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John McCormack

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Everything posted by John McCormack

  1. My 1970 CP PI didn't like traffic and I live near central Sydney, so it is a daily driving hazard. I eventually solved it by fitting a new electronic ignition system (the old one had poor wiring) and increased the timing to 15 deg BTDC at 700rpm idle. I can now idle all day and my fuel consumption improved for about 20mpg to 27mpg on a mainly country drive.
  2. Beat me to it. It is very important to have the right washers in that fitting.
  3. No Stuart, I haven't missed the point. This is my personal view and I understand others will have different views. TS2 is not a daily driver car nor a sideshow ride. TS2 is the classic, a very special car, arguably the most desirable TR2 because of what it is. Most TR enthusiasts can drive a steering box car for the time that anybody will drive TS2. It isn't as if they must live with it as a daily driver. At least it can be returned to its original state in the future.
  4. In my daily driver TR2 I have the Revington steering box top and the phosphor bronze bushes to replace the silent bloc ones. We have a few members who didn't go r&p after driving my car. The steering is truly very good. As noted above, keep the car moving at parking speeds and you won't have a problem. I have arthritis in both hands and I don't get any pain from the TRs steering, and I cover a lot of miles using it for everything. I am not against people modifying their cars to suit their needs. But I am very much disappointed when original cars of significance are modified away from
  5. I find that disappointing. The classic RHD TR2 and it has major modifications from original. I suppose it has MX5 seats, disc brakes and electronic ignition too. Yep, disappointed.
  6. Not a very smart example of what I expected to be a very sound restoration. I must admit to being disappointed in the quality of the restoration on an epic TR2.
  7. A TR2 owning mate and I drove down to Goulburn yesterday (very chilly drive down in the morning) and met with John Sendall to reunite him with the TR2 he owned from 1955 until 1962. The TR is running beautifully, and I had given it a wipe over and washed the wheels properly. John was absolutely delighted, thrilled at being with the car he had cherished as a young bloke. We had morning tea with he and his family, took photos of the car, talked cars and John and I took the TR for a very spirited drive on country roads near his place. He just loved it. John has been a car nut since
  8. yYes. Different gearboxes have different gearing for the speedo drive.
  9. Assuming the clutch isn't slipping because that would be obvious in this situation. Check your tacho. You have a 3.7 diff so in 4th you should do very close to 20mph per 1,000rpm. It can depend a bit on your tyre profile but only by up to 1mph per thousand. 3,000rpm doing 48mph the engine would have been howling.
  10. I'd suspect a gauge problem. See if your local garage can put a calibrated gauge in the side of the block to see what it reads. The relief valve won't cause this problem as it is closed except to relieve high pressure.
  11. I just had a look at their website. That looks like a neat mod, similar to the ones on my TR6.
  12. This morning I rang the only person with the surname in the book who lives in the area where the car was sold new. A man answered the phone and I told him that I owned an old British sportscar and before I said anything else he said "a green Triumph TR2 with the hole in the front". I have found the 1st owner of my TR2. We chatted for a while and I will drive down this week and reunite him with the car he owned from 1955 until the early 60s when he traded it on a Peugeot 403. He didn't race it on the track but used it in hill climbs, rallies and gymkhanas. Pretty chuffed at how this has gon
  13. They weren't well made to be honest. The survivors are generally far far better now than when they were built. The only of the service items still relevant is the overdrive. I have done near 200,000 miles in 46 1/2 years and the overdrive has not been touched, the mods they did seem to have worked. The car still has the overdrive on 3rd although it seems it never got to 2nd. The head has been changed a few times in my ownership and before and the rear axle was replaced with a Girling one before I bought the car. I have a couple of leads to chase up next week. I'm hoping there is
  14. They were acquired by a TSOA club member who sold them to me. I picked the documents up in the car so he could take photos and is now drafting an article for his club magazine. I've explained it better in my original post.
  15. This isn't really technical but I expect many will find it of interest. A noted Australian Triumph man here in Sydney emailed me last week to see if the TR Register Australia (I'm the current President) would be interested in buying some paperwork for a sidescreen TR that he had been notified about. Included was an original purchase record and TSOA handbook for the car. He attached a few photos but I said yes before I opened the links. He then acquired the documents. A bit later that night I opened the links and beyond belief, the documents were for my daily driver BRG TR2. What are
  16. The rear shock brackets were strengthened I think with the Z28 chassis.
  17. Z12, a very early chassis. Both my TR2s have the piece in question. Z24 chassis numbers from memory.
  18. Just a part of the standard TR chassis.
  19. Unfortunately, these businesses don't deliver to Australia, and I can't find a distributor down here.
  20. I used detergent concentrate in warm water. The cleaner had an 8 minute timer limit but after five or so cycles the carbies were clean, not shiny. As they had been in a shed for over 50 years and covered in layers of grime I'm pretty happy with it. I'll buy one of the carbie concentrates and do them again. I now need new shafts and a carbie kit.
  21. There are some very experienced sidescreen drivers who reckon 1 degree toe out improves the steering markedly.
  22. Late last year I rebuilt a 2500 box with J type overdrive which is intended for my TR6. I bought it on ebay with a knackered layshaft and associated gear damage. I dismantled it, assessed what needed replacing with some help from experts, acquired the bits and assembled it using the Buckeye guides. I had trouble getting the mainshaft into the centre bearing, it was a very tight fit, but with the help of another Register member finished the assembly. We tested it on a test bed and it seems to be fine. It doesn't leak any oil which is a good sign. One day I'll fit it into a c
  23. My gearbox packed up in the mid 1990s. The people who overhauled it said a contributing factor was that it had been filled with hypoid EP90 diff oil. I'd had the car serviced for a few years by a local garage when I was based on a Navy base with nowhere to work on the car myself. I'm not too knowledgeable on oils and their qualities but, on the recommendation of those who do know, I now use a GL4 oil (Castrol VMX80) and previously a Castrol 25-50 engine oil. No problems with the box or overdrive since that overhaul way back in 1995, and well over 100,000 miles.
  24. Thank you all. I'm going to buy an ultrasonic cleaner, I expect with two TR2s and a TR6 (plus another car if I can find the right Mk1Sprite) there will be more of this type of cleaning in the future.
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