Tom Fremont

TRF has the right seal for original backlights. Aesthetically thin, and altogether fit for the purpose. Tom

When I was poor and could barely afford to keep a TR on the road I bought tires in pairs, occasionally. Otherwise, unless one gets an irreparable puncture early in its life I buy 4 or 5 at a time ( per Chris's #4 above ). Tom

She wouldn't claim to know. She is active though she no longer plays golf nor drives as of a couple of years ago. She isn't vegan or vegetarian but eats small portions. What's amazing is how sharp is her mind and clear her voice is, just like that of someone half her age. Her reflexes are amazing; I saw her knock a fork off the table and catch it before it hit the ground. My dad is her first cousin ( which I'm told makes me a " first cousin once removed " ), three years her junior and cancer survivor runs 30 miles a week, can do (10) chin ups and 200 push ups. He credits a vegan diet. This could lead to speculation about genetics, but his father ( her uncle ) didn't make it to 60 though " he was still running up stairs " when he got cancer. Longevity is great, but meaningless without fulfilling the purpose of life - something most never figure out, it seems. Tom

Took my cousin out to lunch. She was born in 1918. Tom

Thanks for that, Derek - amazing archive you have! As it happens, my Weber DCOE setup incorporates the SMITHS PCV valve downstream of the carbs just like the original TR250s did, so carbs/throttle plates are held harmless. Original sales brochure for the TR5 shows the same valve; guess they changed their mind. Tom

Oil from the crankcase ventilation hose to the air plenum? Tom

One U-joint? Tom

The lightness of these arms can be frightening to the uninitiated considering the loads they see. TRIUMPH went to great lengths to keep their cars light; more than they're credited with. Tom

This example doesn't really apply to U-joints in a TR or other real-world OEM application. Designers know that the mating flanges at opposite ends have to be parallel to avoid velocity variations; a single joint will produce them at the slightest angle; in pairs they cancel out - if the ends are parallel and the crosses are aligned. Agreed that the TR IRS doesn't comply perfectly since the camber passes through the parallel position under load/ unload. Can't say I've ever felt vibrations from this however. I don't flog my cars to within an inch of their life but do give them WOT on a regular basis ( they have 6 throttles ) and take them through curves a lot faster than my wife will tolerate so the U-joints have served me OK until now ( 200K miles between 2 cars ). The only reservation I have is the half shafts see almost 2X the torque of the drive shaft but have the same size on them. GOODPARTS offer an uprated U-joint setup for these ( aside from CVs which I saw there first ); maybe they're supplying the usual suspects in the UK. Tom

That's an interesting one. Maybe today's fuel doesn't do that; I've not had to clean the throttle plates in my Webers in 23 years / 130K miles. I do use cleaning additives however. Tom

As Stan mentioned above, changing the fueling system leaving the cam and head in U.S. specification is of no use; no appreciable power gain with loss of originality. Nothing I've seen in many years on this and other TR forums makes a compelling case for EFI over Weber DCOEs to bring a carb TR6 up to the P.I. level of performance given Weber's unmatched reliability, simplicity and longevity, arguably preserving the vintage cachet without loss of value while delivering the goods far into the future. The biggest factor in favor of EFI seems to be the pleasure some have hooking up a laptop to their [ cast iron, pushrod 1930s era technology ] engines - not a small thing for millennials and younger, even a codger or two in the mix. When successful, each case is unfortunately unique and would require an intrepid buyer in a sale. There is enough TR6 tuning/calibration data for DCOEs freely available to get very close to a final setting nowadays. Fitting a 6 throttle / individual runner system gives power increase without penalty, which camshaft, compression ratio and high rpm measures often exact. The CP cam and compression ratio are already on the edge for the era. Tom

I use BP7ESs on my Webered TR250s, one with CP cam and the other with 1312 steroidal cam. They get changed every 30K miles whether needed or not. BP6ES ran white. Tom

I have a Racetorations header ostensibly made by Phoenix and some of the #1 inlet tract of my CANNON Weber manifold had to be ground away to clear it. Same thing happened on the next installation I did, which now has a GOODPARTS 6-3-1 header as the Racetorations left the mid range flat on that engine. No interference with the GOODPARTS, and it really did the trick on the mid-range. Moreover, the main system had to be leaned out 1 main step and 7 air corrector steps to restore the top end performance. Tom

New one on me too . The Webers ought to fetch strong money; they're vintage Italians dating back to the '60s with brass throttle shafts. OTOH, they've got strange bolts on top so who knows what has befallen them... Tom

I've got a couple of those, the one with the CP cam has done 93K miles with it so far but it does stink compared to the stock engine with 10/50/50/10 valve timing. It's simple to lean out the idle until it won't run, and go back to where it just will and prove the point. As for the P.I., wonderful as it is I have long contended that TRIUMPH fitting triple DCOEs would have made them worth 2-3X what they fetch today. Here's a look at a CP cam on Webers idling: Tom