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InfinityJon

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Hi,

Just about to take delivery of a US spec with overdrive TR6 1976 with 58K on the clock. My question is knowing how down powered the engine is, What are my options to putting the fun back in the engine?

Happy to have double/triple carbs or convert to PI.  What are my options, what are the associated costs and can I get it back or beyond the magic 150 BHP.  

Who is good to talk to?

Other options are an engine swap.

Any help

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Hi,

Cam swap, head change/work, pair SU's/set Weber's/injection, extractor manifold will see you back on track

Cam & followers around £300 (for new cam not re-profiled)

Pair SU's with manifold, linkage etc £1200 (new/recon)

Triple weber set up £1500

Convert to injection £2000

Head work £600

Exhaust manifold £400

Plus fitting ........ Parts prices ish :)  & + VAT 

 

Tom

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Rare beasts superchargers. Had almost given up hope before I found mine !

Good fun to have though. :D

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2 hours ago, Tom Boyd said:

Hi,

Cam swap, head change/work, set Webers, extractor manifold will see you back on track

Cam & followers around £300 (for new cam not re-profiled)

Triple weber set up £1500

Head work £600

Exhaust manifold £400

Plus fitting ........ Parts prices ish :)  & + VAT 

 

Tom

Above recipe [ edited for simplicity ^_^ ] the way to go hands down. Unmatched reliability while preserving vintage cachet, all the "150 " P.I. performance and more.

Been running this on my '250s since '96 and over 130,000 trouble free, blissful miles. TR5/6 nirvana!

Nada lotta money, really.

 

Cheers,

Tom ( also! )

 

 

TR PICTURES 003.jpg

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On ‎11‎/‎5‎/‎2018 at 6:18 PM, Tom Boyd said:

Hi,

Cam swap, head change/work, pair SU's/set Weber's/injection, extractor manifold will see you back on track

Cam & followers around £300 (for new cam not re-profiled)

Pair SU's with manifold, linkage etc £1200 (new/recon)

Triple weber set up £1500

Convert to injection £2000

Head work £600

Exhaust manifold £400

Plus fitting ........ Parts prices ish :)  & + VAT 

 

Tom

The above list would cover a good power increase but please remember that the original CP PI's were never 150 BHP more like 135 to 137 BHP .Year's ago I watched a CP car on a rolling road being tested and the owner was very upset that his car was 15 BHP short of 150! If it was me I would go for the triple Weber or triple SU set up. But I do not know what the power difference is between the two, others on this forum can probably tell us. Lastly I would also go for a lighten & fully balanced bottom end, this is based on my own experience of my own car. Triumph engines are known to be, not very good in this area.

Bruce.

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Agreed regarding the balancing & a lightened flywheel if the engine is being fully stripped & out the car.

If you start with a bare block, get it line bored & fit cam bearings. Bigger bore will help with the grunt.

BHP figures are great for the pub but it's the torque that matters

Tom

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Anything below 150 BHP can be done with a new cam and tuned head. Even Carburators can get up there.

Anything beyond 150 BHP costs. Block bored to 2.7L, 290-300 Cam, CR 10:1, Head Modified and ideally EFI.

It just back to basics, what is it what you want and to spend. Cruising, Fast Road, Race....All mods start with the engine.

Just answer this: Which car ist faster?

Car A: 200 BHP and 100 Nm

Car B: 100 BHP and 200 Nm

Jochem

Edited by JochemsTR

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Jochem

I like option b) its what I have in my 3A :D...at the rear wheels as recently set up on Revington RR

image.png.179aa8542aa01852af2ccfd420b480ef.png

Iain

Edited by iain

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Ideal for supercharging as it is. But Moss discontinued the kit for the 6. However the blower itself, an Eaton M62, is easily availablle and cheap s/hand. Bulding it onto the engine needs pulleys, brackets and ducting and a 2"SU. No TR specialist as far as I know does this. But well within capabilities of a modest engineering workshop .

Peter

 

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4 hours ago, Tom Boyd said:

Agreed regarding the balancing & a lightened flywheel if the engine is being fully stripped & out the car.

If you start with a bare block, get it line bored & fit cam bearings. Bigger bore will help with the grunt.

BHP figures are great for the pub but it's the torque that matters

Tom

Horsepower is how fast you hit the tree, Torque is how far you moved the tree.:wacko:

Stuart.

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Or similarly as someone recently said to me:

"Don’t they say that you sell a car bragging horsepower but drive it on torque ?"

Cheers Rich

 

 

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Makes me happy.. superchargers specialise in torque. 

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5 minutes ago, Tim D. said:

Makes me happy.. superchargers specialise in torque. 

Me too. Like having a couple of extra cylinders.

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On ‎11‎/‎5‎/‎2018 at 9:18 PM, Tom Fremont said:

Above recipe [ edited for simplicity ^_^ ] the way to go hands down. Unmatched reliability while preserving vintage cachet, all the "150 " P.I. performance and more.

Been running this on my '250s since '96 and over 130,000 trouble free, blissful miles. TR5/6 nirvana!

Nada lotta money, really.

 

Cheers,

Tom ( also! )

 

 

TR PICTURES 003.jpg

Tom,

How on earth do you manage to keep that engine bay so cleeeeeeean? do you take it to bed at night?

I take my hat off to you.

Dave McD

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Thanks, Dave - that's the show car which only gets 500-600 miles per year ( up to 6000 now ).

The driver's is a bit gnarly by comparison ( below ) but gets 5000+ miles / year ( 74K since its makeover in '96 by the previous owner ). It's got triple Webers too but only the humble CP cam so circa 150 BHP on a good day.

 

Cheers,

Tom

AUSTR5-JUNE06 002.jpg

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I see you have a choke cable Tom . Do you ever use it .  Never connected it to mine  , just a few pumps of the throttle  and it starts fine.

chris

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Had twin Webbers on my first spitifire and my lotus Elan and they are fun. Good noise, but hard to optimise for that last 5%. Mind you... Most things are. 

Tim

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On 11/7/2018 at 3:17 PM, Peter Cobbold said:

Ideal for supercharging as it is. But Moss discontinued the kit for the 6. However the blower itself, an Eaton M62, is easily availablle and cheap s/hand. Bulding it onto the engine needs pulleys, brackets and ducting and a 2"SU. No TR specialist as far as I know does this. But well within capabilities of a modest engineering workshop .

Peter

 

Is this the same supercharger that’s on a merc slk  230? Think this may be the way to go. 

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6 hours ago, InfinityJon said:

Is this the same supercharger that’s on a merc slk  230? Think this may be the way to go. 

I have a 1998 SLK fitted with an Eaton M62- one of the early ones with a supercharger clutch. Didn't know this was the blower Moss used.

I can highly recommend the M62 as a bit of kit, tough, reliable for over at least 100,000miles and you can get things like lube replacement kits, rebuild kits and various pulleys.

There's a lot about the M62  supercharger on this forum:

https://www.benzworld.org/forums/r170-slk-class/https://www.benzworld.org/forums/r170-slk-class/

Edited by Mike C

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All this talk of superchargers got me thinking if anyone has fitted a Turbo with a modern ecu and EFI. Whats the max boost the std internals can take and how much torque will the drive line handle reliably. Anyway before you do anything over stock I be thinking about upgrading the brakes and suspension.

M62 widely used in MX5 world as the motors were designed for the 323 Turbo so will take boost well. Cosworth did a kit (Moss) by lots of DIY creations using the M62 

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Ok. Going to go for a M62 setup. 

That was easy..... right who do I speak to to get a plan of action?  I can make most of the components and rebuild what’s necessary but don’t know much about the nitty gritty of conversions. 

The car is a CF us spec carb 1976 model. It has OD and has only 58k on the clock. It’s all coming out and will be rebuilt.

Has anyone got a link to a person who has put a S/C on a carb model TR6  I can message. 

Cheers. 

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16 minutes ago, Mike C said:

But there's a lot of supercharging expertise amongst the members of this forum.

 

Unfortunately one of the main chaps has gone to sideways. I’m thinking of PeterC. 

But there is soooo much knowledge here someone will be along shortly to help. 

H

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