multipletriumphsinner
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Posts posted by multipletriumphsinner
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15 hours ago, BlueTR3A-5EKT said:
Cox & Buckles kirksite form tools run through a big rubber press, that press is now scrap,
Sounds like Chinns in Coventry?
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I have never paid to get in the NEC, or for the car parking (either displaying our, or our customers cars, or scrounged trade tickets) , but its been a few years now since I last attended so its come as a bit of a shock to find out that people are prepared to shell out nearly 40 quid, plus parking!
I have bought TR's for less than that!
Mug punters easily parted with their hard earned!
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TR250 versus TR5-6, 2000-2.5 saloon etc.
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Back in the early 80's I went to look at a very early BKV reg white TR6 in Atherstone that had been advertised in the Coventry Evening Telegraph for sale. After an 'interesting' test drive in which the owner insisted on driving I passed on the car due to the rampant rot.
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I bought a ex Le Mans Triumph many years ago that had been abroad since its last factory entry.
When I applied for the V5 from the DVLA it came back having been issued to a chap in the UK whilst the actual car was sat in a Swiss motor museum on display!
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9 minutes ago, multipletriumphsinner said:
No to the hardening, I asked once, and was told it wasn't necessary (has as proven to be the case).
200 miles a year! The one in my Courier Van does very nearly that in a typical week!!!!!!!!!!!!!!!!!!!
Aside from that you will find these cams in some well used club cars that do mucho miles, including RBRR's, and 10 Countries, etc, etc.
Quoting myself here. Thinking about it I built the Courier engine over twenty years ago, and its done three RBRR's, and a good majority of my daily driving in that time on that cam.
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8 minutes ago, astontr6 said:
You have been lucky then as Moss found themselves in court and had to pay a substantial sum in compensation, needless to say they don't do re-grinds anymore! New blanks only!
Bruce.
Yes I read that before I commented (edit!), I can only speak from experience.
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24 minutes ago, TRTOM2498PI said:
That is interesting, unless the case hardening has been reapplied after being reground ?
That said, most of these cars do around 200 miles a year (OK, maybe a few more), so have probably not been ran in, & if they have done beyond that, seldom used in anger ?
See you soon.
Pip pip.
No to the hardening, I asked once, and was told it wasn't necessary (has as proven to be the case).
200 miles a year! The one in my Courier Van does very nearly that in a typical week!!!!!!!!!!!!!!!!!!!
Aside from that you will find these cams in some well used club cars that do mucho miles, including RBRR's, and 10 Countries, etc, etc.
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Our experience seems to be at odds with some of the advice given on here regarding regrinding factory cams. For the last thirty odd years we have been having Spitfire cams reground at the rate of approximately 25 every 8-10 weeks, and selling them on to our customers. We take the Spitfire 1500 cam, and have it ground to Spitfire MKIII profile, its a well known upgrade in the small chassis world. I know its not 6 cyl, but its contemporary, and presumably made from the same material, and probably by the same original company.
I that thirty odd years I have only had one customer report an issue with premature wear, and it turns out I suspect that wasn't a factory cam that had been re profiled, but an aftermarket cam that slipped through our system.
So on the conservative side we have sold over 2,000 reground cams over the thirty odd years, with one reported issue. That's not bad.
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5 minutes ago, Ralph Whitaker said:
Maybe the original hoses were better made as the cars were sent all over the world into markets where different fuels were used, but in the last 10 or so years I have had 2 failures related to rotting rubber, the first was a metal braided fuel pipe I bought and fitted on my austin that went from the pump to the carburettor. In the second year of use after the winter lay up I was smelling petrol and investigation showed it was oozing out of the metal braiding on the pipe as the rubber inside was just crumbling.
The second failure was more recent, on a fuel pressure regulator, where the seal on the adjuster failed and started leaking fuel. Admittedly it was a cheap regulator that proudly displayed a sticker on the back saying " suitable for unleaded fuel", but no mention of being suitable for unleaded with Ethanol added.
Incidentally, I have been looking for new fuel hose, and all those for sale at my local car shop say "suitable for unleaded", but when I asked whether that also meant they were safe for our current unleaded with ethanol I just got blank looks and an " I suppose so". So I didn`t buy it.
Ralph
I think those problems are more to do with poor quality aftermarket parts in the first place, not necessarily the fuel you are using. Ive had rubber fuel parts fall to bits, but that was an ongoing problem long before ethanol mixing was introduced. I'm i the trade so I know full well the issues of rubber component quality, and it goes a long way back.
I was going to say that none of our cars still has its original rubber fuel bits fitted, as no rubber component (including brake seal rubbers) could, or should last more than ten years at the very most, but thinking about it I think one of our Atlas's, and maybe our Herald 948 still have there rubber factory bits fitted.
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On 7/28/2022 at 9:30 AM, jocklow@aol.com said:
To revert to the E10 debate, I don't see any discussion of the fuel pump. The diaphram in the fuel pump must be elastic to oerate which probably means rubberised to some extent. Why isn't this the worst failure area? Can anyone reassure me that this is OK? Other than the fact that some people seem to have run cars on E10 in countries where they had to without problems?
I can replace with new any bits of rubber hose in my system and my SU's have metal floats and float valves. But I'm stuck with my fuel pump.
Jock
But I have done none of that (converted hoses, SU floats, pump diaphragm, etc, etc) on any of our Triumphs, As I mentioned above I only drive Triumphs, and so does the wife, and we only use E10 fuel, and to date no problems to report. I know its not a scientific report, but between us we do over 25,000 miles a year (give or take) in a variety of Triumphs (and the odd Standard).
Perhaps this is an issue for the high day, and holiday brigade, but its certainly not an issue for the everyday user.
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On 12/5/2022 at 11:01 AM, Gary F said:
It was for sale for a while at Sherwood Restorations in Southwell for a smidgen under £20K if I remember correctly.
The total sale price at Auction including commission was £23,625.00, so the winning bidder could have saved some money if they had purchased the car from the Dealer?
Gary
thread resurrection - Yes I remember talking to the proprietor of Sherwoods a few months before it went to auction. It had been on sale for ages (over a year?) with seemingly no serious takers. I started off by offering 16K for it, but he was adamant he wouldn't accept anything less than 18K for it. I left him to stew on it, and then I bought something else, and the Zest went off my radar temporarily.
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On 2/15/2023 at 12:58 PM, PGB BME said:
Surely the car isn’t CP1 anymore?
Surely anyone buying it would just be buying a TR5, the provenance has gone along with the original engine and the mods.
I don't see an engine change by the factory, at the factory (as this surely was) affecting any cars value. This cars replacement engine CP28E was in a batch of engines that seem to have been used by the factory as replacement units, and in other projects. We have CP26E, and CP29E here, one in a prototype 2.5PI Estate, and the other in one of Triumphs most successful rally cars.
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I wrote this about the Zest in a Blog in March 2007;
The yardstick for the value of Triumph one-offs is hard to quantify but recently several other important survivors have sold publicly so give us some sort of clue. Most recent was the TR Zest at auction, a beautiful totally unique one off, and in near concours condition, making a fairly modest £20K.
I went along to the auction, but I had set myself a budget of £18,000 so didn't come away with it (this time).
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15 hours ago, stuart said:
Revingtons have the RHD ones in stock.
Stuart.
They are made by a chap here in Coventry, he sometimes trade's them on Ebay.
It really is relatively easy, and quick to modify the LHD one, and if you are careful it should be indistinguishable from original RHD one.
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5 hours ago, Richard Pope said:
There is the steering column support to make too.
Spot weld drill the old LHD one off, and bend the legs the other way, and Fay Presto you have a RHD one.
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9 hours ago, Malbaby said:
Please confirm or otherwise...the actual length of the TR6 rack itself is the same length as the 2.5??
The rack body, and innards are the same, its only the bits that stick out at the ends (track rod end one end, and swivel ball the other) that are different, and need swapping from the LHD TR rack.
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13 hours ago, YRV said:
It was white with a factory hardtop when I had it but I see it is now red.
Shame, don't all Triumph sports cars eventually turn red?
I had a Magenta TR6 (CMB 918N) in the eighties. When I saw it again at a car show some time later after selling it, it too had morphed into a signal red example, how boring!
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On 7/12/2022 at 9:50 PM, peterallen said:
Goog evening folks,
Such a shame that whoever owns all these vehicles is happy to leave them to decay.
Pete.
People get old, ill, or pass away, priorities change.
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I once did one over a Saturday night to a imported Texas TR6 (best body I have ever seen on a TR!) for a mate/customer on a tight budget.
No new parts were used. The rack is the same as a RHD Vitesse, GT6, Triumph 2000/2.5 after swapping the ends over from the LHD TR6 rack.
The dash back panel was cut into three, the flanges knocked over, the sides reversed, and then welded back together.
Because he was in a rush to get in onto the road after the weekend (and he was tight!) we even cut the wooden dash into three, the center bit stays the same, and we flipped the ends as a a temporary fix.
Pedals were modified, by cutting, bending, and additional bit welded on for different clutch operation.
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On 7/7/2022 at 8:22 AM, BlueTR3A-5EKT said:
From John Kipping.
John Kipping?
John emigrated to New Zealand over twenty years ago!
No that's my gearbox (Canley Classics).
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On 7/5/2022 at 8:58 AM, Tom Chatterley- Cox said:
I'd say its very likely to be an ex-works box wit the steel adaptor plate. They're quite the rarity! The rest of the box looks completely correct for saloon, the top cover may have been changed though by the looks of it.
All the adaptor plates are aluminium A / J or D type as standard.Tom
See my identification of them above! They were built specifically for the 1970 World Cup Rally 2.5PI saloons.
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Picture above of one of the gearboxes currently out of the WC car for some work. I can't get at the other one currently to see its number, but it's less than twenty. I suspect there were only twenty odd built for the WC cars, one each for the five cars, and a couple of spares each for the rally itself.
I'm keeping the number of the 'misappropriated' one close to my chest should it ever come up for sale!
Overdrive value
in Social Scene
Posted
28% A type?