Club Triumph

Quoted from jango

What oil pump did you use.

We didn't use the front cover from the 3.9 engine when the 4.6 was assembled as at showed too much wear, instead we sourced a replacement cover in good condition and used new oil pump parts. Have you fitted a separate oil pressure gauge, I am interested to see what pressure it makes.


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

Quoted from BiTurbo228

How much did those cost? I was looking at alloy hubs for my Spit6 from Canleys, but if it's significantly cheaper to get your own made I might get them.

Quoted from stevieb

[quote=666]What oil pump did you use.

We didn't use the front cover from the 3.9 engine when the 4.6 was assembled as at showed too much wear, instead we sourced a replacement cover in good condition and used new oil pump parts. Have you fitted a separate oil pressure gauge, I am interested to see what pressure it makes.


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

We used the Anderson socket to connect an additional power supply between runs and left the fan running, are you using this for both fan and water pump?

Not fitted oil gauge yet, next job
water pump and fan running off your small battery buts its not lasting need to add extra power when in pits like you did.

was the oil pump standard or uprated item?


Not fitted oil gauge yet, next job
water pump and fan running off your small battery buts its not lasting need to add extra power when in pits like you did.

was the oil pump standard or uprated item?

[quote=666]What oil pump did you use.

was the oil pump standard or uprated item?


I think it was the standard item, we would have liked to have fitted an interim front cover with the uprated pump

http://www.v8tuner.co.uk/product.php?id=421

2009 – Housing

I decide to replace the speedo housing which was made in steel (Mk1) for a new replacement (Mk2) this time made from aluminium. It’s not much but I just like improving things.

2009 – Running out of Brakes

The increase in power and a higher rev range from the new 4.6 engine gave the TR more speed, we now had to increase the braking as the original setup just cannot cope. A new pair of Wilwood callipers were fitted up front along with new pair of vented discs up front and solid discs at the rear, new Wilwood competition disc pads were also fitted. In order to fit the callipers we had to turn to our local engineering friend again, I designed and did a scale layout of brackets to mount the Wilwood’s to the struts, and he made them for us.

2009 – Back to Cadwell

We had a day at Cadwell Park in July 2009, what a superb circuit. I would say that if ever you get a chance to drive Cadwell then take that chance and you won’t be disappointed, we always enjoy a visit to Cadwell.

2010 – New Clutch

An early outing in 2010 revealed a problem we hadn’t had before, the old clutch couldn’t handle the power/torque from the new 4.6 engine so we invested in a new clutch assembly capable of handling up to 300bhp.

Out on track again, now with the new clutch, we were amazed was just how much grip we got from the Michelin slicks in the rain (if you could keep some heat in them). At Silverstone it was possible to drive around the 4x4 Subaru’s and the like where you think they would excel in such conditions.

https://www.youtube.com/watch?v=bbiXIYvIpf8&feature=player_detailpage#t=1

The pits were amazing, size wise that is, up until now the biggest thing we had ever had was just a normal garage size, this was like being in a hanger, they were huge.

Nice video  

Great thread.  

Quoted from smithy

Great thread.  

Quoted from smithy

...  "Hmmm, I must get one of those wedges!"
Then it wears off, obviously. Maybe one of these days.....

[quote=1192]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



Fabrication Info

Peter Mulberry fabricates all manner of items for many cars and can be found at http://www.mulfab.co.uk/

Peter has competed himself on both motorbikes and in cars, he has run other competitors in various cars and championships, he worked out of John Eales premises for a time, he also had a spell working for the WRC Ralliant Mitsubishi rally team. He started his own company Mulberry Fabrications and fabricates parts for Morgans as well as many others items. When I met him, one of the cars he was working on was for Bert Smeets, the ex Janspeed Turbo TR7V8, as well as a TR7V8 for John Eales.

Peter has a wealth of experience and knows exactly what works, I found him very easy to approach and get along with.

2010 – Propshaft problems

Another outing and the standard propshaft cries enough (it came with the car and has lasted much longer than we predicted), we go to see Michael at Dunning and Fairbank in Leeds and he makes us a bespoke propshaft with 2 UJ’s and a sliding joint getting rid of the constant velocity joint the standard shaft has. He guarantees it up to 500bhp (so no chance of us ever making that much power then eh!) this item is really well made and delivers the goods.

2010 - Drooping

One spring was thought to be losing its tension as one of the fronts started to droop, so new (and of course more expensive) 500lb front springs and rear 200lb springs are fitted as a precaution mid-season to correct the problem. The steering rack is also replaced with a new unit as the old one (and probably the original item, so it’s done well) is suffering probably as a result of the wide slicks now fitted.

We have a day at Oulton Park, the driver is on good form and the car is flying!

https://www.youtube.com/watch?v=zI51ugvwFz4&feature=player_detailpage#t=1

The picture shows we didn’t always have the sun so lucky we had a set of wets.

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

Car looks (and sounds) properly quick  
Although sometimes it looks like it's a little nervous under braking or load changes?

Quoted from Beans

Car looks (and sounds) properly quick  
Although sometimes it looks like it's a little nervous under braking or load changes?

Quoted from stevieb

Hi Beans

It did tend to get a bit loose at the front end when pushing very hard, this could be one of many reasons. we were still running the cars standard geometry so maybe more adjustment in the areas of castor and camber may have given more tyre contact through the corners however we also believe it being a front engine car with a more or less 60/40 front to rear balance didn't help and it would have been interesting to move the engine back a bit to improve the balance, then there is the quality of the slick tyres we were using. We bought second hand slicks which had previously been used in formula Renault, they had about 4mm tread on them but we never knew just how many heat cycles they had been through so pairing them up was often a lottery. Sometimes we got lucky and they worked well other times the grip wasn't uniform. The other problem still with the tyres was trying to get some heat into them, the most we ever recorded was 55 degrees on a really hot day whereas they really needed to be up at 80+ degrees to give good grip.  Without down-force we could never expect to get much more heat in to them, it was even more tricky sometimes as we often took the car out in much cooler months, we used to wait until other cars had removed the frost before venturing out!

At Donington we always had problems on the same corners, many people told us it was the residue from planes taking off at Midlands Airport as we were supposedly under the flight path, I remain sceptical personally and just believe we were driving a 30 year old designed car at speeds it was never intended to achieve, either way we enjoyed seeing if it could be done.

The brakes were always an ongoing improvement program, with each power increase we usually had to address the stopping power. After saying all that the driver never complained and usually returned with a bit grin on his face!

Steve

The brakes are issue for me I get no feed back from them or the car when braking but it does stop but takes so much peddle force, may be brake servo would help.

I have a track day on Friday this at blyton park.

Quoted from jango

The brakes are issue for me I get no feed back from them or the car when braking but it does stop but takes so much peddle force, may be brake servo would help.

I have a track day on Friday this at blyton park.

2011 – Updates

Each time we took the car out we would record the circuit attended along with the weather on the day. We would also make a note of the suspension settings, tyre pressures, tyre temperatures and fuel for each run plus any other relevant info therefore hopefully giving us feedback on whether our latest updates and alterations were working. After all it’s no good just fitting bits or altering settings if you have no direct evidence that what you are doing is actually improving the car plus if it’s not working you can back-track to settings you know that worked.