange end. I'd heard they were variable in their reliability of fitment and mine is definitely at the far end of 'variable'...
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Mar 19, 2021 12:19:55 GMT
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The car looks fantastic- very nice work on this beautiful beast. Looking forward to seeing more as you continue your fettling!
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1985 Volvo 760 "Jurbo"
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Mar 19, 2021 13:35:05 GMT
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such a cool car. I love the "face" on these
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Mar 19, 2021 15:47:01 GMT
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Getting me think about red paint, looks really great
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Great save of this car. Looking really good now, I developed a lot of love for these recently.
Performance should be good with that much power in what is a lightish car. I hope it keeps you happy for a long time to come 😎
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1974 Triumph 2500TCDarrenW
@darrenw
Club Retro Rides Member 74
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Mar 20, 2021 17:31:12 GMT
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Great thread, looking forward to future updates. I love the way these look, and the black rear panel really works well!
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May 20, 2021 13:14:54 GMT
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Man your Triumph's pretty. I should stop looking at the front end of well done Mk2s as it's making me think I made the wrong decision with my Mk1! Are the springs you got from Chris Witor lowering ones? And I'm jealous of your manifold fitting with minimal fettling on the flange end. I'd heard they were variable in their reliability of fitment and mine is definitely at the far end of 'variable'... Just spotted your new ride, definitely a great decision. I always preferred the nose of the Mk1, much prettier than the Mk2 to my eye. Same with the back. Yeah they're 600lb springs from Witor with an inch of drop. They don't feel too firm though, even with the Gaz shocks. I think most people (Matt included) go for Konis, but they're serious money. The manifold definitely needed a bit of persuasion but nothing terrible. If I remember rightly it was a two-man job and took a few blows with a hammer. I wouldn't fancy getting it off again! |
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May 20, 2021 13:35:26 GMT
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As Matt mentioned earlier my wife and I were thrilled to welcome our daughter into the world at the beginning of January, and while I'm sure at some point those little hands will be great for accessing hard-to-reach parts of the engine bay, her arrival has meant I've barely had the time to drive the car let alone work on it. I ended up taking the easy way out and paid someone else to do a few bits and pieces that I hadn't got around to.  First up was the front end. I've had the parts for ages but just never got around to it, so I had a chat with Mike at Corotec who was super keen to help. He does welding and Dinitrol treatment mostly, but he's also a dab hand with the spanners. He dove in and fitted a set of alloy hubs from Classic Driving Developments that were left over from when we fitted the CV drive shafts – really nicely made – plus a set of Witor's progressive lowering springs and Gaz damper inserts.  He also fitted some control arm polybushes that I had lying around and a new set of brake pads. The suspension top mounts were totally shagged and needed to be replaced, and after thinking about a set of second hand ones I decided to do it properly and do it once. I'd bumped into Mike Maingot while the car was being rolling roaded and he managed to make me a set of roller bearing mounts in just a few days – incredible work. He makes them for the guys at Enginuity, who'll be able to sell you a set.  As ever, there were a few things I didn't reckon on fixing. The nearly new engine mounts were completely destroyed so I bought an uprated polybushed set from Witor, and the clutch slave and master were leaking. I bought a new slave and Mike rebuilt the master. We did the balljoints and track rod ends too.  Next up, welding... |
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May 25, 2021 10:13:32 GMT
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Man your Triumph's pretty. I should stop looking at the front end of well done Mk2s as it's making me think I made the wrong decision with my Mk1! Are the springs you got from Chris Witor lowering ones? And I'm jealous of your manifold fitting with minimal fettling on the flange end. I'd heard they were variable in their reliability of fitment and mine is definitely at the far end of 'variable'... Just spotted your new ride, definitely a great decision. I always preferred the nose of the Mk1, much prettier than the Mk2 to my eye. Same with the back. Yeah they're 600lb springs from Witor with an inch of drop. They don't feel too firm though, even with the Gaz shocks. I think most people (Matt included) go for Konis, but they're serious money. The manifold definitely needed a bit of persuasion but nothing terrible. If I remember rightly it was a two-man job and took a few blows with a hammer. I wouldn't fancy getting it off again! First off congrats on the new addition to the family Glad to see the old girl still getting some attention too though I really like the nose of the Mk2s, but much prefer the shorter overhangs of the Mk1 (especially at the rear). Really I'd be happy with either, but tend to swing between the two on a regular basis and just so happened to be swinging towards the Mk1 when mine came up for sale!  And yeah, my exhaust manifold flat-out doesn't fit. About half of the studs are 1-2mm outside of the holes, with the ports similarly misaligned. Planning to just chop the whole thing up and remake it I think! Can have a go at making it more equal length while I'm at it. Either that or try and heat the pipes up and bend them to realign everything, but I'm less confident about that working... Would very much like a set of the CV driveshafts as that's what's keeping mine from the road at the moment (a good 2mm play on the outer hub on one of the driveshafts!). |
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May 25, 2021 16:06:36 GMT
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Sounds like your manifold issues are due to using the wrong manifold! It is important to remember that the Mk1 and Mk2 Big Six Triumphs are completely different cars and there are major differences between the engines in the cylinder head department....I suspect your manifold is actually for an earlier engine.
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May 25, 2021 16:30:04 GMT
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Ah interesting. The engine it's actually going on is a Mk1 2.5 PI engine that's in my Spitfire, and the manifold is a TR6 jobby (not sure if early or late).
They're both staggered port heads, rather than the early one with them all in line, so I figured it would stand a chance of fitting. However, if the port spacing changed between early and late cars (even just slightly) then that might explain it!
My Mk1 has a 2500TC engine fitted, so if the manifold doesn't fit the Spit it might fit that one...
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