[TR] [Fot] Undetuning and restoration of a TR250

[Chuck Arnold and/or Kathleen Kelley]

Do not know how many other answers you got.

To get that HP at the wheels I figure you:
1. Port the head for good flow
2. Get a three angle or radiused valve grind
3, Shave the head to about 3.3 inches thich
4. Get an S2 grind cam [or a Kent D9] [Goodparts or TSI or Integral Cams]
5. Get a good quality header [see the comparison of two that I had/have at:

https://plus.google.com/u/0/photos?tab=wq#photos/103241823961257430252/albums/5036637093474271777/5036638034072109730
  I liked the Racestorations one better, but it is more expensive and takes
longer to get.  Current car has a Pacesetter and it works fine.
6.  Not sure what carbs you have, but I know yoy can get 3/4" Strombergs
that flwo jsut fine and are adjustable.
7. Get an electric fuel pump and a good pressure gauge -- at sustained WOT
[race track] I could not get enough fuel with the stock setup once I had
the ported head and free flow exhaust.
8. Get as free flowing a muffler as you can within the limits of the sound
you can endure.
9.  Roller rockers do not help performance, but do add some measure of
"uptime".

Hope that helps -- I have several "Albums" at that Picasa web site
regarding the three hot TR6's I have owned.  Sold the white, had the green
[TR250 turned into TR5] stolen from my race trailer; current race the blue
and white one.

Chuck


On Sun, Jan 8, 2012 at 10:24 AM, Larry Young <cartravel at pobox.com> wrote:

> Over the past couple of months, I have finally gotten started on the
> restoration of my TR250.  I have had this car since it was new.  It is very
> nearly in original condition, because I never had the money to modify it
> back when I wanted to.  Since I plan to keep it fairly original, the FoT is
> probably the wrong group to be talking to.  So, where do the 6 cylinder
> guys hang out?
>
> '68 was the first year the emission laws started to take their toll on
> performance, as evidenced by the TR5 vs TR250.  I would like to make it
> perform better, while keeping a stock looking engine appearance.  I'm
> thinking along the lines of the 125 mph car that Kas did for publicity back
> in the day.  My thoughts at this point are to increase the compression to
> the limits imposed by pump gas.  Change to a longer duration cam, i.e. more
> like the early PI cam.  I'm not sure how to tune the nonadjustable carbs
> when the engine is modified. I was also thinking about getting rid of the
> wacky ignition retard, but continuing to use the vacuum advance.  Does
> anyone have any suggestions on how I can accomplish my goal within the
> limits I've imposed?
>
> I have an old Cam Doctor that I have used to look at several TR3/4 cams.
>  I have a fairly popular webpage on those cams at
> www.TildenTechnologies.com. .As part of this effort, I'd like to do some
> research and a similar page for 6 cylinder cams. Does anyone have an early
> PI cam that I could borrow to analyze for this effort?  Or, perhaps other
> street performance cams?
> Thanks,
> Larry Young
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-- 
Chuck Arnold and Kathleen Kelley