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matt george

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About matt george

  • Birthday 12/26/1985

Profile Information

  • Location
    Peterborough
  • Cars Owned:
    Triumph 2000, Triumph TR6.

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1,102 profile views
  1. It's self adhesive… you use a little roller to, well, roll it out properly flat once you've cut it to size/shape etc.
  2. I have Dynamat in my car and it does an excellent job of keeping the heat out, plus also Dynaliner to do the same for engine/transmission noise. The latter is quite thick, so I don't have any underlay below the carpets. Matt
  3. Guy, I have the same problem – Im 6ft 6 and genuinely can't drive a TR with a standard wheel. I've got a dished 13.5in Mountney and it solves the issue. The dish in particular helps. Matt
  4. Just checked and seen that the second Camb Followers meeting is now at the Three Horseshoes in Wistow. That must have moved relatively recently, as the pub has not long been reopened again. Matt
  5. George, Funny you should say that, as we are actually in Ramsey, so I know Pidley reasonably well, too. Been through there plenty of times on my way to TRGB. I used to go to the Camb Followers meets sporadically years ago, but to the Millstone in Barnack. I believe that meet has gone, particularly as the pub is now shut and its very existence yet to be decided. The car went back on the road in 2019 and I always meant to get to the CF meeting in Warboys as it's just down the road, but haven't made it as yet. Current situation not exactly helping, of course. Matt
  6. Regards pushrod length, when I rebuilt my ex-US engine, I retained the original pushrods, after cleaning them up with a knotted wheel to get them nice and shiny again. US-spec head (3.535in deck height) was replaced with a UK head (3.400in deck height) and the standard pushrods still fitted. Had no problems in 6000 miles. Also, when I replaced the 2-litre engine in my saloon with a 2500TC engine, head was skimmed down from 3.475in to 3.430in, and again the standard pushrods were retained. No issues after 50,000+ miles. Just my personal experience. Matt
  7. Chaps, I believe the factory cast iron TR6 manifold is known to flow quite well anyway. The factory cast iron manifold on the 2000/2500 range, not so much, which is why those models in particular benefit from an aftermarket 6-3-1 version. Matt
  8. Hi Paul, I restored an ex-US TR6 a couple of years ago. Engine was rebuilt including most of the modifications that you've mentioned, with excellent results. Block chemically dipped, then line bored for cam bearings. All the bottom end rotating parts were balanced, which allows for higher revs without encountering any issues. 218225 cylinder head, new valves, hardened seats, lightly skimmed to give a compression ratio of 10.1:1. Piper Yellow cam, twin SU HS6 (BCH needles) on a long branch inlet manifold. 6-2-1 exhaust manifold and 2.25in Phoenix straight through exhaust system. I know the
  9. I have both a TR6 and a 2000 saloon. On the saloon, the drain plug has to be on the side, as the front crossmember is very tight to the front of the sump and would not allow for access to a plug there. Whereas the TR6 has the plug at the front, as did my previous TR. But access is easy at both the front and side of the sump on the TR, so both types of sumps will work, whereas the saloon can only use a side plug sump. I can only assume some TRs have had a sump swap over the years. Matt
  10. I have the kit from TRGB, which picks up off the original Armstrong mounting holes on the chassis. Matt https://www.trgb.co.uk/products/telescopic-rear-shock-absorber-conversion-brackets-tr4a-6?_pos=2&_sid=65da82424&_ss=r
  11. I can concur with Tom that carbs are fine at altitude. I've done numerous European trips involving various mountain passes in my 2500 saloon and TR6, both running on humble twin SU HS6s. Whereas they are still pulling quite happily all the way to the top, friend's with PI-equipped cars are beginning to struggle, literally gasping for air! Matt
  12. As has been alluded to, if I had the budget available for a set of Webers, I'd go for an EFI conversion. But each to their own. My budget was tight, so my own ex-US '6 ended up with a pair of HS6s on a long branch inlet manifold, plus a skimmed head, hotter cam, 6-2-1 exhaust manifold and 2.25in straight through exhaust system. Very happy with the resulting performance given how (relatively) little it cost me to gather the components Matt
  13. My ex-US TR6 is on twin SUs and has various mechanical upgrades, with a compression ration of 9.8:1. It runs fine on any grade of fuel, never had any pinking. As an aside for the OP, getting the ex-US head skimmed down to a suitable height to achieve much higher compression will be very expensive – around £300-400 at a rough guess. So I bought a UK spec cylinder head instead and built that up. If you haven't selected a machine shop yet, Ivor Searle near Ely is very good. Matt
  14. I did the same – filled in the V55/5, sent it off and received a V5 relatively quickly. Was in the middle of restoring the car, but that shouldn't make any odds. Seems like it depends on who picks up your application at DVLA and their interpretation of the requirements. Did someone come and inspect your car, Jon? Matt
  15. Hi Jon, You have a PM. Cheers, Matt
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