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TR2/3/3A TR2 Flying Mile question

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DavidApp

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Just received my copy of The Vintage Triumph register magazine. I sent a photo of the front cover to a friend who is into racing formula Vee. He questioned whether the car was in standard trim or if it was geared for the run and had some cam work done.
I thought that all they did was the metal tonneau and the rear wheel spats. Seem to recall reading they did detune it a bit for the production models.

David
 
I assume this is the top speed run, not the LeMans cars? The story I've always heard is like you...no special parts. But, you never know what they tried to slip by as "production" in those days.
 
If I remember the story this car was also the milage test car and recorded 73 MPG on a closed loop with rock
hard tires. Proves what I always thought ,there was magic in the early cylinder heads. I have only ever done one
Tr2 engine with all original bits.We did Carrillo rods Vanolla pistons balanced to .5 grams, big valves ,road cam.
The full meal deal. this motor not only ran like stink but it still did 35 MPG at 70mph in OD.....
Mad dog
 
Good question, Steve,showing we are getting "old" when we don't get these new-fangled terms, LOL.

I can say, my TR3A had the larger displacement cylinders, high port heads, larger carbs, and all that. I went with completely stock parts on my TR2. I was expecting much less performance. I think the TR2 will at least match the TR3A performance, and it "feels" much stronger in normal street driving. I think it is because it has better low end torque, which is what you use (and feel) the most. So, it was interesting that you think the TR2 is unique, Mad Dog. I never thought about it, but I would agree!
 
DavidApp said:
Just received my copy of The Vintage Triumph register magazine. I sent a photo of the front cover to a friend who is into racing formula Vee. He questioned whether the car was in standard trim or if it was geared for the run and had some cam work done.
I thought that all they did was the metal tonneau and the rear wheel spats. Seem to recall reading they did detune it a bit for the production models.

David
Click to expand...
From all I've read over the years, that car would've been totally "stock" save for the aerodynamic features, such as the metal tonneau "belly pan"(?) and wheel spats. That said, and with Ken Richardson in charge as well as being the driver, one would assume that the engine and such were all very carefully assembled, balanced, etc. As I recall, the same car was also tested in "street trim" (windshield, top and such) but with some of those aerodynamic bits still attached.
 
I have a chance to purchase a low port head and manifold with no carbs and will probably buy it for this tr2 restoration I am doing. MD thought the head was a better design. My experience with cylinders heads in general is having others rebuild them. I am glad to hear John thought there is not much difference from a high port even through the high port uses the H6- SU. I wonder how difficult it is to find the H4-SU?

A few years back (maybe more) I was at Barry Nelson’s house and he had like 5 complete set ups of H4-SU carbs with the hard metal line to connect the carbs. I actually was not sure what they fit and asked him. I think he said older TRs. He was a big parts seller on Ebay, so I figured nobody wanted them. Are the H4 SUs difficult to find these days?

steve
 
You must mag test the head before you pay $$. The problem is heat cracks. Sometimes they can be welded but it seems to be a dying
art. There seem to be a few sets due to the lack of heads to put them on.My buddy lucked out on his ,as someone was selling on
EBay( for cheap) a fully re-conditioned set.
Mad dog
 
The expansion plug in my TR2 head had been welded, which caused it to crack around the weld. Marv had a "new" old TR2 head that even had reasonable casting date for my car. I kept the head with the crack around the plug, because it is in an area that would be repairable, and the head is getting scarce.

The TR2 record was 124.889mph. I can say from experience that a TR2 with no spats and the top on will easily hit 105mph, with at least a little left over. That was just keeping up with Texas traffic!?!

Steve, I searched SU H4 on ebay and found at least a dozen H4's for sale. I think you'll find a rebuildable one without too much trouble.
 
Gee, I can't image running an engine in a flying mile that had not had a little bit of help. I used to build engines for a couple of friends that were running SCCA showroom stock. I started with 5 sets of stock bearings, 3 sets of stock rings, 2 or 3 stock camshafts etc. Then measure and put everything together, then dyno, then do it again, so that it gives you the best performance (at the time I had access to an engine dyno).
Everything was "stock". I'm sure the Triumph factory knew how to make the same kind of "stock" engines.

Rod
 
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