Club Triumph

2008 – Laser Check

Tarmac arches had been fitted to compliment the lower ride height, and the trailing arms from the axle to the body had been re-located (and pickup points strengthened) in an effort to get them level when the new suspension was fitted.

After all the suspension mods are complete a specialist acquaintance with laser equipment was employed to check the geometry of the shell and set up the front wheels for toe-in plus the check castor/camber as we has no knowledge how accurate the shell was, we were also in unknown territory with settings for the latest Michelin slick tyres.

The good news was the shell was very straight and true, all the original geometry was spot on, good old Triumph eh!

Great thread, keep it going. Waiting in anticipation

2008 – A day at Croft

A new Holly 650 double pumper (Racing) carb is purchased to sit on top of Edelbrock inlet manifold. A new Wilwood Brake-Bias pedal box was mounted in the cabin to give a better balance to the braking system and the standard brake fluid was drained out and replaced with high temperature Willwood 600Plus fluid.

We go to Croft and have one of our best days ever, the car runs great. (The car is so low now we have to drive it up ramps just to get the jack under)

https://www.youtube.com/watch?feature=player_detailpage&v=JZBYrEMFX2g#t=222

Mega looking car, looks great filling out the arches and on it's Belly in race mode.

Did you guys cut the 1/4's and modify the tubs behind the arches?

Quoted from Benzo

Mega looking car, looks great filling out the arches and on it's Belly in race mode.

Did you guys cut the 1/4's and modify the tubs behind the arches?

That indeed is pretty low. and pretty efficient in the corners judging from the piccies.

Reminds me of the original set up for my Sprint powered FHC many years ago.
But it turned out to be to low for the roads over here  

Steve that is looking great, does she sound good also?

Quoted from Sheepy

Steve that is looking great, does she sound good also?

Yes defenately does!  

Don't know how I overlooked that link,(and  then all the other videos linked to that)
Cheers

2008 – Cadwell Park, On Track

Usually most track-day drivers are considerate and display good manners however on this day we get a driver who overtakes very late into a corner and gives us a slight moment, our driver was in fifth gear at just over 100mph heading into Charlies bend, and another driver in his expensive sports car who doesn’t like being overtaken (especially by a 25 year old Triumph TR7) even though he has been caught up quite comprehensively, all you can do is pit, let them go and have another run later.

https://www.youtube.com/watch?v=40kQ2vJZOYo&feature=player_detailpage#t=1

Nice work

2008 – Aero Front

For a while the car ran an experimental aero front end and we toyed with the idea of fitting a rear diffusor in an attempt to gain grip. It attracted some interest and someone actually offered to buy the aero mould!

We are still experiencing oil surge even with the bigger capacity sump.

Still a 3.9 V8, Big valve heads, Holly 650, LT77 and 3.45 diff with Quaife LSD

2009 – The 4.6 Engine

An opportunity to buy a brand new 4.6 short motor from RPI came up and funds were found to buy it, a duplex timing chain and a set of Crane anti-bleed hydraulic followers were added along with all the shiny bits from the 3.9 motor.  A slightly larger alloy fuel tank was fitted in the belief the 4.6 would consume more fuel than the 3.9 however this turned out to be untrue, the 4.6 did slightly better on fuel consumption even though it had more torque and power. The new fuel tank was re-located over the axle further forwards than the previous tank.

This new motor deserves an improved lubrication system and we cannot fit the old sump, we have to come up with a solution!

Soon to be a 4.6 V8, Big valve heads, Holly 650, LT77 and 3.45 diff with Quaife LSD

2009 – New Sump

Before any outings with the new 4.6 engine I approached a specialist fabrication engineer with lots of knowledge on the TR7V8 to make us a new big capacity sump, we had to get the oil surge under control now with this new engine. Our existing sump proved to be useless to re-use, as when it was cleaned up it revealed just how thin it was due to erosion and wear on the outside, many small pin holes appeared so we binned it.

If the existing sump held in the region of 4.5 litres of oil, take away oil circulating the engine at 5000+ rpm plus what’s in the oil filter and we estimate there is probably only 2.0 litres getting back to the sump at any one time, come to a long corner and most of that 2.0 litres shoots up the side of the sump and away from the pickup pipe.

He suggested something that hadn’t been tried before, it would be the very first one to be fitted on a TR7V8 anywhere. We were to use the Range Rover pressing EER 4633, the sump is designed to be fitted without a gasket and we fitted it using by running a small bead of Gastite Silicone Gasket from a cartridge applied via a skeleton gun. The pressing was cut to suit the steering rack, wings were added to get the capacity up to 6 litres, plus 3 trap doors were fabricated inside and further baffles to control the oil flow and ability to pick oil up when cornering.

I also asked if he could construct a bespoke windage tray as without one the oil would be blown all over the place as it tried the enter the oil trap, he suggested a three-quarter length tray because the steering rack made it impossible to make a full length tray with the engine in its current standard position.  He also incorporated oil scrapers on the tray, these scrapers when setup would pull oil build-up off the rotating mass, and has, since we received ours, been dyno tested and shown to release 5 bhp (every little helps)

Soon to be a 4.6 V8, 6ltr high capacity trapdoor/baffled sump, Big valve heads, Holly 650, LT77 and 3.45 diff with Quaife LSD

You did quite a nice job on the preparation of that car.

2009 – Fitting the new sump bits

The 3.9 engine is taken out again to swap over to the 4.6 (I’m thinking of inventing Velcro engine mounts) we fit the new windage tray and 6 litre high capacity sump.

The following link is a video of the first run in tarmac trim with the 4.6 V8

http://www.youtube.com/watch?feature=player_detailpage&v=BZgCK0h4HjM#t=13

Now a 4.6 V8, 6ltr high capacity trapdoor/baffled sump, Big valve heads, Holly 650, LT77 and 3.45 diff with Quaife LSD

2009 – Taking it Easy

We take the newly fitted 4.6 car to Oulton Park with a view to taking it easy first few runs (like you do) the plan is to build up the mileage on the new engine throughout the day so we set the rev limiter down to 5200rpm, however the engine was performing really well (I mean really well) and the pilot had other ideas as he approached a Porsche on only his second outing of the day. Even short shifting it made short work of the German sports cars. We lifted the limit to 5800rpm for the afternoon and all ran well, the performance is better than we ever hoped for. However now with extra torque and power you can get wheel spin exiting the corners even in high gears, it doesn’t upset the balance of the car, buts begs the question, should we be looking at better slicks for more grip?

As I mentioned earlier on somewhere, that if you make changes to one thing, it has a knock-on effect on something else which you then want to improve………….it mainly consists of never-ending spending!

https://www.youtube.com/watch?v=GIfe6yXk_o4&feature=player_detailpage#t=1

4.6 V8, 6ltr high capacity trapdoor/baffled sump, big valve heads, Holly 650, LT77 and 3.45 diff with Quaife LSD

2009 – Hubs

Still looking to lighten the car and further increase handling we had a pair of alloy hubs made up by our local engineering firm, this would also reduce the un-sprung weight.

What oil pump did you use.

just done oil change and filter then did a track day went very well again.

Adder electric water pump to aid cooling when car is stood in the pits and adjustable stat for electric fan.

Quoted from stevieb

2009 – Hubs

Still looking to lighten the car and further increase handling we had a pair of alloy hubs made up by our local engineering firm, this would also reduce the un-sprung weight.