Triumph tales from the West of Oz

2100 EFI build Part 4

2012-01-25T11:08:00.000+08:00

Been busy selling cars - Herald gone to a friend who was trying to build one out of two wrecks - buying mine was easier. A shame but some pragmatic rationalisation of the fleet was necessary! Kids will now have to learn to drive in the Stag which they readily agreed to..
Also sold the Disco V8 this morning which was surplus after buying a newer TD5 with more kit- it's off to Newman, WA to explore gorges.

I took the opportunity to swap some cars about and put the 2500 soon to be 2100 into the shed.

First a disappointment with crap gear this evening - went to replace the simplex tensioner in the timing cover with a newly purchased duplex one (repro item) and it doesn't fit - so I dug out a new stanpart one I was saving for the white car and found it was a simplex one too - so I dug out a S/H stanpart item and fitted that instead. Below is the used Stanpart duplex tensionor. 1.037"

And here (below)is the repro item 1.174" - not only is it physically too wide to comfortably sit under the timing cover but the end that is pinned to the cover is too wide. I will be suggest to the supplier to try and rectify the situation but I'm happy with the used one - minimal wear really for a 40 year old item. Only $7.50 wasted

After sleeping on it from Sunday, I went back to the cam timing and rechecked everything. Just to confirm that I had TDC properly determined and max lift of No.1 inlet correct. All good. Then to check inlet lift at the cam at TDC (which decent cam suppliers will alway tell you) . That was 0.091" so spot on, then just as a final check I measured the duration at 0.050" which came out as per spec at 240deg.

2100 EFI build Part 3

2012-01-24T13:59:00.001+08:00

Slightly better pictures now - phone was on macro - oops

Kai Raddicke cam followers (http://www.wbclassics.com/content/wbc-triumph-0800-diameter-tappets-mg-midget-1500-spitfire-gt6-tr250-tr6 ) and Penrite assembly lube

Vitesse / GT6 flywheel temporary installed to assist with cam timing. Found out that 107deg ATDC is also 35 teeth on the ring gear.

Timing in cam using max lift at 107deg. Adjustable vernier makes life easier whatever people's opnion on them. This one is from Goodparts.

Checking the lift on inlet cam at TDC which was spot on specification from the supplier.

Pretty much ready for the head now - just need a final valve lapping and clean up.

2100 EFI build Part 2

2012-01-22T17:26:00.003+08:00

Excuse the picture quality

Don't tell the wife - Ken Bryant helps assemble the pistons on the kitchen bench

Tuftrided crank cleaned and ready for assembly

VP2 -0.010 mains in place oiled with SAE85/140 Lim Slip Oil

Checking crank endfloat - set at 0.007"

Assembled Wiseco pistons and Pauter rods. Few quid on this table.

Sparkly crank installed with ARP main bolts torqued to 70lb/ft. Would have prefered a stud kit here but should be fine. Mains caps have been resized and line bored to spec. They were +0.002 out of line as dismantled.

-0.010" VP2 bigends - hard to find !!!

Rear main double lip seal installed with studs loctited into alloy housing. Good modification to prevent possible stripped thread in the alloy.

Pistons and cam in. ARP2000 bigend bolts only needing 26lb/ft !

Oil pump and rods all fitted. Oil pump body secured to the block with the tiniest smear of loctite and sump pickup loctited into postion.

Short motor complete bar timing in the cam. Pistons are running +0.008" proud of the decked block. With the slightly thicker US sourced oversize headgasket this will give 11.1 CR

New head fitted to white PI

2011-12-28T19:11:00.000+08:00

One of the projects currently on the go is trying a new flowed head from Gareth Thomas. Humph had volunteered to spanner with me so we picked a nice 40 deg day in the tin shed to go head swapping.

The old witor valved and Luigi flowed head didn't put up a fight and was off in about 60minutes. Then it was a case of swapping the required studs, springs and spacers onto the fresh head and reassembly

Fired up straight away and after a quick retorque and reset of the valve clearances we decided that too much ale had been consumed for an immediate test drive - the hazards of working in the heat.

I will be roadtesting to check timing and fueling and then heading to the dyno early in the new year for a back to back comparison with the old head that made 123rwhp in early December 2011

2100 Block preparation

2011-12-27T18:43:00.000+08:00

I've cleaned and derusted the block with phosphoric acid and given it a coat of black lacquer. Core plugs have been loctited in. Block now needs oil plugs fitted before a final degrease and flush clean before assembly

Cam bearings fitted

PI estate and 2100EFI progress

2011-12-22T15:07:00.001+08:00

Block complete - needs a good clean and bit of phosphoric acid and then painting before assembly

Tailgate completed apart from heated rear Sundym screen and new rubber.

It now has Cibie eyes and awaits a new 2000 grill from Rimmers which will be repainted satin black.

2100 EFI build

2011-12-21T09:19:00.000+08:00

Nitrided 2000 crank, Vitesse flywheel and Laycock clutch back from the balancers - flywheel was perfect and the crank needed very little metal removed.

Wiseco forged 77mm pistons from Wishbone classics - custom pin height for extra long rods so effectively a piston suitable for a 2.5 engine. 316grams total weight

Torque plate made by a local Triumph nut with serious CNC equipment - block is being bored this week

Planets are lining up and I may have everything I need to build the engine between Christmas and New Year

Paint your Wagon - second time round ......

2011-12-21T09:11:00.000+08:00

Finally painted a second time after a problem with matching the bonnet and tailgate I am now in the process of reassembly whilst mike the bodyshop owner completes flatting and polishing the paint with 2000 and 4000 grit paper and then compound. Very happy with the glass like finish and shut lines. Now the task of bolting on all the dodgy NOS items on begins.

Next to recreate this scene!!!

XJB303H - article from 1990 Wheels magazine

2011-11-28T07:29:00.000+08:00

Survivors from the Seventies

2011-11-23T09:35:00.002+08:00

Saw this Stag for sale by chance today. FMV464J

My PI estate when it first arrived in Perth WA from the UK. FMV459J

These car must have sat side by side in the showroom at a Triumph Main dealer somewhere up in Manchester back in 1971!! Actually just a thought - Triumph company cars for Speke?? Well I thought it was interesting..

Racing tyre windfall + engineering stuff

2011-11-16T19:56:00.003+08:00

Bit of a bargain today from a fellow Triumph man , George Cameron who competes in a very rapid TR7V8. He likes to use about the first third of the tyre (the stickiest bit) which is my gain as I now have 4 sets of 225/50 x 15 Bridgestones and Toyos with mostly about the level of wear that I put on in a couple of days at Wanneroo - all for just more than the cost of disposal. What a nice bloke!!! Ran out of room in my 2500!

Georges TR7 V8 - 5.2 litres!!

I was actually seeing George about him machining me some Triumph UJ flanges to utilise Datsun UJ's instead of Tri-Dats. It seems like a easy operation for his multiple CNC machines. He is also going to help me build a 40mmTorque Plate for honing the six pot bores.

Triumph Car Club display and Humph's Goodparts Super Damper

2011-11-13T20:10:00.001+08:00

Neat mod for XHP200, American spec clear indicator lenses with orange bulbs

Humph PI on the tilt to fit Stag flanges to gearbox and diff and uprated Stag type propshaft

Goodparts SuperDamper kit fitted to Humph PI to replace disintergrating original - I like the 360deg graduations - good for timing cams in.

This estate was built from a NOS shell bought from Sydney Triumph guru Dave Clarke - I last time I saw it was a bare shell in 1992 when I bought my 2.5PI to cruise around Oz as a backpacker.

Silver metallic and red leather somehow just works - the metallic is beautifully applied and a fine grain.

What the 2500S should always have been ... see below

Newly purchased from South Australia - mint Oz assembled metallic blue Mk1 PI man-od

My old shed and Ken Bryants V8

Shacktune Damper - The Shackler

2011-10-15T13:28:00.008+08:00

Somethings that has been in the pipeline a while is a new front damper.

The design and build quality is outstanding neat and fits like a glove. It needs a Herald water pump pulley but other than that effectively bolts straight on once the spacer between the old harmonic damper and the timing chain pulley is removed.

New pulley is 4.8kg -old one is 3.2kg

Old and new -I know which one I'm happier to do 6500rpm with

Integral oil seal sleeve on rear of the Shackler

Removing the old spacer

Bolting the shackler on

Just waiting on a ND alternator and we're away. I have marked TDC and will get timing marks for ignition and cam timing marks engraved onto the damper at a future date

Ten Countries Run 2011

2011-09-21T14:48:00.018+08:00

Just about managed to rid myself of the travel lag induced by 3 continents and about 14 countries in about a week which luckily included a rather jolly trip round Europe with James Shackford's Mk1 PI and Club Triumph.

A huge thanks to everyone as apart from the odd failing of old parts it was an amazing experience through stunning countryside and roads. James' car never missed a beat and seemed quite economical although we never dared work it out. The LSD sounded like it had the hammers of Thor in it after a day of hairpins but it never gave up and 80psi fuel pressure from it's slightly sad lucas pump was still good for a GPS 115mph and still accelerating.

Cue "self preservation society " etc - Thursday lunchtime - Dover, +60 Triumphs that have cheated the scrapman

Top of a higher pass in Austria -port cheese and mints on the back of the PI

http://www.youtube.com/watch?v=sR2WbBdQcW0

Pit stop in Germany the morning after some refreshments were taken until about 2am

Fuel pump change number 1 for Mr French - Italy somewhere on the Saturday morning - tried a Bosch which leaked so put in another Lucas that leaked a bit less than the original

Metering unit removal and adjustment on the Stelvio at about 2300m after the Prestige unit on Toms car decided that it wasn't going any higher - leaned of the full load setting two full turns and it was good for the rest of the trip even at sea level

Mr French gets one of 2 (or was it 3) Lucas Fuel pump rebuilds courtesy of Mr Shackford on the Sunday afternoon near somewhere we probably bombed about 60 years back.

http://www.youtube.com/watch?v=N-8KpFzA618

Picturesque stop on the St Bernardino to nail a Spitfire back together - it was shedding wheels nuts at an alarming rate going downhill.

Top of Stelvio with Toms TR6- more port and cheese and considerable relief after much angst for Tom Keys due to a metering unit set stupidly rich by Prestige injection a few days previously.

A pass somewhere before the stelvio - overheating engines fuel pumps etc - normal summer weekend in the Alps for 40 + year old Triumphs

Rehydrating with Matt in Germany - luckily German HSE rules closed the bar or we may still be there

Result of rehydration at 2am

Albany Long Weekend Round the Houses and hillclimb

2011-06-07T15:42:00.006+08:00

Bottom of the Mt Clarence hillclimb - managed 37.2secs (and 7th outright I think)

http://www.vsccwa.com.au/cms/uploads/File/2011-Results/Albany/Mt%20Clarence%2011%20publish.pdf

Dolly Sprint (37.8secs) and lineup at hillclimb in rearview

At the top paddock - hugely fast (and vast!) GTR managed mid 32secs

A selection of classics in white

Awaiting the off at the bottom

Peter Halls 2.9litre 240Z - just pipped me - big bhp!

I think I just pipped this 240Z

D Type replica and XK at the Albany circuit start line

HWM replica - Jag powered

About to start an event behind the Dolomite

Williams TR2 after an argument with the concrete

Results of the regularity are here http://www.natsoft.com.au/cgi-bin/results.cgi?05/06/2011.ALBA

I did P2 and R3 R8 and R14

Check out the Dolomite here at about 2.30mins - spinning around a concrete lined corner

http://www.youtube.com/watch?v=wD5ji_HbLhI

Charger Club Doug Chivas Memorial Track Day

2011-05-09T09:15:00.002+08:00

Me and Humph got up at sparrow fart and headed down to Collie on Saturday for the annual Charger Club test day - no timing but a great crowd and selection of proper old cars

Humph PI and Lindsay Hammersly XW Falcon GT 351 +450bhp!

RS1600 BDA with ~225bhp power band 5000-9000rpm - gorgeous

Me and Humph

My PI and a handful of a Corvette

Greg Crists GT6 + 240Z

Group N Ford Escort RS1600 - +200bhp at the wheels! BMW 3.0S on NOS!!!

Smoking Brakes

240Z alloy drums venting their linings on Humphs minilites

Collie is WA's main (only?) coal mining area - heres one of the truck bodies on its way to the mines

Charger Triple Webers

Studebaker Lark - 283 V8

Valiant more set up for the 1/4 mile - big horsepower!

Painted - but a few hiccups

2011-04-28T20:25:00.000+08:00

Got the estate back to the body shop - few areas of orange peel and dust specs that will flat out but the main issue is that we suspect that the bonnet and tailgate (painted about 6 months ago) may have a slight mismatch despite coming from the same paint tin. Mike is on holiday until the end of May so a blow over of the mismatched panels and another coat or two of clear coat will have to wait until then. Looks OK for the moment. Resprays - who needs em !!!!

Paint your Wagon

2011-04-26T20:39:00.000+08:00

My PI estate has finally made it to the paint shop after an extended restoration of its bodywork which was precipitated by rear end damage after a wheel hub breaking en-route to my wedding in 2004!! Final prime and flat applied on Monday 25th and now three top coats and two clear coats in two pack this afternoon followed by an overnight bake. I inspected the booth and final undercoat before the first top coat and hopefully months of careful preparation will pay off in a trouble free respray.
Colour is Cadet Blue - a 1960/70's Ford colour that is so close to Wedgewood Blue it is indistinguishable. Reassembly will begin next week with a host of NOS parts and rechromed bumpers. I also have some 7*15 black spoked minilites.

Next real issue is a complete retrim - probably in biscuit/tan leather and a rebuild of the Britax sunroof.

Masked up and primer applied and flatted - about to be blue

Inside car and under bonnet already painted

Stone chip on rear wings

Sealer in front seams

Sealer in rear lights

Sills made by folding steel section locally

First coat of cadet blue - will have two more coats and then 2 coats of gloss clear coat with high UV resisitivity

Excellent panel fit

Mk1 Cold air intake

2011-04-17T22:14:00.002+08:00

Knocked this up on Friday afternoon with 4" silicon ducting hose

Cut the rear out of a Mk1 bowl and welded a stub of 4 inch exhaust pipe to the rear - I have fitted headlamp wiring just in case

Stainless kitchen sieve grill to prevent big bits getting in

Just need to build a bracket to direct the air and heatshield, may still build a cold airbox in time - glassfibre?

The sacrificial kitchen sieve

Added these polycarbonate headlamp guards - covered headlamps mandatory for most competition - very 'works' look and better than plastic film used previously which destroyed the headlamp beam

Bumped into the old family estate

2011-04-17T11:57:00.002+08:00

On a ride with the wife and kids and bumped into the Tahiti 2500S Estate that my Dad bought back in 1982 and I brought to Oz in about 2000 - looking good -Mal Miller really loves it and uses it most days - wood just been re- veneered at vast cost

Beautifully restored wood - think I know where my PI estates wood is going now

Back from Canada - time for spannering

2011-04-14T20:25:00.005+08:00

Been busy over the last few days fixing up the Herald and the PI with lots of bits and bobs

Fitted these caterham uprights to the Herald - seeing as I drive it on two to three wheels most of the time I though it might be embarassing to break one - seem well enough made - actually has Vitesse front brakes etc so it helped when I found an inner bearing was fubared that they are the same as a saloon - hence I have heaps squirreled away - pity Triumph didn't extend to using the Triumph saloon inner seal - that felt seal is Victorian - I kept the fitted one as I hear replacements are worse.
New pads fitted - very uneven wear - reckon not replaced as a set at some point - found some Datsun 240Z Mintex pads that fitted fine - Thanks to Dave Sideways for the tip

Newly fitted S/H black "works" style Motalita and boss - horn push need fixing better - lands in my lap under hard acceleration

Fitted Witor hoses and thermostat to the oil cooler - oil now up to 70 degs after 10k drive

Also have fitted a programable 123 Dizzy with hiccup in advance to help cure off cam behaviour - I have set it up with 10BTDC base setting - so about 29 deg total advance. Could use fine tuning for optimum power/torque on a dyno but is much better starting and idling now that I can run more low rpm advance then back it off as it come on cam. Rev - Limiter seems to disagree with my VDO rev counter - not sure which one is wrong - yet

Finally fitted some air filtration - ITG socks - unlike the previously fittted Redline sock which choked the engine to 3500rpm the ITG are not exactly a neat fit but WORK!!!! all the way to the rev-limit with no hesitation or issues - I may re-arrange the cold air supply - thinking of pulling out an inner headlight for track work and trunking air to the back of the socks. Also a heatsheild of sorts is on the cards.

Finally found a TR6 manifold for my Mk2 PI estate - no rush to fit this one!

Sump off and lovely TR5

2010-11-22T08:21:00.004+08:00

Got sump off at Markich on Friday to fit an oil temperature sender and check / replace the oil pump

Steel bridge piece= leak free front plate

Studs in the rear alloy piece= no more stripped threads

WE fitted a NOS oil pump with better clearance although the current pump was OK, it did some show some scars from ingesting bits of cam lobes. Testing on the way home 33deg day- 60psi hot and 80 deg oil temp- with no thrashing - so an oil cooler probably was necessary!

Ron Marians1968 TR5 at Markich- WA delivered (Premier motors)- crashed in 1984 -restored in 2010.

Oil cooler fitted

2010-11-12T08:08:00.002+08:00

Whipped out the rad and squeezed my 25 Row oil cooler in complete with 1500psi rated Hydraulic hoses !!
Also fitted a longer Z37 Ryco oil filter

Bit snug up front and partially masked - hence the fitment of the biggest one I could physically fit. Should do the job.

Next is to drop the sump and check the oil pump clearances -it's a blue printed Witor Job but I have two very good spares well within tolerance if it's a bit worn. Will also plasti-gauge the crank bearings and weld in a fitting for the Racetech oil temp gauge. Will try Castrol 10W/60 oil

Pics and Vids from TSOA Sprint

2010-11-01T19:11:00.001+08:00

Mark Dobsons Targa TR8

Gaggle of TR8's followed by Lotus Exige hotly pursued by Humphs Mk1 PI

Andy Miller giving it maximum attack

Andy Miller giving it maximum attack part 2

TSOA - Holden HSV Sprint

2010-10-31T20:15:00.000+08:00

Had a play at Wanneroo today with some big V8's (Holden / Chev 5 - 6 litres with 500-600bhp!!!) some not so big V8 (Tr8's) and some assorted other fun TR's and things.

Quite a bit of prep for this meeting including fitting a nice home fabricated strut brace and getting my front rotors machined as they had picked up a nasty warp. Also fitted an oil pressure guage which I was a bit worried would scare me but after an excursion into the sand trap at the last track day and sitting watching my oil light flickering I decided that I needed to know - even if I didn't want to.

This was also my first event with a 4.11 Diff with a Salisbury type LSD rather than my usual Quaife.

Practice went OK getting used to the lower gearing - the strut brace was instantly noticeable with MUCH better turn in - very sharp and solid. Diff was also working really well - just needed some controlled aggression for the short track which demand quite an attacking style - kerb hopping helps! I actually got a better time in practice than in the actual proper timed runs! Fastest non V8 but not quite quick enough for my liking - bit out of practice and the car is now quite a handful changing into 3rd overdrive uphill , flat out on the limit on a left bend - kind of steps out for a good half turn of oppo' at about 80mph - good fun tho' just need a bit of track time to explore the new wheel spin free handling the new diff offers.

Humph was going welll with his new steel rodded , forged piston bottom end and Andy Miller was again the quickest non V8 TR - pic's and Vids to follow

Only issue was my new oil pressure guage telling me that I need an oil cooler NOW!!! I had always been a bit ambivalent to oil coolers as we generally only do 3 laps and I usually run Mobil 1 but looking at the pressure wilt after 3 hot laps especially back in the paddock when all the cooling air stops and the heat sinks in was frankly a bit scarey. After one proper run I threw in the towel as its simply not worth dropping a rod when you KNOW the oils getting too hot - to think I have been in blissful ignorance for the last 10-12years!!!
I have all the fittings for a cooler of my Pi estate but sadly the 16 row cooler is U/S as one of the alloy threads has been damaged and I won't risk such a important part leaking or failing - I have now ordered a 25 Row monster off Think Automotive. This should have sufficient capacity for anything I can throw at it. I will also whip the sump off and weld in a fitting so I can fit the other worry gauge - an oil temperature gauge although hopefully with the cooler this will all be an over reaction.

Practice
http://www.natsoft.com.au/cgi-bin/results.cgi?31/10/2010.BARB.P1

Short Circuit
http://www.natsoft.com.au/cgi-bin/results.cgi?31/10/2010.BARB.Q1

Long Circuit
http://www.natsoft.com.au/cgi-bin/results.cgi?31/10/2010.BARB.Q2

Nice new homemade / adjustable strut brace - They work!!!!

Oil cooler adaptor ready for fitting as soon as I get a new 25 Row cooler as my 16 Row one has corroded and stripped fittings. Also I have had my bulkhead plate for my brake master cylinder conversion electroplated and just need to jig it up in wrecked car at Markich to bend the Triumph dual circuit brake lines through 90 degs so I can plumb it all in .

Just to keep an eye on things this will be going in the sump or possibly in the oil cooler line?

RBRR 2010 pictures

2010-10-18T07:44:00.007+08:00

RBRR 2010

2010-10-17T20:57:00.011+08:00

Well thats another one done - number 4 after 2002,2004 and 2006 - had to miss out 2008 for the birth of my third daughter.

Second event in Dougs 1964 Mk1 2000 / 2.5PI and for the second time the days in the lead up were spent fitting a freshened up cylinderhead due to lack of valve guides causing a burnt valve.

We only have ourselves to blame as we fitted stainless valves in iron guides back in 2006 (it was all we had at short notice). After 4 years intermittant use (probably less than 10,000miles but including a RBRR and 10CR) number 6 exhaust valve had worn the guide sufficiently allow the valve to burn out (on the way back from Gaydon drivers meeeting !!!)

Wednesday was diagnosis day - check plugs , injectors and valve clearances - all OK although it showed up another fault - plugs 1-2-3 lean plugs 4-5-6 rich so different MU required. Quick blag of Ellis Stokes compression tester reveals 185psi in 1 to 5 and zero on 6 - head removed between 8pm and 10pm - only one rusty bastard stud or it would have been 45mins work and then off to bed.

After mulling over options (including doing the event in a 30mile old 2.5PI spitfire)Doug remembers on old 218225 PI head in his pile of scrap which will refresh easily + we can use the metering unit off the spitfire hence ensuring it is disabled for the RBRR and our sanity will remain intact

Up early to hunt down some supplies of valve paste and fluids and then into head reconditionning on the picnic table in the back garden. Head sorted by lunchtime with a couple of better S/H 32mm exhaust valves thanks to Dale Barker at Moordale.

Head on and torqued to 80ft/lb and quick metering unit swap, oil and fluid change and we are fired up and ready for the event by 4pm with some rainex and a quick immersion of everything in WD40.

Car sounds very fruity so its parked up until 3pm Friday when Chris Lennard arrives and we're off to the Plough.

No dramas for the first leg apart from a prodiguous thirst for fuel so at Blyth we lean off the midrange and from that point on we manage 25-28mpg regardless instead of 21mpg.

Also applied this big screwdriver and hammer metering unit adjustment to Thomas Keys PI at Blythe which was doing about 16mpg but this is only half the problem with his car so we adjust the full load setting from 0.070" to 0.057" at Seaview Hotel and that really helps the wallets of Roger Keys and Dave Kent.

North of Blythe we had to do a quick injector swap (it was an untried metering unit and set of injectors fitted on Thursday and this was the last fuelling hiccup - it even starts on 6 everytime)

Loved the drive from Edinburgh to JOG and arrived a lot earlier than usual - very little traffic after Inverness which made for a superb drive along the East Coast together with the wee Hurricane.

After JOG we had the now customary Cheese and Cracker halt lochside with the Shackford crew + Tom Keys TR6 , Dave Langrick, TS2 and the Coke TR7 - good times .

Well on schedule for pies although needed to fiddle with the starter solenoid at Glencoe and Stirling where I fixed it properly -

Uneventful run to Lancaster after a facefull of pies - pretty hectic rain in places which was a sign of things to come. Lancaster we helped out Roger and Dave in Tom's PI with a new (dodgy) injector hose from under Dave Langricks wheel arch - this failed (unknown to us) in the fuel station causing much grief and a small fire. Obviously they and the car were made of sterner stuff and after a quick bodge by the RAC they continued to Lands End and a proper fix at Bude with another Langrick fuel pipe

I drove again from Oswestry to Gordano on some of my favourite roads and the detour avoiding Llandrinod and Builth Wells in convoy with three other Lucas injected cars (Mk1 PI, Spit PI and TR6) through Newbridge on Wye was a real high point on the dry clear Welsh Roads.

Rain in Devon between Exeter and Bodmin was epic but the screen only hd a odd drip and the car never missed a beat. Glad I persuaded Doug to buy a new set of P6000's.
We were amongst the first at Lands End and the lack of cars and signs of blue sky were wierd after the atrocious weather en-route.

Great new breakfast stop at Redruth and then the relaxed cruise back across Dartmoor to cookies at Pimperne and the usual mayhem back to the Plough for a euphoric Pint and deep deep sleep. looking forward to 10CR and 2012RBRR - but no more head changes please

Lots of bits and bobs

2010-08-27T19:57:00.006+08:00

Spent a busy day running around with a long list fixing things that I need to progress various projects -

Number 1 was to fix up a the collector on a new 6-3-1 I've had made as otherwise they drive you insane. Added some home made pinch bolts to prevent leakage. This will be set up with a 2" Chris Witor Supersports system on my new 2.1 EFI engine - should sound sweet

Comparison with my old Mike Randall system currently off Humphs PI as it has a new bottom end being built - decent 6-3-1's are like buses - you don't see any then they all appear at once :-)

Humph now has Pauter Steel Rods and Gareth Thomas Forged 77mm pistons after continual failure of Mazda piston whilst using 11:1 CR - needed a new block due to terminal block damage from a failed NO. 6 piston ring land.

Interloper at Markich Triumph - the owner Terry McGrath has 20 Jags including 12 XK's !!!!!!!

Fitted up my new 4.11:1 Salisbury style LSD with output flanges, oil seal and backplate ready for a quick swap over - half filled with foul smelling 80W/140 Penrite LSD oil - reckon it would be perfect for Herald Trunnions - I'll bung this in at the weekend

My exhaust welder is also my PI Estate restorer and the shell is verging on complete after some further reinforcing of the sunroof aperture. Should be fully painted in Wedgewood by October

Looking forward to the RBRR :-))

Weekend Track day issues

2010-07-27T15:59:00.002+08:00

Gave my white PI a good flogging around Wanneroo but failed to beat my personnal best - My car showed its indignance at my inability to drive it quick enough by locking it's brakes and me ending up hitting a sand trap at about 100mph - oops - very stuck with brakes smoking heavily as the pads tried to weld themselves to the cherry red discs - got dragged out by a 4WD Toyota fire truck - oil light flickering at idle and running on five -

Fixed up the injector - rubber sliver in number 5 and hosed out all the sand from everywhere - seemed to be OK - not sure about that oil light - reshelled 500miles ago - might be that I had just done 6 flat out laps and had effectively hit the kill switch at 100mph - must have all been a bit hot!!!!!

Made it home OK - serious wheel shake from minilite spokes full of sand!!! Now contemplating binning my Nissan Skyline servo (needed the displacement in the master cylinder for the Nissan GTR calipers all round) and fitting my previously built but not fitted non servo'ed twin Tilton master cylinder set up - Nissan Servo is twin diaphragm 6:1 ratio assistance - horrible modern thing designed for ABS and light brakes - too sensitive for last of the late brakers

Some Classic scrap and a brown TR6 in Manitoba

2010-05-18T07:44:00.013+08:00

Bit bored this afternoon so went for a stroll soaking up the culture of a southern canadian industrial area in spring - yikes - went into my first Walmart for a some social observations - double yikes

Anyway wandering back to the Hotel (flying into London for a few days wednesday) I came across a TVR280i - then a MG midget then a TR6, Mini Cooper , MGC and Jensen Interceptor - so people in Winnipeg don't all drive minivan blobs and other rusting yank tat - no they have quality as well - Brown TR6's ;-) . A wee garage specializing in all thing British

Red Bearing Garage

Talking of tat this wee Austin 1300 'America' complete with twisted arsehole Leyland badges is a shining example of what NOT to export to Canada / North America - very low mileage - probably because its front subframe rotted out in the first five years - Found it at Lynn Lake - awful long way from Longbridge - nice steering wheel - 1300GT item - remember them?

Couple of decaying Pontiacs at Lynn Lake- good chrome on these

Worthy of some sort of bit part in a Canadian Mad Max movie - stealth bomber painted 1972 Dodge Charger SE 440 - brings back happy memories of Nigel Gairs 400cube one going to Le Mans

Pics from Canada

2010-05-17T04:21:00.019+08:00

New Job , new scenery - I have given up gold mining in the middle of nowhere in Western Australia and swapped to working for a small exploration company based in Perth but whose main asset is some prospective ground at Lynn Lake, Manitoba

Churchill River Diversion - Rat River hydro dam picture doesn't do this justice

My new company Hire Truck - 1964 Dodge 318cui V8 Push button auto -29k miles from new - all in Lynn Lake that wasn't connected to the national roads until 1972

Typical lakeside bush camp
In the backshed of typical bush camp

River just north of Lynn Lake with the last of the ice melting May 2010

Burntwood River float plane at Thompson

Thompson is a major Nickel Mining and smelting centre no doubt named after one of the clan - note bear warning

This guy -Joey Barnes better known as KoO or King of Obsolete is helping out our drill program - http://www.kingofobsolete.ca/THE_KINGDOM_WEBPAGE.htm

thought his nickname was also very appropriate for most of our hobbies/obsessions :-)

He unknowingly lent me a great DVD to watch whilst staying in Lynn -

http://www.imcdb.org/vehicle_168811-Triumph-25-PI-1972.html

Bank Job :-)

Northam Round-the-houses scrutineering

2010-03-20T22:44:00.005+08:00

Pre-event scrutineering for the VSCC Round the houses regularity event at Northam WA always has some interesting metal. This morning was no exception. A lovely ex Targa Tasmania Series 1 XJ6 on EFI , nice bespoke 6-3-1 exhaust , D type cams etc pushing 300+ bhp

How rare is this? Bolwell Nagari 302 Windsor V8 Bespoke Ozzy sportscar from the seventies. Those alloy were factory by Bolwell. Nice touch

Shades of Ozzy GT6?

EFI progress - economy

2010-03-18T13:26:00.003+08:00

After a few months of tweaking and one laptop being stolen from my passenger seat I finally am getting to where I originally envisaged as far as fuel economy using Megasquirt on my 2500 daily hack.

The theft of the laptop had one silver lining, I had to recalibate the Wideband sensor to get the correct file onto the new laptop and found that I had incorrectly calibrated it first time round which was causing richer than desirable mixtures.

Using Autotune I quickly got most map points about 15% leaner and instantly the engine felt crisper and torquier. Economy has markedly improved too from 25-26 to 28-29mpg on my daily commute

Not sure what it will do on a run but I worked out this 28.5mpg is from ~ 250miles commuting a week averaging ~30mph and at least 240 sets of traffic light per tankful - at least half of them red!! I would expect +35mpg easy on a long run.

Just need to get to a dyno now for a final tweak and torque curve - probably early April

PI Estate progress

2010-03-16T14:45:00.003+08:00

Very brief update on my poor mans Mk1 PI estate... a 1970 Mk2 Pi estate. This has been ongoing for several years!!!!!

During the strip down - bye bye valencia blue

Re-assembly , now wedgewood blue, interior and door shuts painted

Engine out for underbonnet paint job and aircon installed with battery tray modifications

High gears and hillclimbing

2010-03-14T20:04:00.003+08:00

Finally got the white PI back on the road after a few months hiatus... about 4 actually which is a bit embarassing but fixing my 2500 up with megasquirt EFI and Herald clutch fixing has taken precedent. Its not as if parts of the car haven't done some work as the new rebuilt LSD did about 1500 miles in the back of my everyday 2500 to run it in.

Back on the road the white PI was showing some worrying rear end steering issues which I had noticed at Collie before my diff broke but had put down to wierd diff things. Anyway it was still there and turned out to be loose and/or stripped 3/8 unf nut and bolts holding the rear outer shackles on ... OOOP's.

Soon fixed, but it shows the need for aviligance on a 45 year old car with more than twice the designed power and torque.

One side effect of the new 3.45 ratio diff, STR053 Sprint CR gearset and 225/50 x 15 tyres is I have a 1st gear good for 60+mph and second good for 85mph.
This feels pretty good for the open road but on a tight hillclimb with 1st gear hairpins and lots of tight area needing throttle steering it was not really much fun.

Anyway I decided to have a go at the TSOA Jack Hills hillclimb today and did OK with a 69.5 second run (fastest times were in the 66-67 range with a 5.2 TR7 V8 leading) but everyone was using (proper) first gear and I was lugging away in what was a higher gear than most peoples 2nd gear. It's a testament to the torque of engine that I did as well as I did really but it was a bit of a struggle

No excuse really though and I am intending on solving the issue with Stag ratios and 205/50 tyres. This will give me gear speeds of 43,61 and 93 rather than 61,85 and 108, at 6500rpm

Diff run in + stuff

2010-03-01T15:49:00.006+08:00

Herald with newly rebuilt radiator. New core fitted and new Mitsubishi temp sensor - 92deg rising and 87 deg falling. Didn't overheat before but core was becoming a bit incontinent so it was time. I love my Dellorto's :-) :-)

Herald ready for commuting in the shade of our carport

Spent Friday afternoon in 40 deg heat swapping out a very hot (LSD) diff for a nice cool standard one. Then quickly swapped back plates and hey presto one 1000mile Quaife 3.45 LSD ready for the white PI. This assembly is probably worth more than the car it is sitting in :-/

I thought I better finish off my EFI conversion with a nicely painted rocker cover.. I used high temp silver which is not too in your face and old Bosch injector o-rings to prevent leaks... seem to work :-)

Virtually rust free bodyshell going very cheap

2010-01-28T21:18:00.004+08:00

Going very cheap. 1972 2000 straight with no structural rust
Dave Markich 08 9271 4834

Make a great rally / motorsport base... tiny bit of rust in bottom corner of NSF arch otherwise pretty much rust free ... any one in UK need a basis for a re-shell?

Old Gloria and NOS CWP

2010-01-25T20:35:00.007+08:00

This old 1936 Triumph Gloria is having some repairs at Markich Motors. The odd thing about it is a very 'professional' look Riley 2.5 engine conversion whereas standard factory fit was Coventry Climax 4 or 6pot. Not sure of the vintage of the conversion but Donald Healey had an assocation with pre-war triumphs (think Dolomite straight 8) and used the Riley engine immediately postwar in the Healey Silverstone.

Apparently five of these twin cam ohv engined Glorias were built but was it factory or aftermarket? Certainly looks very 'original'

Good find here at Markich, courtesy of the twisted arsehole. A NOS 3.45 CWP which will need a little modification so as to be able to use a non-collapsible spacer. This diff ratio will go into my white PI with the Quaife LSD and combined with slightly smaller 205/50 Dunlop rubber and Stag ratios replacing the STR53 CR gears currently in use I am hoping for ratios more suited to the torque of my 2.7 PI

Post Christmas running repairs

2009-12-28T17:18:00.004+08:00

Humph was bored after Christmas so suggested some theraputic spannering on the hottest day so far this summer... 40 deg in the shade. Got my diff out... very unhappy pinion... think the quaife might need a rinse out... any ideas if they are easy to take to bits??

Heralds clutch has been dragging badly so out with the box... bit of a heave ho these cast iron lumps.. must be getting old :-( Luckily we have modified the transmission tunnel to get the J Type single rail box out without too much of a struggle.

Megasquirt Update

2009-12-21T21:12:00.002+08:00

Well its all a bit of a non-event really.. been driving to work on a daily basis and it hasn't missed a beat. Currently on my second tank of fuel... first one gave 25mpg which included a lot of idling , traffic jams and messing about with tuning the VE table.

I have been using the Megasquirt autotune feature which with a wideband o2 sensor allows you to set a target AFR which it achieves by modifying the VE (volumetric efficiency at the corresponding rpm/MAP point. You then burn the new table values into the ECU flash card whilst still driving. Very neat.

I currently have an AFR of about 16.5 at cruise ~ 14.0 under mild acceleration and 13-12.5 under full power. I need to set up max power on a dyno in the new year but basically economy in normal commuting seem to be high 20's which is just fine - I will start pushing the envelope of economy at cruise using plasma plugs in the new year too... just happy to run about and settle down the basics at the moment.

Only issues to date are a semi functioning rev-counter (it dies at 2500rpm) so needs some sort of signal boost after the coil pack and the idle stepper motor is a little random for cold starts. I will keep trying settings but I have a Bosch K-tronic idle valve if required.

Bit of wire tidying required and that about it... runs very smoothly and has great torque (feels like it will go anywhere in overdrive top) but it will also rev nicely with a nice surge of torque at 3500+

Video Link

2009-11-20T15:29:00.002+08:00

Here are some vid's of George Cameron's Tr7 V8 at various TSOA WA meets and other sprint

http://www.youtube.com/profile?user=agoodwon#p/u/6/XtbXiKsJ09g
http://www.youtube.com/profile?user=agoodwon#p/u/10/GzaZxdWTz-k

Greek Landrovers and Megasquirt progress

2009-11-14T21:49:00.007+08:00

Graham Reeks doing a spot of servicing on the 'Bench'

A few detailed shots of the current layout of my EFI setup. I was lucky to find a Falcon air trunk to allow a neat route to a remote KN up in front of the radiator. Not happy with the ignition lead lengths (too long) and just need to wire up a few sensors (TPS , coolant IAC and inlet air temp) probably take the loom through the inner wing as much as possible to keep it uncluttered. Need to set up the wideband O2lambda and enlarge the bulkhead hole for a discovery throttle cable....then its ready to fire up :-)

Classics of Perth rush hour

2009-11-13T11:57:00.006+08:00

A few happy snaps from my drive home over the last day or so....

Valiant coupe ~1968 .... basically a Dodge Coronet?

Ford Futura Sprint? 289 V8 ~1965-66

Marcos !!!!!

Rover 2000 auto :-)

And a nice Shadow II complete with a pair of golden bollox... classy.

Update on TSOA day + Megasquirt

2009-11-11T12:41:00.007+08:00

Been a bit busy and not really had enough time for everything.

TSOA national went Ok until my diff cried enough. Maybe my guest driver summarized it better as an outside observer?

http://ofnofixedabode.wordpress.com/2009/11/10/tasting-paddles/

My best time I got was literally my first competitive lap in the dry at collie in over 2 years before I was held up a bit by having to negotiate slower cars. It was also a personal best at 56.2sec but I had no chance to chip away at this time over the rest of the session (a 55sec or better lap was definitely a probability as there are a few corners where you need to build speed as you get confidence in the grip conditions).

Humph's PI was howling and he started in the mid 57's and got down to 56sec dead by the end of the third session. The new hybrid cam concept we are trialling definitely has improved power and torque and if anything, Humphs engine has benefitted most as he runs a 11.4:1 CR versus my 10.8:1 and the new inlet cam profile with a closing timing of 77deg ABDC needs a high CR to get the most out of it.

Any it was a good day marred only by a nasty finish line roll by a Victorian TR8 dhc at the "hillclimb" finish. No injuries but a sad TR and a definite advert for the NECESSITY of roll bars in open cars. I think the accident could have had a very different outcome without the rollover protection.

Megasquirt is so nearly ready... fitted up 95% of the hardware at the weekend and now I'm just tinkering away at getting the wiring and hose details as neat and as user friendly as possible. Should be ready very soon....

Now trying to get another diff too and mine needs to come out for a post mortem

White PI up and running + Greek visitor

2009-10-24T16:40:00.003+08:00

Pictured just before I slapped the rocker cover back on and fired it up. Ran it for 10 minutes at 2000rpm with a litre too much oil in the sump + cam lube so hopefully no issues with cam wear on start up. I know that there are many differing opinions on cam run in but this works for me.

Just been to put some fuel in and it drives nicely. Bit flat at 2500revs, off cam feel but then very smooth and torquey from 2800 onwards and just using a whisper of throttle we're up to about 5300revs in every gear without even trying so that 100mph ooopps... its nice and strong then.

Just need to change the oil (Castrol RS 10W60) , filter, retorque the head and change a couple of injector hoses that I still haven't got round to doing.

Brakes feel fine (DS2500 pads) and I'm really looking forward to the Collie Sprint.

Might have a guest driver if I can wangle the paperwork as a certain Mr Greeks and co are on his way down to South West WA. He has already accepted a yellow Stag as courtesy car for a week or so.

Fun fun

Rush jobs for the TSOA National November 1

2009-10-23T10:05:00.003+08:00

I guess I've been relatively lucky just needing to change cams and upgrade discs and pads on my white PI. This is Ron Marians TR6 engine. It ran a cam journal at the Wanneroo TSOA sprint but upon stripping the cause of the journal failure was the adjacent lobe failing which literally filled the oilways with swarf causing the cam to partially seize in the block (no bearings) and then get into the mains and big ends... yikes. I helped out my selling Ron a original TR5 cam that I had picked off ebay for 50 quid a few years back.. it was in perfect original nick but didn't have the 2-rings identification although the TR5 Part no. was scribed into a flat as per early PI cams. Hence the reason it went cheap...

The motor is now running and feels strong (these photos are a few days old) after a crank grind, cam bearings line bored and spitty bearings inserted + new rings and a hone.

This is Martin Eyers TR8 which is in the process of being reshelled after a major incident on the Targa West event where Martin hit a concrete wall and comprehensively reshaped his bodywork. I helped source a new shell which has had to be completely repainted and now is being trimmed. One of the complications with this car is it is fitted with a Discovery 2 4.0litre EFI V8 so imagine the one off wiring loom which needs to be re-installed!!!

Needs to be ready in 6 days time.....

Manifold Finished... almost ready for installation of megasquirt

2009-10-12T22:20:00.005+08:00

Fuel rail secured by 5/16UNC threaded bar and locknuts

Just waiting on a few wiring loom connectors to finish off the loom (adapted from a six pot Ford falcon) and to connect the Megasquirt loom to the TPS.

Discovery Throttle cable arrived today and although a bit long it will fit fine and adapt easily once the bulkhead hole is enlarged to Rover proportions.

Fuel hose pretty much done, just waiting on an ebay 300kpa /43psi regulator ex-Ford XR6 to complete the plumbing in the engine bay.

Once the ordered Bosch connectors arrive it will be time to swap the TBI to MPFI !! Beena bit of a drawn out process.. what with work, 3 kids, rebuilding the white Pi and having to use the 2500 everyday.

Guess the Stag should be readied for summer now the 30+ deg days are beckoning as it does have the best aircon.... give me a chance to set up the megasquirt over a few days

EFI Manifold progress

2009-10-07T21:32:00.002+08:00

Definitely getting there now. Fuel rail is drilled for injectors and fuel fittings. Just need to get a final 5/16 unc tap to allow fuel rail to be attached using the old injector mounting points and a reducer for a vacuum take off for the Megasquirt MAP sensor.

I am going to try the vacuum sensor takeoff point utilising as the the old idle air tube off the plenum log. If it doesn't give a stable reading I shall try elsewhere.

Brass 3/8 fitting is for servo vacuum take off. Engine crankcase breather will feed into the Throttle body as per Rover and idle air valve will feed into 1/2" tube where old idle screw was situated.

EDIS 6 success... by Heath Robinson

2009-10-03T12:35:00.004+08:00

Just to check the coil pack wiring and EDIS module and VR sensor will work before rehashing the injection side, I jerry rigged the set up with the Dizzy module still attached (for the current ECU injector signal).

Fired up first time and same experience as everyone else... SMOOTH as silk even on only 10 BTDC limp home setting.... definitely reccomended. Just need to rig up a dizzy pedastal with a core plug to blank it off and a coil pack mounting and its all done

More (slow) EFI progress

2009-10-03T07:18:00.004+08:00

Finished my plenum / throttle body yesterday. Got a flange laser cut for the Range Rover throttle body. Welded on with 4 captive 1/4 unf studs. Fabricated a throttle cable bracket for a Discovery cable. Cleaned it up and painted crackle black for the factory look.

Just waiting on a fuel rail and a bit of plumbing now.....

BTW I have several spare flanges (minimum order from the laser people) in both 74mm (Land Rover) and 64mm sizes with Ford Type PCD. Contact me if your interested... much cheapness!!

The Oz Ford Falcon TB pictured above are very common (read virtually free) but have a problematic throttle cable action (pull from the wrong side) which I'm sure could be overcome. Anyhow I got 4 flanges made for the Ford TB just in case....

Wanneroo Sprint Piccies

2009-09-07T10:12:00.005+08:00

New Bits for White PI Part 2 Cam change

2009-09-06T21:48:00.010+08:00

Old Wade cam out through the nose cone. Essential mod for modded Mk1's !!!! Cam was definitely on the way out. Exhaust 1 lobe about 0.220" whereas standard for this cam is 0.265". All the otheres were between 0.248" and 0.255" and showing signs of distress especially on the lowering flank.

New cam with polished journals, nicely scrolled on these early TR5 cams.

Not sure if this is really necessary on a tuftrided cam but it won't do any harm either

Installing the Cam and timing up with Inlet lobe 1 at max lift with engine at 108 deg ATDC.

Been cleaning up a spare old PI head 218225 (32mm exhaust valves) for possible modification with GT's valves if it passes the crack tests.

This will have to wait 'til Thursday as I'm off to the gold mine, then I'll cart the heads to Luigi's Head Shop for the next plan of attack. Right now I have six hours before I have to wake up for the flight.. yikes...

New Bits for White PI Part 1 .. Strip down

2009-09-05T21:24:00.011+08:00

Reground TR5 cam using hybrid inlet / exhaust cam profile. Inlet is longer duration than exhaust and seems to give big torque and bhp. Tuftrided.

Excellent cheap alternative to most Triumph tuning junk. XJ40 valve springs. Cost peanuts and very adequate for Triumph cams and valves

New GT inlet and exhaust performance valves. Nitrided steel and stellite tips and exhaust valve seats

I have decided to freshen up the top end of my White Mk1 PI as it seems a bit down on top end power compared to Humph's freshly built PI.

Head off for the first time in seven years

I have got a new hybrid camshaft very similar to my mate Humph to try + some new Gareth Thomas valves to build into different head and a set of hybrid Goodparts Roller Rockers of 1.65 Inlet and 1.55 exhaust compared to my current 1.65:1 ratio set.

Flowed head running 10.75:1 CR and Chris Witor Big valves ... probably keep this complete but probably wont be using it on The White thing again

I will also be using the recently discovered mod of Jag XJ40 springs which look very good quality - are not too hard on cam lobes and cost the princely some of about 80p each from Jag Genuine Parts!!!

Buggered cam folowers... guess the cam (Wade 444C) will be a bit secondhand too judging be the look of these.

Stripping down the head from the Pi for the first time in about 7 years was a fairly easy process. Got it all off in about an hour. First suprise was that the rather crap Racetoration stainless head nuts were almost finger tight, certainly no more than 45lb ft so they will be consigned to the bin. Obviously have lost their torque and Stanparts finest will be going back on... what was I thinking back in 2002!!!!

The head slipped off easily revealing a mint set of bores... nice suprise considering the revs and abuse this engine gets. No scoring or ridges at all and honing cross hatch still easily visible.

Considering the lack of torque on the head the gasket looked perfect with no sign of any overheating or blowing. Not suprising really as it it was running really well apart from missing a second from it's ultimate lap time.

Whipped out the cam followers and the first sign of wear. 4 or 5 showed serious signs of surface hardening picking up so I expect the cam to be fairly secondhand once I get it out tommorrow.

Looks like the new cam might have more effect that I had hoped for .... EXCELLENT......

TSOA Wanneroo Sprint

2009-09-01T23:22:00.013+08:00

Fun day with beautiful weather.

Humph was using his freshly re-cammed 2.5 and I was testing my new brakes. We both ended up with good results and both have things to improve

http://www.natsoft.com.au/cgi-bin/results.cgi?29/08/2009.BARB.P1

http://www.natsoft.com.au/cgi-bin/results.cgi?29/08/2009.BARB.Q1

We both got PB's on the short circuit and Humph just pipped with his new found bhp on the long circuit... time I fitted the same cam plus a few more head mods I think as my Pi is a little off the boil bhp wise after 7 years hard use.

There were a few casualties including the 2.5PI saloon of Paul Dodds dropping a rod which was a shame as it has been improving fast.

Good fun to be competing with the Westfields and PRB Clubmans (Caterham copies) and an supercharged Exige (which was obviously driven pretty conservatively!)

My brakes weren't quite right so a change of disc diameter and pad material beckons + some cooling ducts. I will be trying 296mm DBA Skyline discs (currently 280mm) and Ferodo Ds2500 asap

http://www.buybrakes.com/store/DBA-4963SL

http://www.ferodoracing.com/catalogue/detail_car_racing.php?cat=brake_pads&code=FCP986

More EFI bits + trigger wheel sorted

2009-08-15T20:08:00.006+08:00

Managed to find the time to whip the crank damper +pulleys off and fit a lathe modified front pulley with a 6.5" 36-1 Trigger wheel welded to the aircon pulley.

Had to space the compressor forward by 4mm to get the pulleys in alignment - aircon is nice when its 40+ deg but really impinges on the amount of room on the N/S of the engine. Just need to rig up a bracket to hold the VR sensor and the I can due a quick temporary rig up to get the 10deg BTDC default setting fixed up with the EDIS not connected to Megasquirt

Why is it you always spot a missing fan blade on a Saturday afternoon when you had access to 20 of the things on Friday afternoon :-(

Also got a Ford Falcon Coil pack and EDIS 6 and some wiring sorted. Luckily Oz is over-run with straight six EFI cars so a Falcon injector loom was obtained for free and will be just the job

EFI Manifold

2009-07-27T21:03:00.005+08:00

Been gathering parts to convert my 2500 from TBI to multiport injection and EDIS driven by megasquirt.

This is my manifold.. cleaned of clutter and made into a single unit using 1/2 od stainless pipe in place of the normal rubber link tubes. Loctited in, they look rather neat. I will be using a single 60mm throttle body .

Just waiting on some tools and components to bore out the injctor housings and fabricate a fuel rail (using Freelander 18.8 lb/hr Bosch injectors)

New Brakes on the everyday hack

2009-07-27T20:51:00.004+08:00

New calipers and discs fitted

Old discs and calipers, standard Girling Oz market calipers

Discs and calipers ready for fitting. Discs are E30 BMW redrilled, Hub is standard with propshaft bolts used for attaching disc.

Quick job on sunday afternoon, changed the standard discs for 10.5 inch BMW vented discs and alloy 4 pot mazda calipers to increase braking ability. These were going on the 2.5PI but were surplus to requirements after the Nissan conversion.

Braking ability is reassuringly smoother and fade free now

My old Willwood calipers are on the market if anyone is interested

http://cgi.ebay.com.au/ws/eBayISAPI.dll?ViewItem&ssPageName=STRK:MESELX:IT&item=230361345646

TR6 pushrod fun

2009-07-09T13:23:00.006+08:00

Had some fun with this over the weekend. Andy Millers very tidy TR... amazing what a quick blow-over can do to a genuine rust free straight shell!!

Andy has just fitted some serious brake and suspension mods and was setting a PB at Wanneroo (73.8 long circuit) when the engine went on to five and sounded rough as guts and blowing smoke.

Andy limped home half happy that he had gone 1.5 secs quicker with no more power but a little worried that he had lunched his recently rebuilt engine. A compression test by Humph showed zero on number 2 which seemed to confirm the need for a head lift to determine piston or valve trouble.

Anyway arrived at my place where we stripped it down to the point I had the manifolds off (number 2 inlet full of fuel!!! oh dear maybe no cam lobe!! ) and about to strip off the head when upon lifting the rocker cover it was immediately apparent that number 2 inlet pushrod was having a few issues.

Easily fixed with a good SH one from the 'store' and with a cleaned set of plugs and quick reassembly and a very happy Windy was on his way in less than 90 minutes!! And there I was hoping to chuck a different cam in whilst rebuilding the engine to test some theories.... Oh well I'll have to take mine apart next for some development mods.... it's feeling neglected

The rod showed classic fatigue failure ending in brittle failure. This engine has nothing radical. 0.265" cam lift and standard rockers and springs. Revved to ~6000rpm

Just goes to show that you can't be to careful building engines (this one was not built by me) but I don't check pushrod runout routinely either... I will be from now on!!!!

Cam failure and remedy

2009-06-13T22:27:00.006+08:00

Not my car but Humphs Mk1 PI. Completely lost a lobe. Bit of a pain changing cams on Mk1's so out with the hole saw.

Poor old thing was a Wade 444C gound on a 3 ring Pi cam but something must have been amiss.. Kent followers and Goodparts double springs. No 1 exhaust lobe completely missing!!

Never one to miss out on an opportunity to upgrade we decided to use a experimental hybrid cam with much longer inlet duration and milder but fast opening exhaust. Do your own research ;-)

We are also using milder Jag XJ40 single valve springs which should be fine for 2.7 triumph rev limits and give less lobe loadings. They are genuine Jag parts and cost 40 pence each. Excellent value.

Timed the cam in at 108 deg max lift on inlet 1. We are alos going to use 1.55 Ratio Roller Rockers on the exhausts rather than the previous 1.65 on both inlets and exhausts.

Cam is ground by Newman on a new blank with lifter supplied by the same people.

Proper brakes - Discs all round and some good front ones

2009-06-08T09:08:00.011+08:00

This project has been a while coming. I have binned my Willwood caliper (ex Witor) and puny 265mm x 20mm vented discs and fitted a Nissan Skyline GTS-T setup.

With 280mm x 32mm front discs and 260mm rear discs it is designed for a 1400kg 180kw 1996 Jap car so should be ample for a 1035kg 1965 Triumph.

Yet to be used in anger but feels incredible compared to previous set up although the servo action is possibly a bit strong for my tastes. We shall see how it performs on circuits very soon.

The conversion was engineered and fitted by Bruce Pollock of TSOA WA (contact me for his details)

Below is the optional modded pedal box in case I tire of over servoed brakes (not currently fitted)

Nissan Skyline twin diaphragm servo and master cylinder with adjustable bias via shims

View of rear conversion backplate. It uses a modified cable handbrake

Front discs. The biggest that I can fit under a 15 inch rim. The calipers "could" be upgraded to optional Brembo's if bigger rims were fitted ~ 7x16 Superlites

Front end with 30mm spacer required to fit wheels...

Nice chunky disc :-)

More motors down the garage

2009-05-29T13:56:00.003+08:00

Natty little gutless wonder TR250

Makes a changes from Mimosa

Chrysler Charger with worked 340 cube V8.

Conifer TR5 38k miles from new

Under the beast

2009-04-03T14:03:00.003+08:00

Popped by Markich and the gearbox is back on, running a 25% J Type rather than a 28% which is a bonus. Headers come off at the starter which makes things very simple... not as shiney now!!! Still automotive extractor porn though :-)

Wonder what it would sound like running like this???

These are the new discs and a couple of shots of the old set up for reference. They have large radial cracks and are warped to hell.

This is a alternative method of ARB attachment to save the tie bar stress

New Brakes for the Mk1 ... Gearbox/Clutch update

2009-04-01T19:47:00.008+08:00

Bitten the bullet (again) and will be very soon fitting Nissan 4 wheel disc's. A amalgam of Z32 (300ZX twin turbo) alloy calipers and 280mm (11inch ;-) ) x 30mm (warpfree?) vented Discs at the front and solid discs and a Nissan Silvia caliper with handbrake capability at the back.

This will all be done for <$2000 using new discs and reconditioned calipers with laser cut adaptors. I will update when the job is started. The white beasty is currently at Markich undergoing gearbox surgery (slipping OD on the overun and buggered clutch ... I hope)

Turns out the noisy clutch and bad sounds generally is the Flywheel coming loose!!!! It is a aluminium jobby with 8 high grade bolts holding it on. 3-4 bolts still OK but glad I caught it in time, definitely not something that I'd want to have got any worse.

The overdrive will be replaced with a Dolomite Sprint unit upgraded as per Homologation papers description (basically increase the pressure)...

New uprated clutch cover also fitted

Local Trumpy garage

2009-04-01T19:33:00.002+08:00

More happy snaps from the last week or so of assorted Trumphs at Markich Motors. 1977 Stag sold in 1978, one of the last 100 made and a part of a batch that nearly all got sent to Oz... most of these have odd bits fitted like USA reinforced bumper iron and this one has the wrong steering column. BL using up all the bits building the last batch???

2500S de-registered and ready for dismantling. Not saleable at $1500 so owner got fed up , unlicensed it (fatal) and sold to Markich for $300. Only real problem is a rusty O/S sill which is unmessed and original... easy fix but no demand :-(

Above and below. A customers '68 TR5 PI, WA delivered new and VERY original. Still has the original metering unit (brass plug) !!! I want this car but not for sale.

For sale area. Ex USA GT6 Plus and Rotoflex Mk3. GT6's don't sell well in WA... something to do with the heat??? Lurking is a 1300 FWD (??? never sold new in WA) and silver Mk1 2000

Assorted Pretty Pics

2009-03-26T21:53:00.003+09:00

First off is my old 1975 2500TC converted to 132bhp PI spec with the help of the odd scrap PI and a the one and only Andy Roberts. Pictured at Gross Glockner Pass

about 2500m above sea level and well above the glacier behind. Destination? Munich Beer Festival 1990. No PI issues at this height and above and mintex 1144 pad were just the ticket down the other side.

Found this B&W print on Ebay. Ronnie MacCartney Circuit of Ireland 1971 Mk1 PI. Anyone else know anything about it?

Now many of you will be familiar with James Shackford Slate Grey Mk1 PI with all its mods and general RBRR modification madness.... who however remembers it from the late 1980's in near mint original condition when it had just been exhumed from a private collection in Dorset. (it had a twin from the same collection in Damson that Chris Lennard in the background now owns!!!)

Managed to scan a few old photo's of various old stuff

Book reviews

2008-11-18T21:21:00.001+09:00

http://www.jagclub.ru/triumph_news.html

Been involved in a fair bit of this, slow but steady and very exciting progress being made

Shiney restored wheels on the herald

2008-11-06T20:20:00.005+09:00

These K&N 6 x 13's were leaking and going flat due to salt induced corrosion so I cleaned/shotblasted and polished them then etch primed the hidden bits and clearcoated the polished bits... Herald is much happier now

More Exhaust comparisons

2008-11-05T09:00:00.006+09:00

My mate Humph has a nice old Mk1 with a similar spec engine but until recently a botch up 6-3-1 exhaust built in the same manner as most currently on the market ie completely unequal lengths built in the that'll do manner...
The crap 6-3-1 = ~100rwhp from a 2.7PI

Mike the Pipe version ~ very good but not perfect ~ good for +18 bhp measured at the wheels

Anyway when he put his car on the same dyno it struggled to make 100rwhp and its power/torque curve was lumpy as hell.

After I fitted my new GT manifold and system I lent my old Mike Randell system to Humph to help him out.

Compare the results (red trace is the "proper" 6-3-1). As GT says , some exhaust are more equal than others

This is Humph on the dyno before any mods.... the fact that he got 118rwhp compared to 128rwhp I think is mostly down to him still running an 8 blade mechanical fan and the standard airbox

The quest for more bhp

2008-11-04T22:10:00.005+09:00

This is a ongoing development program.. baseline testing was in July with the setup i have been running for about 4 years.
Untouched for weeks driven straight to the dyno with a tank of BP 98 she gave 128 rwhp and 172 lb/ft of torque after a couple of runs to clear the plugs

http://www.youtube.com/watch?v=hloGNgQfa-w&feature=channel

http://www.youtube.com/watch?v=W0xi_t9AExQ&feature=channel

I came back after 2 weeks and a bit of spannering with my new 6-3-1 but nothing else changed.

http://www.youtube.com/watch?v=mtlL1zR4omU&feature=channel

It ran the same topend power but had about 15% more torque from 2800 - 4500 rpm peaking at +190lb ft at just over 4000. After this it tailed back to the same top end power as previous

Work since then has included

1.Retiming the camshaft, Wade advise 102 deg (ie 3deg advanced) for the 444C 105 and it was at 108 so 6 degrees retarded over design. Think I installed it in error at 105deg +/- a degree and time and wear had retarded it further

That made a huge difference. Noticeably more "cammy" now and pulls with gusto through to plus 6000 whereas before it tailed off.

2. Adding 0.002" to the full load fueling to give 0.076"

3. Increasing fuel pressure to 130psi

4. Changed the dizzy to a solid state A123 billet job. Curve 7 - 10deg static 31deg max

Need to get back to the dyno asap to see what I have managed but seat of the pants testing says a big improvement

Heralds in Oz

2008-10-27T20:19:00.004+09:00

Arrived a few months ago, ex Nick Jones, been using it for commuting a bit... just fettling a few things at the moment ... very cool and different after years of 2500's and the Stag

Emma thinks its pretty cool too

Random stuff

2008-10-27T20:08:00.006+09:00

Mmm... shiney

These are all about go and the show is incidental. Up to 20% more torque over the best Mike Randall 6-3-1

I have been optimising the cam timing before futher development work on the cylinder head

MU Fueling modified, inline pressure increased and midrange power is now like a turbo diesel except it revs too

Now good for about 200lb ft torque and developments continue... EVO valves next ;-)

Saw this old thing about a year ago on the back of a truck... turns out it was being delivered from Toowoomba QLD. Aussie delivered new... private import... never seen salt... probably the best bodied 2500S estate in the world... nice. Oh yeah, TSOA national day, Perth... 11th Oct 2008

Feature Car of the Month - Triumph 2500 TBI Mk2

2008-01-22T07:51:00.001+09:00

Thought I'd do a quick feature on each of my cars with a brief history, specification and current state of play.

Starting this series is my everyday hack a 1973 ex-2000 now 2500 TBI

Affectionately known as "Mabel" by my wife it used to be her everyday driver but it now serves as my everyday hack whilst the Stag engine is rebuilt.

It was bought to reshell a rusting 2500S for the princely sum of $1500 after being rescued from a scrapyard. The paint is mostly original and structurally it is wonderful. No nasty rot on this one.

The engine is basically a Mk1 PI motor bored to 0.040" running Duralite pistons. It is currently auto with a BW 65 box but will be converted to manual J-Type very soon. It has a Wade cam with 275 deg duration and 0.280" lift with Harland sharp 1.5:1 roller rockers

The most non-standard mod has been the fitment of Throttle body injection using a GM ECM and custom injector adaptor and distributor from Rick Patton in Maine, US. http://www.pattonmachine.com/

The SU carb have prototype injector bodies and TPS developed by Rick last year and recently I have also installed his Lucas distributor conversion which allow fully programmable advance curves via the ECM. This has solved many issues that the original hybrid Jeep/Lucas dizzy had inherent from day one.

Twin injectors pretending to be HS6 carbs. Clutch master cylinder already installed and waiting for a gearbox!!

The dizzy conversion is extremely neat and uses a fabricated reluctor that sits on the old pegs that the advance springs used to use. The magnetic pickup is adjustable like points and is mounted on a fabricated stainless bracket that mounted like a baseplate .

Ignition module is just to the left. Must get round to binning that fuel pump

This car is currently used on a daily basis and does about 250 congested rush-hour miles a week. It returns about 23-24mpg with this use so hopefully a manual conversion will improve this to 27-28mpg

The interior has been improved with some lovely old Jag XJS seats... they are a bit tricky to fit as they are not offset like Triumph ones so when mounted they sit a little too close to the door... this has yet to be fully resolved but they are soooo... comfortable compared to Triumph's finest back breakers

Interesting website... and more product reviews

2007-12-26T09:17:00.000+09:00

http://www.crazyspitfire.blogspot.com/

Just in case anyone doesn't have the link.

Keep up the good work Dave.

Whilst we're on the topic of reviewing products, the small end bushes for the Stag made by County are no bloody good. There is not enough whitemetal on the steel backing to allow honing to the correct tolerance.

If you are thinking of fitting these bushes do yourself a favour and use Healey 3000 small end bushes with a slight overbore of the small end. Much better :-) This will effect Stags and Dolomite 1850, Sprints and Tr7's. Not sure if a better OE spec bush exists anymore.

All I want for Christmas is.... 3 more gears

2007-12-20T20:50:00.000+09:00

Bit the bullet this afternoon and spent a few hours at Markich Motors scavenging enough old scrap to convert my daily 2500 to manual overdrive.. gives me something to box on with when the Christmas spirit runs low.

Rebuilt the slave and master cylinders (they were stainless sleeved) and redrilled an early Mk1 2000 flywheel to suit my Mk1 PI crank.

Just need to build an overdrive loom and do a little fettling...

Should keep me busy for a day

Update

2007-12-17T21:43:00.000+09:00

Pretty slack update here as no photo's but I'll rectify that in a day or so..

Anyway the fleet is currently as follows:

2500 EFi ... Daily driver 300 miles a week returning about 23-24mpg in moderately heavy rush hour traffic and thrashed as much as you can a 2500 auto with a 60mph limit :-/
Needs a bit of recalibration but the original builder of the system has gone AWOL so I'm working out editing GM binary files.. pretty easy in fact. Apart from that no issues, just change the oil and filter every 10 weeks and give it the odd polish.

2.5PI (white car) ... hasn't turned a wheel for a couple of weeks (since the last run at the drag strip), needs new tyres. Looking at 205/50 x 15 DO3 Dunlops in an intermediate / hard compound.. will lower the gearing a touch which will help the bottom end with the new CR gearset. I am looking at getting a gripper 4.11:1 LSD built to replace the 3.7:1 Quaife which will be retired onto the newly rebuilt Stag.
No further progress with brakes but the twin cylinder bias pedal box is built and will be fitted soon once brake pipes are made and checked. The Alfin style 240Z rear drums also need machining and some (soft) rear linings sourced.

Stag.. still undergoing heart surgery. All the major parts are machined and assembly will commence in early new year. It will be +0.040 overbored with ported/ flowed heads and extractors. Just picked up the bottom end bits from the balancers... not too bad, the pistons are now lighter than original standard bore ones and we got 3.0kg off the flywheel... crank only needed a polish :-) , it is +0.020 on the big ends and 0.030 on the mains... still trying to source some VP mains but don't think I'll have any joy.
Heads needed a fair bit of surgery with bored out follower housings and a wee bit of welding... may have to skim the inlet manifold to get it sitting nicely.

2500Pi Estate. Body surgery is drawing to a close. tailgate has been sourced and delivered from the UK and the engine bay need minor metalwork before painting and refitting of the engine. The motor assembly has been reshelled and a lightened flywheel and new sach clutch fitted to address some minor issues. Respray to wedgewood will commence early in 2008 . 15 x 7 superlites have been ordered for trial fitting (rear arches may need slight relieving before painting commences)

Herald. Still in the Uk awaiting final documentation

Stuff

2007-11-29T09:28:00.000+09:00

Well I have some results of testing with the new CR gearset...

Not suprisingly around my local circuit it is fantastic with 2nd gear now good for 75mph and 3rd about 95 so the previously ratio gap between 2nd and 3rd is gone and many corners which were "lugging" in 3rd are now 4500+ in 2nd which gives excellent driveability/steerability on the throttle.

At a VSCC regularity (ie pretend racing but lots of similar speed traffic) last weekend I managed a 71.9sec lap which involved a lot of overtaking and poor lines for ultimate lap times... nonetheless that is only 0.2 secs above my personnel best which was done on a clear track... bodes well for sprint type events where the track is clear and lines are fast.

Also under test were some Willwood Polymatrix B Pads ... these are Yank pads and designed for 900 -1650deg F work and have a 0.63 Coe of friction. Well all I can say is throw those green/yellow/red stuff EBC shite in the bin because straight out of the box these pads are bloody amazing in comparison. Very powerful from cold and no fade... I was braking 25-30 metres too early based on my previous braking points with a totally predictable pedal rather than mushy with random bite that EBC provide. The Willwood pads feel very similar to the Ferodo DS3000 pads my mate has just fitted to his Volvo calipers.

Back to gear ratios... did the 1/4 mile at Whoop Ass Wednesday last night ... well what can I say ... A first gear good for over 50mph is no bloody good for standing start sprints ... at least not with my 2.5 Laycock cover and metallic paddle plate set up... more clamping force required to stop hideous clutch spin with a 6000rpm dump.... first run was a hideous 16.2sec (previous best was 14.8) although terminal speed of 92.5 mph was similar to my 14.8 run !!

With a tickle off the line at 1000 revs and no clutch dump or slip I managed 15.3 secs but by now a miss had set in at about 5500rpm (rotor arm fried methinks) so terminal speed was actually worse and I headed home for a beer . My mate Nissan 350Z managed 15.2sec (bit poor I thought) and the father in law of Andy Miller (TR6) brought his AMG SL55 Merc and did a 12.6sec run with traction control on... goaded to do a proper unaided run resulted in $2500 worth of spinning rear Michelins + smoke and a 13.1sec run.... spectators and commentators were much happier though....

What else? Stag is in the middle of open heart surgery, the Estate finally has a rust free tailgate so final prep is happening before its respray and I have a green Herald in Hertfordshire awaiting shipping to sunny Perth and fitting of a TH7 Cam ;-) cheers Dave............

Close-ratio tales

2007-07-23T19:53:00.000+08:00

Dunno if I'd posted it here but it's been my intention for a while to try and sort out my white PI's gearbox ratios. The plan was to fit a set that had sprung up in the form of a STR53 Dolomite Sprint homologation kit found in a scrapped 1975 Aus delivered Sprint...

The issue was the input shaft wasn't any good so after a bit of head scratching on whether to get the shaft shortened and new splines cut or something else... well something else presented itself at a church hall in Hampshire having tea and cakes with James Shackford during a breather on the last leg of the 2006 RBRR.. he reckoned that they still made the input shaft for that gearset but with a TR6 / saloon length but a TR7 fine spline....

Perfect... finally got myself into gear ;-) and bought one a few months back from Simon@TrEnterprises.com ... very useful chaps.

The gearset has been fitted with some minor mods... most important was using the 2000 1st gear instead of the sprint one ... even so 1st is pretty high... like 50mph+ :-o

The nice bit of the story is a couple of weeks ago I received a email closely followed (like 5 minutes) by an enthusiastic phone call from Ken Wood in Insch Airstrip (read near Aberdeen) who had been hunting down a CR input shaft for his historic Rally Sprint without success and TR Enterprises had given him my details....

Needless to say the shaft is now in sunny Scotland awaiting abuse in a rapid looking Sprint ... see end of video http://www.youtube.com/watch?v=JSBXr7z8-Ec

Cool tale eh??

Details of lap time differences with CR gearset to follow..........................

Charger Club Sprint

2007-05-07T12:02:00.000+08:00

Humphs PI was spewing oil , mine was running beautifully... not sure of times yet... will update

Ford GT nationals

2007-04-26T13:20:00.000+08:00

Had some fun here a few weeks ago... results just published heh heh......

http://www.gtnationals.asn.au/results_2.html

Poor old Fords (and some new ones...) no substitue for cubic inches... hmmmm.....

Humph engine swap..

2007-04-12T20:15:00.000+08:00

Been busy fitting a fresh bottom end to Humph's PI over the last few evenings... he's gone 2.7 litre and a new cam plus Mk1 PI crank etc... copying me basically

All together last night just need a crane to winch it in now. About 12 hours work so far plus a couple of bottle of plonk

Tried this idea on my PI after advice from Gareth Thomas... worth about 0.5sec a lap on my local circuit :-) Induction roar is MAD!!!!

Happy New Year fellow triumph heads :-)

2006-12-31T17:37:00.000+09:00

Comfort at last in Del's 2500 with some rather nice XJS tweed and leather seats installed... ( Thanks Tom) .. a million times better than the crap Triumph seat that Oz provided us. They are fitted to 1. Ease our aching backs... and 2. To allow the baby capsule to be fitted... number 2 is imminent!!!

Fitted this afternoon in 38 deg heat..... sweet..... (or is that sweat?)

Also did the oil and filter (Mobil 1 5W /50) now all the oil leaks are cured

Also a nice mod fitted last month 1.5:1 roller rockers coutesy of Harland Sharp USA . $370 (US)

Have a good one and keep those wheels rolling :-)

Post RBRR blues

2006-11-08T16:31:00.000+08:00

Not much to report on the motorsport front...

plenty of routine maintainence though...

Del's 2500 has had a new track rod end (Stanpart), couple of bottom ball joints (Stanpart again), a new propshaft and a service.

Played around with the static timing and have improved the mpg from 21 to 22.5 (mapped ignition was too advanced).

Stag needed a new alternator so chucked an old 17ACR one that was a known entity rather than risk a recon one. Bit of a bugger to change compared to 2500!! Remove PAS pump and anti roll bar... fitted a new belt as well as it was on it's last legs.

Stag is currently the airport car so I may need to get a car cover to protect what left of the yeloow pigment in the Mimosa!

Went for a spin in the white beasty on Sunday for some fresh fuel and a general de-cobwebbing.. spins up to 6000 in top very easily on our back roads... about 110mph and pulling hard :-)

Things to do:

1.Fit plumbing to Dels 2500 for EFI ... fit injectors and be done with it.. need to remote locate the washer bottle.
2. Fabricate pedal box for twin master cylinders on white car.
3. Fit uprated hubs to Dels 2500 ( insurance policy)
4. Build close ratio (Dolomite ST) gearbox for white PI... need to get new spline cut on input shaft.
5. maybe fit 4.1 diff to white car (to suit CR box)

EFI or rather mapped ignition lives

2006-09-09T19:28:00.000+08:00

Got myself back into gear with the EFI conversion and fitted up the dizzy (Jeep / Triumph ) hybrid. Set it up at 14 BTDC (limp home mode) and then fired up the ECU for the first time and hey presto I have 3D ignition... runs fine... not sure if there is any obvious improvement but it is an auto (hard to spot subtle torque differences) and it has not been optimised... certainly doesn't run any worse!!!

First obvious issue is the ECU is not yet talking correctly to my Laptop but hopefully a USB to serial adpdtor will sort that out (currently using a parallel port to serial adaptor)

http://www.customefis.com/triumph.html

John at CustomEFIS has a new page devoted to the Triumph kit... see above

Collie Sprint TSOA

2006-08-21T18:30:00.000+08:00

Funny how Triumphs always meet at petrol stations

See what I mean?

Andy Millers TR6... recently lightweighted... lazy sod hasn't even cleaned the paintwork... (original) and probably the best having not seen much sun Queuing up for practice

Shiney red TR5 and not so shiney red TR6

"Windy" Miller and his trusty steed

PI with a dropped cam wheel DAMN!!!!!

Six or seven TR7 V8's and TR8's..... very nice

The two cars that went quicker than me ... TR7 V8 Work rep and Rover SD1 (4.8 litre running Motec injection)

What every good workshop needs....

2006-07-31T09:50:00.000+08:00

Got this from a mate on Saturday... a mighty work bench FREE....

You can never have enough decent benches :-)

Note my recent purchase ...a late model TR with optional metallic type paint and sporty 5 spoke alloys....

Future brake upgrades

2006-07-25T18:48:00.000+08:00

Got the above shots from a very kind guy in NZ who is building a mean 2.5 PI.

http://www.triumphowners.com/931

They show exactly what I have been planning to do to improve pedal feel and consistency with my Willwood calipers which my Stag M/C currently fails to provide!!!

Wanneroo Sprint

2006-07-24T17:42:00.000+08:00

Cool start... this was my Stag covered in ice at 7am !!!!
Just been playing at Wanneroo circuit courtesy of the WASCC (West Australian Sporting Car Club) Good day out apart from a rather cold start when I thought my fingers might fall off with frostbite... (no heater in the white thing!)
Humphs 2.5PI (ex 2000) cactus and black.... nice tyres but they're too soft!!
The team ready for the off ... below are a couple of TR's hat also turned up ... Andy Millers just pipped the blue one and easily saw off the red one.

Andy Millers lovely TR6 ... original paint!!! plus a few subtle mods End the day best times were as follows

White Mk1 71.8secs

Cactus Mk1 75.3secs

Red TR6 (Andy Miller) 75.8secs

Blue TR6 75.9secs

Shiney Red TR6 83secs

Full results here (my entry listed as name only number 72)

For myself it was a bit disappointing... my brakes are no better (ie crap) and I didn't better my time from last year (71.7secs).

The average speed and times keep improving so what would have once been a good time now barely gets you in the bottom 1/3 of the placings!!!

Near disaster with a dodgy dizzy

2006-07-11T18:47:00.000+08:00

Picture the scene... I've been working all wednesday rebuilding my wifes main car... after a little fettling of carb linkages , choke settings and a good clean I pronounce the car fit and healthy.

I have driven the car about 300 miles on Thurday without a hiccup to get some initial miles on a tight engine and it hasn't missed a beat.

It's Sunday lunchtime and we're heading down to the coast for a big Birthday lunch with Humph Hale (fellow PI racer etc)..........

About 10 miles from home (it's about 30 to the coast) Del hears a nasty screech from the engine which combines with the rev-counter going nuts. Bugger I think it's either the dizzy or (worse case scenario) the drive gear picking up on the new cam .... YIKES...

Anyway it still drives perfectly at this point so I decide to continue to lunch amid general abuse aimed at old cars in general... the noise gets worse and the rev counter gets more random... but we make it there no worries...

Over a beer and lunch me and Humph decide it must be the dizzy bushes running dry and picking up... a check of the shaft confirms plenty of play... we limp home... literally as the wear gets terminal and the points and hence timing goes very random up the big hill out of Perth ... much abuse, etc...... :-)

Get home at 3.30pm and quickly bung in a brand new 43D dizzy with Pertronix (bought from Witor cheap I had recalibrated it and was saving it for the white car .. well that was my best excuse why it wasn't on Del's car) and all is well....

Just another near disaster ( I was flying to work Monday so Del could have been stranded) in the life of old cars as everyday ones.....

Back on Track

2006-07-09T09:06:00.000+08:00

Well the engines back together so it's back to installing the EFI.

I have worked out with the help of Rick Patton how to reprogram and datalog the ECM (the brain of the ECU) . He has a mad supercharged TR6 well worth checking out

http://topshamautoparts.com/tr6/index.htm

Takes all of 1 minute with the flash burner and downloaded software.

I am now waiting on some injectors from custom efi as John has decided my engine has the potential to be producing too much power for the original injectors he included in the kit.

First job will be to set up the loom and get the engine running with the 3D ignition and check that the sensors are doing their stuff using the Win ALDL logging software http://www.customefis.com/winaldl.html

This will be with the engine still running on carbs but with a 3D ignition map and O2 and MAP sensor in operation. It will be interesting to see how well the car is running with the present SU carb set up

Camshaft fitting and start up booked for Wednesday :-)

2006-07-03T19:53:00.000+08:00

Del has finally dropped the cam of at Markich and this will be fitted Tuesday then it's my job to bolt the head and ancilaries back on Wednesday. Should be back on family duties by evening...

Stag has been performing admirably as everyday family car..about 400-500 miles a week. Just wish the heater was a bit better on frosty mornings.

Glad I fitted the kiddy seat mounts... Josie seems completely unfazed about being loaded from the back under the soft-top frame... just a big pram for her :-) .

Finally fixed a fuel smell on the Stag which has bugged me for a while... turned out to be a wasp nest up the fuel breather... whipped the tank out and was glad to find no rot or bad news... just dusty mimosa paint.
More stories and pictures soon.....

Almost done

2006-06-23T19:54:00.000+08:00

Friday afternoon having a beer a Markich Motors... USA GT6+, Spit Mk3, Spitty 2.5PI, TR4 TR8 2500TC and the white thing in attendance

Engine almost ready to go... nice new pistons waiting for the cam

Waiting for the cam

2006-06-15T18:14:00.000+08:00

Spoke to Wade Cams today, the cam I sent needs two lobes repairing with hard facing then the regrind followed by tuftriding if required..

Not going to see it for at least 10 days... the Stag will have to continue on baby duties

On the mend

2006-06-14T17:57:00.000+08:00

Well the bottom end is almost fixed, just waiting on the cam. The original 308778 PI cam was scarily stuffed.. guess it's all getting old now :-(

Turned out it was well worthwhile changing the pistons as No3. had a broken oil ring (hence plug fouling and burnt exhaust valve) and No's 5 and 6 had a broken top compression ring despite seemingly good compression.

Quick honing to allow the new pistons/rings to bed in and have reshelled the bigends to be on the safe side too.

The head is done with its full set of Nissan valves.

Will be fitting quite a nice mild Wade cam 275deg duration and 0.262" lift. Early PI is 270deg and 0.230" lift, TR5 is 280deg but only 0.250" lift. I think so should get about 145bhp with the current head work and witor extractors.

It's starting to feel like fun again

Bugger!! update....Good news 1 - Bad news 2

2006-06-12T19:11:00.000+08:00

Well I've just spent the day stripping down Del's engine..

Initially it was good news... just a badly burnt no. 3 exhaust valve... until that is I checked the rest and they were all "in trouble to a greater or lesser extent. I think the spec of the exhaust valves available over here (they were new 18 months and 18k miles ago) leaves a little to be desired. The unleaded seats were spotless.

I am now going to Datsun 1600 exhaust valves which are 33mm as standard and stellite faced. They will need turning down to 31.25mm but should be indestructible according to my head guru. The guides need a quick hone to suit... same as my inlets which use 38mm datsun valves.

OK... that will be sorted quickly.. in fact already done.. now the bad news. Piston 3 is definitely passing too much oil.. the bore looks fine but something is amiss.... so I will be fitting 6 new +0.040" pistons. Not so bad as I would hate to need to do it in another 12 months anyway.

Any the really bad news... checked a couple of cam followers and they are stuff.... wierd really as I used a good S/H early PI cam and carefully refaced Stanpart followers... oh well nothing for it.. I will fit a mild Wade 113 cam. 275 duration 30-65 66-30 and 0.262" lift so somewhere between a PI cam and a TR5... meant to give very good torque.

Found a slightly stuffed late PI 3 ring cam and that is now in express post to Melbourvne for a re-grind

Oz... land of old british motors

2006-06-05T09:03:00.000+08:00

I would say there are more Triumphs 2000’s (and derivatives) on the road in Oz than anywhere else in the world…

I would put this down to several factors

- Until about 15 years ago they were actually quite advanced compared to standard ozzy cars
-NO cheap imports allowed into the country
- Expensive when new and lowish depreciation + owners tended to hang on to them for more than 2-3 years (which is typical in UK) hence well maintained and higher survival rate
- No banger racers buying them up cheap and driving them into destruction (students substitute here :-) )
- Strong tendency for ex-pats to own them… and they like the fact that they don’t rust
- No salt on the roads hence terminal rust is rare
- No Roadworthy inspections in some states
- cheaper fuel

EFI is getting there

2006-06-04T08:29:00.000+08:00

Been busy on all fronts so EFI is taking a "lower" priority but still getting there.

To date I have fitted the MAP sensor, Oxygen sensor and temp sensor

Next the wiring loom..... ECU may have live under the passenger seat... better make sure it has a good diaphragm

May Update... pics to follow

2006-05-26T18:01:00.000+08:00

Been a bit slack... will start random jottings like Dave Sideways

Still haven't sorted the brakes on the White car to my satisfaction so will be giving them a massive bleeding ASAP... if this doesn't work... might go to twin master cylinders / no servo and a balance bar.... I really want to do something about the bulkhead flexing under hard applications so this may be my chance... need to do some sums to get the hydraulic assistance about right first time.......

I have some Datsun 240Z alfin drums to fit and as these will need a bit of machining etc I will probably go the whole hog and fit manual adjusting Mk1 backplates so I can always have the rears fully tweaked tight+ have some softer lining made... apparently hard lining are to resist wear when hot but do bugger all for grip... softer lining + the added cooling of the alfins should help to get more bite... might play with the wheel cylinders too.... not sure which is biggest (Mk1 /MK2 or Stag/ Rover SD1) but bigger will give more bite too...

EFI on Dels car is progressing slower than I'd like... I have everything now... need to work out where to put the ECU... passenger parcel tray would have been nice but aftermarket Aircon lives there... might have to modify the glove box, that or under the passenger seat under a protective alloy box (?)... need to fit fuel line and find the PI bit of the loom for the pump, glad it's a 73 model... MAP sensor and water sensor fitted.. need to get a hole cut in the extractors and fit the O2 sensor.... working away in Kalgoorlie doesn't help one bit... need a few free evenings

Genuine Minilites on Dels 2500 now...6 x 15 with 195/65 x 15 Michelin Energy XM1's = beautiful ride , no harshness and no wheel shake. 8-) .... the ozzie made 185/75 x 14 Dunlops were shocking ... like Commercial tyres almost and the S alloys were unbalanceable.... total crap from GKN

Stag in kalgoorlie

2006-03-11T16:56:00.000+08:00

As I was semi forced to make my own way to work last week due to a ticketing cockup, I decided to stretch the Stags legs and cruise up to Kalgoorlie where I reside most of the week.

Kalgoorlie is a city of about 30,000 about 370 miles east of Perth.. it was founded where it is because of what is known as the Golden Mile, an incredibly well mineralised area about a mile long which has produced 100million ounces of gold give or take in the last 110 years

This shot is at the northern end of that "mile" and shows a few of the old headframes + the signpost for the golden pipeline trail.. all 650kilometres of it. It actually starts/ends in Mundaring about 3 miles from my house in Perth where a Dam was built to supply, via a very long pipe, the (parched) goldfields

This shot shows the Superpit ... the trucks you can make out are 300 tons worth... V16 etc etc

Jack's Hill Summer series

2006-03-11T13:12:00.000+08:00

Good fun series if a little hot at times,

Three Triumph appearing regularly, myself, Humph and George in his TR7 V8 . The results of the series are here http://members.iinet.net.au/~rmshaw1/

George beat me fairly comfortably once he got to grips with the tricky top end of the course... but then he was pulling over 100mph into the chicane halfway up the hill and I was only maxing in 3rd maybe 85-90 on a good day... thats what 4 webers and 5.2 litres does :-)

After some fairly shocking plug fouling issues on the first event, I changed to NGK iridium plugs as recommended by My Dave sideways... what a revelation... so much cleaner revving... wonderful improvement

Definite gear ratio issues at times.. but I couldn't be bothered dropping the gearbox to install a new selector to cover and run overdrive in 2nd as I used to.... I'll only break it...

TSOA WA Collie Sprint

2005-11-14T11:13:00.000+08:00

Had a good day down at the Collie sprint circuit yesterday. A good turnout of about 40 cars , all oldies, about 30 triumphs and some invitation MG's

Larger than normal contingent of saloons as well. My Mk1, Humphs 2000, Brock Makins 2.5PI Mk2 works-replica, an injected 2500S and a standard 2500S.

Circuit has recently been resurfaced and the altered slightly meaning faster times so everyone was having fun learning new lines.

I think I got FTD as the TR7 V8 in this photo failed to post a time as he blew a core plug from his straining 5.2litre Rover V8 (P76 block?)

Gavin Adams in his TR5 was very close so more mods will be required soon........

Running with the fixed up extractor cured the 5500rpm flat spot :-)