Jump to content

Tom Fremont

TR Register Members
  • Content Count

    3,278
  • Joined

  • Last visited

About Tom Fremont

  • Birthday 07/27/1955

Contact Methods

  • Website URL
    http://www.torque-inc.com
  • ICQ
    0

Profile Information

  • Location
    Milford, Ohio, USA

Recent Profile Visitors

1,869 profile views
  1. 135K miles and counting on the last rebuild of my TR250 with triple Weber DCOEs. Unsurpassed reliability with CP+ performance. Will idle at 550 rpm: Wonder what these and the TR6s would fetch in today's market had they left the factory with Webers... Tom
  2. Same here - got to exchange a precious few words with him and was pleased to find in him another Weber aficionado ( " They're a snooze " he said, putting his hands together beside his head like a pillow ). I think Webers won the day in that race, Mike . He published some books on TR performance upgrades; I have 2 but there may be more. The loss in the last decade or so of TRIUMPH greats known to me now numbers more than I can count on one hand . Tom
  3. I did with mine, slicing off the bottom and pulling the front round the side and gluing with 3M weatherstrip cement. This covers the unsightly gap between the frame and scuttle, but it's not what TRIUMPH did ( only visible with the doors open ). Tom
  4. The height of the windscreen glass should be 15-3/8". More than that ( I got several that were bigger before I got wise ) it won't fit. That is quite apart from anomalies in the seals from the usual suspects. TRF's have never disappointed; can't vouch for others. Tom
  5. These are an absolute pig to fit as the seal doesn't spread willingly to say the least, and the designers must have had a belly laugh contemplating the toils of our ilk in the attempt. From the photos it looks like it isn't home in the guides under the scuttle. The upper shot depicts the seal's front edge curled under the frame. As you know, it moves to the rear as it goes down and my money is on it lining up just fine when it's in all the way. I would extract it again ( pry open the brackets and make sure all (3) bolts are loose ) and lubricate the channels to within an inch of th
  6. A bead of silicone in the Rostyle trim's outer groove will silence rattles. It's good to check for runout before fitting; these are flimsy wheels and highly susceptible to wobbling, a plague at speed. Tom
  7. Unscarable by the written word , that is - all the test subjects were scared by visual imagery. Now those who are not scared by anything, e.g. that his captor might cut off a second finger after the first is gone, would make an interesting case study! Tom
  8. The parking lights of the '250/5 are lovely at dusk. By then the rear wings had them too, and in the US the fronts were not repeaters but parkers so both bulbs shone. Eight in total round the body. I rather like the flashers so wired them accordingly during the makeover of my red one, fitting clear lenses on the front. I do miss the parking light effect though ( down to six total ). Tom
  9. I rather doubt badging a TR250 as a TR5 enhances value. My guess is a proper bonnet stripe would have paid off better. The former is still a bargain relative to the latter ( if you can find one for sale - and let's agree that the Beverly Hills Car Club examples on ebay don't fall into the bargain category! ). I've seen several TR5s on Webers. A TR250 on Webers would be right on par apart from pedigree. But the TR250 bonnet badge is bigger . Tom
  10. My Cadillac ATS has the smallest engine option, 2 litre turbo. It has a boost gauge which lets you see what it's doing, reaching 20 psi for an instant then dropping ( I'm sure it would fry the engine otherwise ). 295 lb-ft of torque, 272 BHP. I reckon overheating is the limiting factor here too. My engine builder says it's been long known that iron engines will deliver more power than alloy ones because they don't lose heat as rapidly. What fries first is my question: I'm guessing pistons... Tom
  11. Progression holes are the " black box " of these carbs and messing about will ruin them; the nightmare scenario of buying used is to get some that have been tampered with ( I never have, fortunately ). Adding holes would have to affect the jet and emulsion tube sizes dramatically - essentially starting from square one on the calibration exercise. The Weber pumps can be tailored to a gnat's eyebrow with the various strokes, sizes and bypass orifices available. This is the first claim I've come across that Weber accel pumps wear out piston rings. I guess I've been lucky on my driver'
  12. I've always employed cold starts on my Webered '250s, maybe because they're " there ". Like Neil says, push in once they fire and keep at 1500 rpm for a few secs or more if quite cold. TR4 choke cable, sections of sheath fitted between carbs to armor the strand. The cold start on DCOEs is a separate circuit with its own jets and air intake through a superfine brass screen facing below. They have a distinctive sound when open. Tom
  13. That would be some trick, to keep one choke closed as they're on the same shaft The idle circuit handles cruising up to ~3000 rpm. So 70mph with O/D. One step in size of this jet can affect fuel economy as much as 20%. Tom
  14. Tom Fremont

    USA TR6

    Thanks for the plug; just note that 9.5:1 c/r and CP cam go hand in hand therewith Tom
  15. I have a CP spec cam in my driver and a Piper 1312@105 cam in the concours engine. Cheers, Tom
×
×
  • Create New...

Important Information

Please familiarise yourself with our Terms and Conditions. By using this site, you agree to the following: Terms of Use.