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Tom Fremont

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Everything posted by Tom Fremont

  1. 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
  2. Took my cousin out to lunch. She was born in 1918. Tom
  3. 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
  4. Oil from the crankcase ventilation hose to the air plenum? Tom
  5. 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
  6. 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
  7. 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
  8. 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
  9. 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
  10. 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
  11. 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
  12. Tom Fremont

    Best fuel

    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
  13. Tom Fremont

    Best fuel

    I would suggest the exhaust stink of the CP engine is due to the valve timing ( lots of overlap ) and would require an afterburner to eliminate. Compared to the U.S. market low duration cam engines they are indeed stinky, and the exhaust is visible in bright sunlight when idling. More extreme cams than the CP don't need bright light! Dog slow as they are, the U.S. market TR250/6 get much better fuel economy and don't stink - that's got to be worth something. Tom
  14. I used a 1/8" slice of copper plumbing tubing soldered on the end. Tom
  15. The heavy black vinyl flaps on mine are in fact perforated there. If synthetic, the fabric can be melted at the hole's edges... Tom
  16. Mine have a ~ 2" vinyl strip with a bead at the forward edge underneath; I suspect that's what that flap imitates. First one came from TRF circa 1992 and the other from Revington which has never been installed; the latter is made from a lighter weight vinyl and is whiter. I always thought the TRF supplied one conforms to the original; comments awaited! Cheers, Tom
  17. 4A seats and inlet manifold, but those are arguably improvements! Lovely car indeed. Cheers, Tom
  18. Tom Fremont

    Classical Dash

    For the world's finest: http://www.prestigeautowood.com/triumph_gallery.htm I have them in both of my '250s, one selected by the PO and one by me. Nothing like them! See the razor thin gap around the glovebox door. The one in my driver looks just as it did when it was new 23 years ago. Tom
  19. Tom Fremont

    Classical Dash

    What is similar is having my card charged before shipment was made, unique in my experience and it was Racetorations. I will never again deal with a supplier on those terms. Tom
  20. The CP cam will deliver lower fuel economy than the CR; my guess is ~ 4 MPG overall. Duration is the reason; the more of this the lower the MPG. Headwork and exhaust system can add several HP; with CP cam mine gained a second in the 1/4 mile over unmodified head with 295 degree duration cam. I've been enjoying TR nirvana with my CP cam on Webers since 2000. To my thinking the CR cam doesn't take advantage of the 6 throttles provided. Cheers, Tom
  21. Wear can account for several degrees at the crank. I have mine installed 3 degrees advanced to offset this, expecting that it will eventually be 3 degrees retarded by the time it is done. I have found that the clearance in the cam sprocket holes allows for at least 6 degrees of adjustment. No, the sprocket doesn't move on the cam if properly tightened, and if it's not the bolts will shear off anyway. It never occurred to me that TRIUMPH may have factored wear into the original settings. Cheers, Tom
  22. Tom Fremont

    Wha Hoo!

    I have that cam in my concourse car's engine. 41/71/71/41 valve timing, collision type, i.e. more lift than headroom in the combustion chamber. It is fed by Weber 40DCOEs with 32mm chokes on mine, and it does rip compared to the CP cam I have in my driver. Never dyno'd it but reckon it has to be good for 170 BHP conservatively. Supposedly this cam was developed by Racetorations, who supplied me (2) defective ones - the third I got from Piper directly and it has 5K miles on it now. It needs special springs and wide spring seats to cope with the lift; don't venture forth without these. Designation known to Piper is 1312@105. 200BHP+ is claimed to be achievable with this but may entail 7000 rpm capability and 2.7 litre displacement. Mine is only 0.030" overbored and stays below 6000 rpm. The idle can be brought to heel too ( on Webers, at least ) : Cheers, Tom
  23. Hi Angus, Fuel consumption with the CP / TR5 cam should be ~ 24 mpg Imperial overall and 30-32 mpg highway with the injection dialed in. I say that because that's what I get with the same cam on Weber DCOEs, O/D and factory final drive and tire diameter. 90,000 miles and counting with that setup. Cams govern the fuel consumption, duration being the determining factor in inverse proportion. It's pretty amazing how the milder factory cams in the TRs deliver fuel economy up to 40 mpg Imperial, even the U.S. market 6-pot ones with O/D, highway use anyway. I remember reading how a TR2 or 3 got over 70 mpg ( Imperial, I assume ) in contests back in the day. FWIW, my 2016 Cadillac 2.0 T gets about 28 mpg Imperial overall though it does weigh 3300 lbs and with 20 psi of boost delivers 272 HP and 295 lb-ft of torque. Tom
  24. Well, Murray, you have a set of vintage Italians there. If I didn't already have (5) sets of triples with only (2) in service I'd buy yours. Weber DCOEs are not " fussy ". They are not responsive to hoping or casual fiddling and will not perform well unless properly calibrated however. Once dialed in they don't move, and it is doable without rolling roads via trial and error as I and plenty of others have done. TR5/6 applications abound, so tuning data is available free of charge. I've done (3) different tunings on my TR250s plus a few others and will never consider any other fueling method for them, as the Webers deliver on all counts and are by far the most reliable and enduring component of the entire vehicle. Though it must ruffle feathers here and there no one has contested my speculating that TR6s would fetch 2-3X what they do today if TRIUMPH had chosen to fit DCOEs to them. Triple Strombergs will not deliver what DCOEs will, assuming both options are optimally tuned. There is a recent case here in the 'States where a UK transplant converted from the former to the latter and is now enjoying TR6 nirvana; there are others to be sure. I've done nearly 130,000 miles with mine. Cheers, Tom
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