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Wedge TR-7 radiator cap

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Thanks Chuck,
The earlier 7s did have an air lock problem as I'm told, but this was suppossedly eliminated when they put the header tank on. I'm going to put some stop leak in it and do the hot torque thing that was suggested in an earlier post.(probably the hot torque first)Then continue to enjoy it 'til I can get a new factory head and start again with the retorqueing ritual etc. I do love this car, more now that I've had a brief encounter of the "3" kind, and will continue to rack up the miles. I've had several enjoyable long trips with it and each daily drive is a pleasure. It needs suspension bushing and brake work but even at it's worst is a neat car. Take care. Dale
 
I spoke to the GURU on this subject, he wanted to know if you had the ARP headbolts & studs??
his opinion is that if you dont, you will wish you had. In the short term go with the block sealer after a good hot re torque. All the symtoms you discrbe are very familiar to me. As to the head its self Saab never used anything like it. It was supposed to be a twin cam(as per Dolimite) but they cheaped out and a commitee of idiots designed this beast. They latter made things even worse by adapting these to the Stag, giving it the reputation of being half as reliable as a TR7(forgetting that they had a nice 3.5 ltr v8 allready to go)
Mark(mad dog)
 
Hi Mark!
Gee I thought you were my Guru
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. Very definatly have the ARP studs and bolts with the 12 point nuts. Also went with their rod bolts and was impressed with the quality at least visually. That's why I'm so bummed that I still seem to have a leak albeit a small one for now. I'm am pricing new(not rebuilt) heads anticipating that I'll need one sooner or later.
When we were at VTR 2001 in Breckenridge I heard Ted Schumacher relating the same lament about the Brits having the Buick engine to use in the Stag but opting for the double trouble of their own cast iron lump. He seemed to think it was just pride rather than good sense that led to that debacle and told an interesting story of a phone conversation he'd had and hearing the sniff and moustache twitch in response to his inquiry about why the Buick wasn't used. "It isn't a Triumph, you know". If only they had set up to build the Buick 6 and 8 in quantity instead of wasting effort on losers. They should have put the V6 in the TR-6 in 73 and made a TR-6A for a few years then gone to the 7 and 8. Oh well, I'm sure they could have done a lot if they'ed only had my hindsight for forsight. And all that doesn't address the 5 speed issue which is another story isn't it. You know I don't think they ever really grasped the magnitude of this country. We should have done more to get them over here. Sort of like the overseas purchaser rallies that Mike Cook writes about in reverse. Well, I do digress. Gee, all this is so easy in retrospect. While I've got your ear I'll throw out that I sold my TR-3A and I believe both parties are satisfied. I am at any rate. I will keep you updated on my TR-7 Odyssey regards the cooling thing. You all take care. Dale
 
Sold the 3a?? well I suppose a man cant have two mistresses...... Have you given consideration to the twin cam (dolimite)head conversion???I have seen it done with good success. Since its actually what was meant to be in the first place, its not really "hacking it up" Picks up some fairly serious HP too.
The basic problems with the original head is why I mention it.While not cheap this head seems to be a lot more trouble free by most accounts..
just a thought.
mark (md)
 
Hey Mark,
That 16 valve head is intrigueing but their is no manifold available to adapt the FI that I have to it.
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It puzzl;es me somewhat as to just what the advantage would be and whether the gains would be offset by all the additional monkey motion what with therocker arms and all. I suppose it is ingeneous what with getting DOHC action out of a SOHC but it would seem that the valve timing would have to be symetrical and thereby limited as it looks to me like the same cam lobe operates the intake and exhaust valves. Of course all I have to go by is the pictures in my Rimmers catalogue but that's how it appears to me. Sour grapes I suppose since I can't put one on my 7. And why would that head be any less prone to the problems we're experiencing, same head bolt and stud arrangement, right. The double row cam chain would be a plus though.
Assuming that I'm able to get the head to seal sometime how would this engine take to being boosted with a supercharger like I've seen for Miatas and Hondas? With its already being FI and with the AC stuff removed there's lots of room, seems like a natural. Then bring on the big iron.
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The one I saw was in Oklahoma ,possibly a Green Country Triumph member. I believe he had webers , but anything is possible if you try...... except maybe turbocharging. The increased combustion pressures would make the whole thing too worrysome for even the most diehard mechanic.
MD
 
Two of my friend`s converted TR7`s to 16 valve spec and believe me the results were well worth the effort. The conversion is much easier if you have a complete Sprint engine as it doe`s away with the need to change pistons etc. The Dolomite Sprint was originally to be called the 135, denoting 135bhp but due to variable build quality BL rated the engine at 127bhp as that was the lowest output the engine should have.Fitted in the TR7 the engine gives more power as you can use a less restrictive exhaust manifold
The best indication of perfomance I can give you is that I had a Dolomite Sprint at the time (0-60 8.4s 115mph) and those TR7`s could leave it for dead, they could run on to a shade over 130mph indicated. The standard TR7 brakes are not up to the job however and must be uprated.
The Sprint engine was used in the works rally TR7`s until they used the V8 and the Dolomite was a successful racer so there is a lot of tuning potential. One thing you do have to watch,just like the 8 valve engine is the temperature gauge.
 
Two of my friend`s converted TR7`s to 16 valve spec and believe me the results were well worth the effort. The conversion is much easier if you have a complete Sprint engine as it doe`s away with the need to change pistons etc. The Dolomite Sprint was originally to be called the 135, denoting 135bhp but due to variable build quality BL rated the engine at 127bhp as that was the lowest output the engine should have.Fitted in the TR7 the engine gives more power as you can use a less restrictive exhaust manifold
The best indication of perfomance I can give you is that I had a Dolomite Sprint at the time (0-60 8.4s 115mph) and those TR7`s could leave it for dead, they could run on to a shade over 130mph indicated. The standard TR7 brakes are not up to the job however and must be uprated.
The Sprint engine was used in the works rally TR7`s until they used the V8 and the Dolomite was a successful racer so there is a lot of tuning potential. One thing you do have to watch,just like the 8 valve engine is the temperature gauge.
 
A hearty Welcome to the forum. The sprint engine is a fascinating item to be sure. Just not practical for me as the FI that I have is simply not adaptable. Believe me I have seriously pondered it, but I just don't see a way to combine the Sprint manifold with the FI manifold successfully. The fellow who rebuilt my engine has the pieces to build up a Sprint, if I ever get to his place I expect to spend some time just looking at it. The whole concept fascinates me.
Take care. Dale
 
Just a thought, but wouldn't you be seeing white smoke out the exhaust if coolent is leaking internaly ?

I had a 79' TR7 back in 85' and I could without any problem get that baby up to 128mph. I thought the engine was outstanding for the period.

I always thought of it as an awesome sports car and I enjoyed it.

The people who malign them so much have obviously never owned one.
 
I would think that some indication in the exhaust could be expected too. But only on start up on these cool fall mornings, am I seeing that and no more than I'm seeing from the wifes van or our res rocket, and they both have 150 thou on them. Could you tell me how to get 128 mph from my 7? I have been unable to advance the timing as much as I think it could use and while it revs nicely to 5250 rpm or so, getting much beyond that is a strain. Of course I haven't had it to 115 mph either which is what it would get at 5250 rpm in 5th. I sure do enjoy driving it though and get around 24 mpg pretty consistantly. It doesn't use any oil, and my wife likes it. Can't trump that. Dale
 
I had my TR7 when I lived in the UK so they may have been less restricted etc etc. Also it was only 6 years old at that time.

Sometimes you can analyse things to death and tend to forget that the car is just old and has some quirks.

Yesterday lunch time I was topping up my dash pots with oil and thought to myself "Man this is awesome", how many people get to do this. It just tickled me.
 
This is almost like a chat room. Was just checking my map to see where you are and if I read it right you're right on the beach. Congratulations on your sense of humor re: the dashpot oil. Lesser people really don't know what they're missing. Of course with the FI on my 7 I miss out on that too but can still appreciate the fun you're having. Guess your 7 probably had higher compression than mine. We probably should have addressed that when we rebuilt it, but we were trying to keep the cost down and the hi comp pistons would have boosted expenses. As it is the rebuild was quite reasonable and it does run nice and smooth now. Dale
 
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