Hi Listers, thought I would share a little Triumph nostalgia with
you, when I was racing in Tennessee, John (the author of below) was
racing in Canada, we met at Moffett Field where he was a Canadian
exchange officer an ex-Argus pilot which explains the Argus
reference. Brings back many great memories to me.
>
>Of course, our world's best TR-4A, has an overdrive transmission, and a 4.88
>rear end (very rare). That is why we could beat most V-8's in hillclimbs,
>and outaccelerate most Corvettes out of corners on tight tracks.
>Unfortunately, the overdrive transmission is damaged, and despite some
>expensive repairs, is not now as good as new.
>
>All of my Triumphs had the 2.2 liter cylinder and piston kits. The TR-4 is
>bored 60 thousand over as allowed by SCCA regulations. However, the real
>power comes from the camshaft timing and the fact that the head was planed to
>increase the compression ratio to approximately 13.5 to 1. I could find
>nothing in the regulations that prohibited me from using 115/145 Argus
>aviation avagas in my Triumph. The factory BMW B class sedan guys were
>always dismayed by the horsepower that we were producing. However, I could
>not keep up with the 3 liter, 300 horsepower, 280Z's in C class, where I was
>frequently forced to race. D Production and B Sedan was no problem, but C
>Production was an entirely different class of cars. In addition to having
>over twice the horsepower, the Datsun's could run 11" rims while I was stuck
>with 6." There is only so much that driving skill and stupity can overcome.
>
>If you can find good overdrive transmissions, buy two. They are hard to
>find. The problem is that you cannot convert a non-overdrive transmission to
>an overdrive transmission simply by adding the overdrive box. The rear of
>the overdrive transmission casing is different from the non-overdrive, as far
>as I know. Also, the tailshaft, inside the transmission, is much longer on
>the overdrive transmission so that it can extend back into the overdrive box.
> It is this tailshaft that is partially damaged on my transmission. It
>works, but I do not believe that it would stand up to the requirements of
>racing.
>
>I have a couple of old overdrive boxes that I have saved for parts, but I do
>not have any spare transmissions to couple them to. I think I have an old
>standard transmission somewhere.
>
>There is no reason why you, as an honorary policeman should have any need to
>drive your personal toy anywhere near the 4th gear redline. If 100+ MPH is
>just too slow for you, you might consider a different rear-end ratio. This
>could increase your top speed but would reduce acceleration. I always chose
>to go the other way with my Triumphs, as that old long stroke water-pump
>engine's forte was never high RPM's anyway. All it ever had going for it was
>torque.
>
>It sounds like your engine is strong and if you can pull redline in 4th, you
>should have pretty good acceleration for an old TR. I would caution you on
>taking that engine to redline on a regular basis, in any gear. Remember,
>this is not one of your modern Japanese engines, this is an early 1930's
>water-pump engine. Even with a fully balanced and race prepared engine, I
>had my electronic rev-limiter set at 5900 RPM. The engine is very long
>stroked and there is only 3 main bearings, so there is a lot of crankshaft
>flexing. I would not recommend using over 4000 RPM on a regular basis with a
>stock engine. As I said before, you don't get much more power up there with
>this engine. It's main strength is low and midrange RPM torque.
>
>Thanks again for the great picture. It is wonderful that you are able to
>enjoy your retirement. We want to get out and see your place, car and
>everything. When we win the lottery, we will make you jealous with our
>stable of antique Ferrari's, Cobra's, Mercedes, and racing Corvettes!
>
>Cheers!
>
>John & Carolynn
--
Bill Pugh
aka Wily
1957 TR-3
aka Casper
TS16765L
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