Tim Bancroft

Damned right!
Umm! Lets see:
TR7 4 pot: Loads of probs with water pumps and head gaskets, needs head opening up to make power and some big carbs lobbed on the side, sounds laboured over 4,000rpm. Inherent problems with water pump design, critical that anti freeze is used, do not overheat as head distorts, which is handy as the water pumps crap and will not circulate the coolant. Important not to rev past 5,000 otherwise expect to see con rods coming out the side of the block, no point anyrate as no power avail and it sounds awful.
Six pot: Problems with thrush washers dropping out, heavy engine, waterways in block can fir up. Strong engine that keeps coming back for more, is very easy to build and tune and sounds great. 2.0L loves revs!
No contest really, this is proved by the amount of TR7 owners who sling V8's into their cars. Shame it took swedish engineers to realise the Slant 4 engines capabilities!

The main difference between the mk.1 and mk. 2 engine is the cylinder head and the camshaft that is used, the later engine breathes much better and the camshaft has more duration.The mk. 2 lump uses cyl. head studs of equal length. Not sure if the waterways and studs on a mk.1 lump line up with a mk.2 head.
The cubic capacity of the engines are the same.
The crank from a 2000 engine will not fit into a Vitesse gearbox as it is too long and will push the flywheel/clutch up against the gearbox bellhousing.
The mk.2 lump running with a balanced crank and lightened flywheel is a lovely smooth engine, (For smoothness the 1600 Vitesse six engine must be the best owing to its small stroke, however the head does not breathe very well- therby difficult to tune for power).
The Triumph six cylinder engine has got to be one of the best pushrod engines made, however heavy it is! Great noise from 4,000rpm- is there anything better!
As you are building a MK.1 keep with the vitesse mk.1 engine, check engine no.s to ensure you have a mk.1 2.0l engine- Vitesse  mk1- HC1 running forward, Vitesse mk.2 HC 50,001 running forward, GT6 mk.1 KC1 running forward, GT6 MK.2 KC50,001running forward. I think GT6 mk.3 engines run KE 1 onwards. Triumph 2000 saloons: mk.1 MB1, 2500 Pi CR1, 2000 mk.2 ME1, '74  onwards ML1, 2500Pi MN1, '74 onwards MG1, 2500carbs MM1, 2500S MM onwards.
Weirdly the 2.0l mk.1 had a compression ratio of 9.5:1, whereas mk.2s had 9.25:1, the last of the GT6 mk.3 had 9.0:1. The big saloon mk.1 had a comp. ratio of 8.5:1or 9.0:1, mk.2 8.8:1 or 9.25:1.
Blimey!
Nicked all the above from GT6/Vitesse and 200/2500 Std. Triumph workshop manulas.

What about a best swimwear trophy, reckon I know who'd win that one.

Looks like we will have to organise a get together, how about near Coventry ,Spiritual home and all that and reasonably central. Spoke to Dave Pearson last night about this, he is looking into it?

Tim B

PS:Anyone up for a weekend driving in Central/North Wales during Nov.

Remember that James Elliott of Classic and Sportscar mag. needs some photos and a brief article about 10CR. James is very interested in Club Tri. as he is a reg. RBRR  participant in his 2.5Pi mk.1 known as ' The beast'!

Andy P, good to know that you are entertaining your work colleagues with the pure sound of a 6 pot!

I'm getting a bit concerned, i'm thinking of going to look at a 2.5S saloon in Basingstoke tomorrow afternoon. Good trio of cars to have though, GT6, Dolly sprint and 2500S!

(Well done to keith for this  message group).

Regards,
Tim B