Ken I have cleared space in my inbox. Got the broken headlight and fairings off and am presently cleaning in preparation for having a go at plastic welding them. Already bought a good replacement headlight, sorted the snapped gear-lever, so will remove tank v. soon to take a look in the airbox. Knob still sore for all the wrong reasons, like pissing acid. Went to hospital yesterday to face my phobia about having a camera stuck up my 'Jap eye' to investigate my bladder under general anesthesia. All went well though and nothing untoward , so huge relief. All in all very efficient and fast service from the N.H.S for which I am hugely grateful. Just wish they could have sorted my sore thumb out as well.
Nah, TR4 with the beam rear axle........much better than the IRS 4A........Red with black Surrey top and disc wheels. Red with white rag top and wire spoke wheels......luvverly..... Don't mention the MGC though................like a warthog that needed laser eye surgery.
just to clarify as things getting confusing (as ever!) - TR4a was same chassis as TR5 (you reckoned it wasn't!) and as for 'real man's version' lol - a*** about face -not sure how you work that one out?? - injected straight 6/2.5 litre against your Massey Ferguson thumper 4 cylinder.. you wouldn't have seen which way I went :biggrin:
Always fancied the TR4-5-and 6 range,sadly never had one.I did have MG V8's however.Great fun car most of the time,in a straight line that is.Wasn't very difficult to get brake fade though either.
I always understood that the 4 & 4A chassis was stronger than the 5 chassis..........The 5 chassis certainly rusted through much quicker as did the body panels, hence the cornflake reference........ And one thing I do know is that the 5 engine was no match for my mate's 4............he had the Daimler Dart engine in there. Did you have overdrive on 2nd, 3rd and 4th? I had it on both my 4s....one had it on the gear lever, the other on the steering column.........effectively 7 forward gears. What I liked about the four pot engine was the way the car 'shaked' when ticking over.......and they were so easy to work on. AL
Sorry John, massively off-topic. still got me confused AL but when it comes to you and me 'discussing' I get a strange kind of comfort from it (think they call it masochism) i'll try again - the chassis and a lot of the body panels were interchangeable between the two so same part number and manufacture years even overlapped ('67/'68) so hopefully you can see that the rusting difference between the two is b*ll*x. The chassis did rust out under driver's footwell it's true (did it myself) but this was due to the twin exhausts that ran parallel to rail. Passengers were always toasty in the winter compared to TR4a. I am very surprised your mate got a Turner V8 in one as chassis rails quite close together, must have been a real labour of love. Yes, did have the 7-speed, servo used to get lazy. Virtually lived in 'The TR shop' in Chiswick at one point.
Thanks for the link Chris My bike is a 2001 model. "With the 97-01 series, if you drop bike on left side with engine running, it sucks oil up into the Airbox and TB 1 ingests this directly into Cylinder #1. In extreme cases it will hydrolock the engine. If bike is running, you are fine, just need to burn it off. Remove airbox to clean it up inside however." I take it that his mention of TB1 is an abbreviation for Throttle body?
Sorry John for the sidetrack.......Chris, the SP250 chassis was more or less a copy of the TR4 chassis, therefore the V8 dropped in fairly easily........IIRC I believe all he had to do was bulge the bonnet some more and lengthen the propshaft by about 5"......But in the back of my mind, he may have had to make the transmission tunnel a bit larger, unless I am thinking of another conversion project. TR Shop eh?...One of mine came from there.....4A in rubbish condition......I eventually broke it after running it for two years.......the TR4 I sold to them when I bought an MGB and an MGC at the same time (a mate emigrated and I git them for a song). AL
Back on topic I removed the tank today and had a look in the airbox. As I, and others had suspected, the air-box showed that it had indeed had a quantity of engine oil from the sump in it, the air filter was contaminated with oil and 1/2 the filter drenched in engine oil. I had just come back from a Triumph specialist garage after asking about their theory's as to the causation of the thick smoke, and was told that this was a common issue with a Triumph laying on it's left hand side. Oil goes easily from the l.h.s of the crankcase via the breather into the lower air-box.
