GT6boy

Bob- a CD carb is that, a CD carb. If the SU's were shorter, they'd use 'em.

Oh, I should say: I don't have the Richard Goode triple set up, but a British equivalent, flowed to within an inch of its life to match a go-much-faster head on a flow bench by by Gareth Thomas (thanks GT- still grateful for your efforts)  :)

Docman: you are right to ask the question. I've rarely seen quantifiable resulting 'improvements', aside from sales pitch from the fella selling the things. I've got triple SU's on my 2 litre. Whilst mine is a successful job- this was a long and expensive process to tune to a usable RR 150hp. It could still benefit from further RR needle and spring/ignition advance adjustment. Triple constant depression carbs on a Triumph 6 cylinder is a fundamentally flawed installation for low revs due to the firing sequence. You can make them work very well but, the same amount of time and money spent on a twin CD carb would ellicit much better results. That's what i'd do, if I were doing it again.  ;)

Hurricane replacement per chance? I'd wager it was the Genesis of the expression 'Fugly'.

You're buying or have bought a recently reconditioned engine: what evidence do you have to support the info you been given about it's consituent parts? :) If it was recent, i'd imagine there would be a spec list or reciept of parts purchased to complete the work and where they came from? Strange as it may seem, some people have bought engines believing they have cam A in them, when they actually have cam B which turns out to be far from ideal! This is usually only discovered months down the line after much wasted expenditure on trying to work out why it wont pull the skin off the rice pudding. :B It would also be useful to know the current compression of the engine too- dead easy to check. Again, sometimes gas flowing work turns the compact and bejou combustion chamber into an aircraft hanger with resultant fart like performance gains... The moral of the story being find out exactly what you have, so you can propely identify what does need doing and how  :)

How anyone could think about using the excellent, and very reliable, but limited in needle selection Stromberg carbs, for a go-faster engine which is possibly a (no disrespect intended) mish-mash of after market parts and specs- i will never know. Unless you are an absolute expert in such things, as compared to someone selling stuff to people and professing to be an expert, the selection of a carb with a severely limited selection of needles to match to a 'tuned' engine seems a no-brainer? :-/ It would be interesting to know the intended ignition system and what thought had been given to matching this to the cam timing and CR here, or the expected actual combustion chamber value the 'gas-flowing' work will leave you with. I hope I don't come across as grumpy, it's just that it frustrates me that decent people pay out hard earned money for work which sometimes ends up as poorly matched hotch-potch of 'go-faster' bin parts. If the people doing this work for you can't or are unwilling to provide the detail on things like optimising the ignition system (i.e. tuning the dizzy springs/weights to what the engine needs, not some fancy dan 'high-spec coil), the combustion chamber values before and after and why they think they will work- that disappoints me. Moral of the story is ask 'em, ask 'em and then ask 'em some more! :)

...and Bill is spot-on regarding the fitting of the spring to diff spacers, that'll increase negative camber further. Very good it is too!  :) Unless you are after serious 10/10's track day improvement, there is no reason to go beyond what Triumph fitted. It does a perfectly acceptable job, if set up correctly and maintained well. Diagnose the underlying condition before you decide to amputate the rear end!  ;D Oh- and another Bruce with a GT6- lovely!   Regards     Bruce.

I'd be pleasantly surprised to find if anyone stocked or manufactured leaf springs specifically stiffened to the correct GT6 spec, as compared to a generic one size Spitfire/GT6 fits all. Are you confident you have the correct set-up currently at the back? It's not clear what your car is, I'm taking it it's a late mk 3 GT6 with Swingspring? My late mk3 GT6/Spitfire was fitted with the incorrect variety short radius arms, instead of the longer Spit style, or even better, the correct specific GT6 late mk3 versions. I only say this as it would be unwise to take it at face value that your car is nescessarily as it left the factory....

Virtually the only time me and Roy had his bonnet up- they took the bleedin' picture!  ;D

I'm just a boy with only 3 RBRR's to my name. 1x big saloon, 2x GT6. Loved the space, handling and vibe of the saloon with its option of sleeping in relative comfort too, but the GT6 is a sublime method of transport with easily enought space to catch the required sleep and offer great levels of comfort. 2 seater car for me, given the choice. 50/50 driving is also a great bonus in my mind too. 8)

Is the bottom line not that larger engined cars (thirsty and expensive on fuel) are run by people who can make the case to spend the outlay? I accept that the big slaoons are relatively cheap to purchase, but they would be carrying 3 or 4 people sharing the fuel costs?

I hope not

Nick_Jones wrote:I was under the impression that the 2.5 crank has a torsional resonance issue somewhere in the upper 6ks which means a very short fatigue life is used over that point. Nick Sorry Roy!  :B ;)

Great thread- it was a delight to see Mike's car and Anne added greatly to the fun factor of the run- not just another chap droning on about old cars like the rest of us! She was still exuberant and cheerful on the monday morning at The Travelodge too! :)

Oldie but goldie. Dr windy-pants not evident in the GT6 mk1- a Redbull and Proplus free zone for the w.e. :) Meal at The Plough Friday, ;) Breakie at JoG, light snack at Tebay, breakie at LE. Aside from some biscuits at the stops and cereal bars on the hoof , that was it. Sleep when you need to, don't want or need any Redbull rubbish coursing through your veins. Oh, Roy did force feed me some Lemon Sherbets and mints, but that was medicinal...

I was blissfully unaware of the additional effort of the marshals and their team to sort the parking at Sixpenny- aside from that issue I felt it went very well  there. WI or club members wives: everyone there made us so welcome.   The camaraderie and cheerful nature of all the Marshalls and volunteers at all the stops on the RBRR makes me feel proud to be British- cakes, cars, sunshine and the company of friends- what a life!   :)

Team 22- Roy and Bruce in his 2.5 SU equiped mk1 GT6. 29.11 mpg  8) Very happy indeed with that.

Single moment? Difficult... Looking immediately down onto the River Naver as we left Invernaver behind to see a beautiful adult Stag fording the river in spate. The proximity and majesty of the beast amid the simply awesome scenary mixed in with the incredible palette of colours of the landscape and sky: quite moving. :) Driving wise, it was just an absolute pleasure to witness first-hand Roy's sheer joyful exuberance and skill in respectfully wringing the very life out of his car: thanks mate :)

Constructive observations  :) The drivers meeting was not helped (for me) by the audience chatting mid-presentations, whilst the speakers were at times barely audible as a result. Not surprised if 1st timer's may have missed important detail? How many of the McJim's valid observations on Marshalling frustrations could have been avoided by people listening and heeding the advice at the drivers meeting? :-/ How about stressing certain Control Stops are 'Drive-through' at the Drivers meeting AND in the Road Book on the Signing In page? Carter Bar- excellent drive through Control Stop. Tebay- marvellous venue, facilities and welcome from CT/marshals/members and the staff. Sugar Loaf- Much improved signage and discipline of drivers: seemed very little people elected to park up this year, making the Marshals job much easier. White House- excellent idea for a stop in the long drag to Cornwall, this one worked very well too. Lands End- much improved on the last time we were there. Only issue appeared to be that they didn't seem to be quite ready for anyone getting there possibly 30 minutes before the Control opened.  :-/ Sixpenny- good all round,loved it :) TR Register- not sure why the previous 'Drive-through' layout wasn't adopted. Having said that, I really enjoyed getting out and chatting with the TR people and CT/RBRR drivers. A big thankyou to everyone who mashalled and helped out with all aspects of achieving what is an incredible event :)

Sugarloaf worked verywell. Better signing and everyone seemed to heed the requests to not hang about there. Okehampton an excellent idea and set up. Wasn't aware of any issues at Sixpenny- really enjoyed the welcome and friendly service there.

Thanks guys- see you for a 13:00 kickoff.  :) Mike- all is not lost: bring your publunch with you  ;)

Does anyone know what time the Drivers meeting will be at Gaydon? i've a recollection it is Sunday 23rd Sept. I'm hoping to squeeze in the WsM Half Marathon in the morning, but if it's a 1 o'clock start at gaydon, I could be pushing it a little.... ;) Really looking forward to the sights and sounds of 48hr Triumph related RBRR nonsense with my good friend Sir Roy of Boy  8)

Don't fit the God-awful Toilet-tune plates. They are rubbish. Do as Tim states. 8)

willcolumbine wrote:I found a chicken salad sandwich dating from the RBRR under the drivers seat yesterday!  :) Jason- 1st dibs :X ;D?

I'm with Tim on this one :). Even in a 2 seater, I don't see the need for 'food' products that seem to be closer to the petro-chemical industry, than actual food. But in a 4+ seater, i'm at a loss as to why anyone succumbs to the slick advertising to: "Give to Wings". Bloomin' eck, just have a snooze in the back if you're tired! Quick power-nap is easily sufficient to re-charge the batteries.