Triumph TR6 V8

Description

With the help of a friend, we converted this car to a 302 Chevrolet back in 1993. I bought the car from a fellow that has disassembled it to restore, and got a out of state job transfer. I had always been a fan of the TR6 and was glad to take on the restoration. The problem was, my youth had me wonder what it would be like with a V8. So, we took it completely down to the frame and started. The Charlotte Auto Fair was happening soon (then), so with a handful of cash, we headed there. I started out with a standard bore 327 block. Then found a set of GM pink rods with 302 Chevrolet 11 1/4 : 1 forged pistons. We located a standard large journal 283, and had what it took for a 302. I bought a NEW GM Duntov 30/30 cam and solid lifters. We found a good set of heads, a aluminum Weber 9lb flywheel. A Lakewood scattershield. A 67 Muncie 4 speed, (which my friend made a close ratio from his own transmission parts stash). A Hurst competition plus shifter from a 67 GTO (which I understand is kinda rare now). Found a new (then) Modine aluminum radiator. A differential from a 80 Corvette (aluminum Dana), amd installed a Richmond gear 4.10:1 gear set. And began the process of putting it all together.
Through a lot of work, investigation, I figured out that Spicer had PTO axles that mated perfectly to the Triumph outer axles. We installed all of this in the frame using a standard GM transmission mount, and the front plate mount from a very early Corvette for the motor mounts (1962). It all came together very well.
Using the Lakewood scattershield, we used the clutch pivot arm from a S10, along with the standard S10 clutch slave cylinder. Using the standard Triumph clutch master cylinder and a standard GM clutch, pressure plate, and throw out bearing, it continued to come together.
We rebuilt everything on the suspension. We sand blasted the tub, and put new floors in it. The rest of the body was in great shape, and still is. The car was originally dark green, but I decided to paint it the same white as the white used on Corvettes. I tried to maintain as original look as possible. I even bought a Moroso 10K tach, and put the inner workings of it into the stock TR6 tach housing, putting small silver dots indicating every 500 rpm. It is very close at idle to the stock tach face, but by 2000 rpm on the face, its really 2500 and so on. The speedometer also works. Configured gearing so that it is VERY close. It has stock wheels and tires.
In the last year, I replaced the clutch, PP, and TOB. I installed new tires. Less than 1500 miles ago.
The paint is still very nice. The dash, dash pad all are correct. The gauges all work, although the gas gauge is temperamental. The top is very nice, although it does have a small tear in it. I never put the top up unless I get caught out in the rain.
I recently had the power brake booster rebuilt. The seats look very nice, but do have a couple of small places torn on each side.
I have a new set of seat covers that I will throw in if the car meets reserve.
This car is a handful to drive. It gets attention every where I go. I also recently had a new Magnaflow muffler installed. It sounds incredible. Very much like a fuelie Corvette. It will wind up and turn as many RPM as you have nerve for. The car is EXTREMELY reliable, predictable. It is a drivers car however. With the tall gear set, and close ratio transmission gear set, it is a hand full if you decide to throttle it. I have driven it on several overnight trips with my local British car club several hundred miles with no problems.
I have NOT owned it the entire time since building it. I sold it back in 94? 95? and kept up with it over the years. It wound up with a fellow that has become a great friend to this day. I'm sure he would be willing to talk about the car as well. He owned it maybe 15 years. I traded him out of it about a year and a half ago. I will be glad to talk to any serious buyer about this car, but please, no tire kickers.
There a short clip I did on YouTube of it idling. I don't know how, or if I can post it, but its there under TR 6 V8 idling.
The solid lifters and forged pistons can be heard by anyone who knows old school hot-rods.