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John McCormack

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About John McCormack

  • Birthday 10/20/1953

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  • Location
    Sydney Australia
  • Cars Owned:
    Short door TR2 daily driver owned since 1976 and a TR6 daily driver owned since 2016. I have completed restoration of my long door TR2 acquired in Jan 2017 so now have three driving TRs. The S&S34 has sold (with much sadness) but it does give more time for the cars.

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  1. When the engine is hot the oil pressure should not be enough to cause the pressure valve to open. Oil pressure will be a function of pump output and the wastage in the engine. I fitted a new oil pump a few months ago. Before the new pump oil pressure was 65-75 hot above 2000rpm and 25-30 at idle. It is now 30-35 at idle and 75 psi above 2000rpm. When cold the oil pressure is about 80 which must be the valve opening point as it doesn't vary much above about 1000rpm. This oil pressure might seem a bit high but not much, I suspect the gauge reads 5 psi high.
  2. Vegemite is a critical food. The most important food group for Australians. On holiday in 2018 in Rome I got the craving, I must have Vegemite on toast for breakfast. I must. Google it. A shop a couple of kms away say they have it. My wife and I walk over and there it was, a very small jar of Vegemite. About $4 in Australia, about 2.4 euro. The sticker said 8 euro. Breakfast the next day was fantastic. Worth every euro!
  3. Mate, I feel for you. I've done a couple of body off restos on TR2s, the TR5 would be a another level of work. Hopefully it can be straightened in situ.
  4. I sincerely hope that they are economically repairable by your insurance. A very sad and distressing experience.
  5. Have you got a four wheel wheel alignment. All the mods might have been done to get the alignment right. I use at least 30 psi in modern tyres. The thin sidewalls flex if the pressure is too low. Ask a tyre centre and they will inflate them to 36 psi. I wouldn't change anything until you have the alignment measurements and try higher tyre pressures.
  6. Can be an issue on the TR2 with Lockheed hydraulics. The pipes come out of the back of the m/c and go up into a loop, creating an air bubble trap. But it is the 6 I found the biggest pain.
  7. I suspect it is just bleeding. For some reason I have found an initial bleed frustratingly difficult on the TR6. Once it is done it isn't a problem but that first one to get all the air out is a pain.
  8. My recently fitted bar has had the same effect. PITA.
  9. I have 3 TRs (two TR2s and a 6) and use all of them regularly. My BRG TR2 is a daily driver around inner west Sydney and much further afield. The young people love them all, especially the BRG 2 when it has aero screens fitted, and show great interest. Many of the younger people I meet in my current role are definitely looking for something different from the accountant produced modern cars. Try and tell the difference between a Hyundai and BMW from 30 metres away. The attraction of these cars will drift from those who were 'around in the day', to those who yearn for something diffe
  10. A few years ago we here down under were looking at the age demographic of our members and concerned about the future. At the time we couldn't see a solution to this issue, or even if a solution was required. Over the past couple of years our full financial membership has swelled from about 300 to about 350. Many of the new members/owners are younger. Interestingly, a few of us found Facebook very valuable. We found owners who were in various classic car groups who didn't know of the Register. Things are looking much brighter.
  11. As noted it is a bit more work to do this on a TR2/3 with Lockheed brakes. As an alternative I rigged up a switch under the dashboard directly onto the brake pedal. A small piece of timber araldited into position and a bit of glue and a length of wire.
  12. Sold for $57,000 plus commission, about $60,000 all up. Approx 30,000pds. A seemingly high price for a car in that condition but not altogether unexpected. We have a TR Register brochure with the car and hopefully the new proud owner will contact us and join. We have some of the car's history which will be valuable with the car.
  13. +1. But before you get too involved with the timing there are prior things to do if not already done. If it hasn't been done a compression check is in order. Assuming that is OK start the tune with making sure the tappets are set correctly. If the engine isn't breathing properly everything else will be out. Then check plugs gaps and condition. If the plugs, leads, distributor cap and rotor button are of unknown condition fit new ones. Then balance the carbies. Once balanced set the mixtures, I set mine a tad rich at idle to avoid being too lean at speed. After all
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