Triumph Sports Cars

Well, here we go! I don't expect this will be just a few postings on the project page and that's it. I plan to drag this
out a while, and to put out any information I have so others who are contemplating a project can benefit
from the collective knowledge. Just as I did, they can read and choose whether the modifications I made are
suitable to their project.

Dennis

Great Dennis good luck👍. I cant wait to see how things go and how you tackle specific issues. We are all cheering for you🍻. Thanks for sharing your experiences..

Can't wait!

So, I have added some pictures and explanations. Of particular interest to TR6 fanatics, there is a short entry on my attempt to stiffen
the chassis at the rear, and I hope some find my thoughts useful.
Dennis



Edited 1 time(s). Last edit at 12/02/2016 12:13PM by IaTR6.

Additional pictures have been added to the project journal.
Dennis

More updates today. I added the interior transmission tunnel cover. I'll have to look through my saved pictures to see where this journey goes next. I can assure you, it does go on!
Dennis

A little today about dash support, header clearance and radiator.
Dennis

More today-let me know if I'm too wordy, I just thought splainin' might help.
I have to watch this auto spell correction, it doesn't care for my midwest accent!
Dennis

Engine compartment pictures today - and filling the cooling system. I must now look at my picture collection to see what I will cover next.
Dennis

Mostly the last of the posts, except for some info on wiring that maybe is only interesting to TR6 folks.
Lots of you have looked at this, any questions?
Let me add this to those who may be considering a swap: I included almost every "well, I might as well" scenario
into my project. the most expensive item was paint, blasting and associated materials at $3800+.
Another large expense was stupidity, which ran approximately $1800 when I believed my memory of filling the first transmission with oil - and didn't!
I even remembered buying the oil, which must have been in a dream. Anyway, when the first transmission began to whine, I assumed I had
gotten taken. Well, no.
So, I said I'd admit mistakes, and that was the bad one. I made a few others, some not significant, others more so.
Those who want to paint their own car, like I did, I'll give the same advice to you that I got before I started.
1) You have too small an air compressor
2) You don't have enough filtered air moving through your space
3) You probably don't have enough room
4) You cannot paint in your shop without breathing protection - and NOT a charcoal mask! What you see on GraveYard Cars
is in a professional booth - and even then, I think it's dumb.
5) You must have time. Blocking is a long tedious process, and if cold weather is coming, and you need to get the paint on - wait until warm weather.
Dennis

Well, I posted my magic wiring change on another forum, and it was politely pointed out that I overlooked an unused relay terminal in my setup. If constructed
using that terminal, I could have eliminated a relay. Nuts! Oh well, I'm not taking the instrument panel out to change the wiring, but if one relay fails, I will make the change.
No one has asked, but just in case: R94 Honda San Marino red (Accord color), and 792 Mercedes Palladium Silver for the stripes.
I know published data shows the TR6 weight all over the map, but one place listed 2360#. With 1/2 tank of gas, and no one sitting in it, the weight of this car
on a digital readout at the local grain co-op scale bounced back and forth from 2500 to 2520# So, I'll say 2510, a 50# gain.
Way back, Dan Masters thought the Ford Windsor 5.0 with aluminum heads wasn't much if any heavier that the original six, and from my
experience he is correct. So, the naysayers who say the result will be a nose heavy pig: I disagree.
There, done, and it didn't take as long as I expected.
Dennis

I don't see the pics. I looked at the Triumph Gallery under Tr6 and found one set of pic for a car belonging to "Derek Costello" is that you with a name mix up?

Russ,
Go to the Project Journals section, and everything should be there. Don't hesitate to ask questions, if I
don't have a good reason for having done something, I'll admit it!
I may submit a "How it Was Done" when I get some minor details finished.
Also, since the project journal was finished, I added a battery disconnect after watching a Jay Leno U-Tube
where he related a story of a friend's car that burned up while unattended. I wouldn't want that to happen, so....
Dennis

Dennis,
thanks for the reply on the Don's Thread.

I do presently have a 302 in my TR4 with an AOD.

All my other cars are Automatics. So I want a manual.

If Don's 3.97 T5, that originally came with 2.3 4 cylinders is holding up. Then my fears for a stronger T5z are dampened dramatically.

I do believe I will be going to a T5z (2.95 1st) for cost, size, reasons. My 302 is mounted a bit more rearward then yours and it appears a T5 shifter my impact the parking brake. I've researched the T5 quite a bit and would probably get a Modern Drivetrain rear shifter T5z or a one of the shifters the move the stick forward. But I was hoping to to talk to someone who has one, a shifter relocator, to hear an opinion.

I was thinking about a 4.08 R200 differential. My stock one with the 302/AOD combo is starting to get tired. I have 205/70's which are slightly taller then your tires.

With a 2.95 first, and 4.08 rear(12.036), with 205/70-15's, at 6,000 RPM I calculate 38.5 MPH.
At 70 MPH I would be turning 2326 RPM in 5th. Not too bad.

Your 3.35 first, and 3.54 rear(11.859), is actually taller then my planned first. But you think it is too low. That has me thinking.

My AOD with the stock rear has a total first of 3.7 * 2.4 = 8.88. Good for 52.8 at 6000 RPM. But the torque converter helps.

It makes me consider whether I should go with the 3.54 rear instead of the 4.08. I would then have 45 MPH at 6000 RPM, and just under 2000 RPM at 70 in 5th.

This is my winter project this year. A few more months to decide.

BTW, your journal pictures are nice.

thanks!
Tork

Tork, You have an understanding of how the ratios work together, so you will just have to decide, and perhaps the availability of R200
differentials will be a consideration. In my locale, they are not as common as some other parts of the country. I was not concerned with
the axle ratio, and would have taken 3.54 or 3.69. As I have said, the 3.54 was a better choice for me. Something that came to mind just now,
is the idea that the point of highest concentration of force is where the multiplication is greatest. So, that 3.97 low gear trans might live
with a 4.08 diff, but be short lived with a 3.54 or so. Then again, it depends on driving style. Also, I'm sure you know the 4 cyl T5 has a different input shaft pilot diameter. I have no idea about the clutch disc differences if there is any.
Dennis

Tork:
Transmission is a T5 from a 5.0 Mustang.....may have gear ratios wrong
Engine/ Transmission are in same position in all pictures
No shifter relocation needed.
As to times:
Not official...done with stopwatch & apps.
About 350HP @ Crank...Shifting @ 6K RPM
These cars are very light and do not stress the driveline much.
Quick times are the result of a very stiff chassis, good tires & the rear suspension having the correct anti-squat geometry.
Here's the link to my project journal.

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