four years have now passed since the ‘Triumph TR7 ceased production, and there were surely few who mourned its passing. In the sports car market it never Fated higher than an also-ran, and build {uality and reliability problems dogged it Fight from the day it was launched. ‘Conceived and builtin what were arguably the very worst days of BL management ‘bungling, production of the TR began in 1974 at the Speke plant near the River ‘Mersey. Gut after four disastrous years in which the car earned a reputation for falling ‘pant very quickly, BL decided thatthe only Way to improve quality was to move back to the traditional home of British car building, the Midlands, and so a new assembly line was set up at Solihull in 1978 after a six ‘month lapse in production, But this factory, too, was to be only @ temporary home, for early in 1980 TR7 ‘production was moved a litle way down the ‘oad to Canley, where the cars were built ‘alongside Rovers. Quality control generally improved throughout the TR7’s life, espe Clally after it eft Speke, but three diferent factories in a five-year production run spells ‘utits own message about how well the cars ‘were bolted together. Poot paintwork and a generally poor ‘quality of construction are problemsthat you Srelikely toencounteron the early TR7s, but BL never managed to cure the overheating problems satisfactoriy, and these were made all the more crucial by the alloy ‘cylinder head which warped easly Reliability apart, the TR7 was a softie both Jnengine and chassis. Its four-cylinder 1998 Ce Dolomite engine gave 105bhp at 8500rpm {together with 119Ib tof torque at 3500rpm, but despite this relatively healthy output ‘most contemporary magazine road tests ‘achieved 0.60mph in a rather leisurely 10. 12 seconds. Top speed was around the 1omph mark Since the TR7 was aimed primarily at the Jup The Triumph TR7 has excellent tuning potential, and its 2-litre ohc engine can be taken up to 150bhp plus. Terry Hurrell of Triumphtune has his own convertible thus equipped and David Sutherland discovered how to do it comfort-conscious USA export market (where it was introduced two years before becoming available in Britain) the springing ofthe front strutsandliverearaxle was fairly soft, resulting in soggy handling with plenty of understeer. No, while he TR7 might have Tooked ikea sports car, itcertainly didn't go like one, ‘Butsomewhat ironically although the TR7 Jn standard form is a damp squib, its mild ‘mannered engine makes quite a good basis for tuning, anditneedn'tcost avast amount. To find out how to tweak the basic TR7, we went to the recognised tuning expert Terry Hurrell who runs the Richmond: based Tri tumphiune, and who has been involved in tuning the cars for many years now. However, before even considering what you can dotoa TR7, i's vital tofind the right Car. This means forgetting early models — especially Speke-built TR7s — and you should really only consider cars equipped with the five-speed Rover ‘box. Ifin fact you donotalready ownacarandare considering buying one, the best models are clearly the most recent ones, and current guides show thata 1982-registered model would be worth £3000-£4000 (extra for the prettier drop: head). ‘Also, it's important to make sure that your ‘car doesn't suffer the overheating problems mentioned earlier. If the correct (highly Concentrated) mixture of corrosion-inht biting antifreeze hasn't been maintained ‘throughout the car's lifetime, then the Waterways get silted up, as does the radiator. Result: a blown head gasket and possible head warping. Incidentally, i the radiators blocked, fushingitautin situ isn effective; youl have to go toa radiator specialist who an split it and clear it. ‘On later cars this should be less of a problem, for towards the end of the 1970s a {2-vane water pump replaced the original sever-vane. This lasted much longer and ‘made the water-low round the engine much ‘more effective. It's still portant however, {to check that your car does not suffer any heating problems before you start doing anything toi So you reckon to have.a sound TR; where doyou start? Hurrell says the very first step is tojunkthe standard exhaust manifoldanaifit a four-branch extractor type instead, to gether with a matching silencer kit. A pair of K& Naicfiters plus new carburettor needles compensate for the revised breathing. This joes by the name of Plus Kit'A’, and would cost £170 (the prices in this feature are necessarily approximate, and exclude VAT). ‘Actual power gains won't be significant (Hurrell reckons about si bhp atthe most), but the improved breathing will make the ‘Triumphs engine a lot sharper, with cleaner rewing anda better pick-up. It’s also recommended that a thermostatically con SEPTEMBER 85 75 SNINNL LHLTATTUNING Top: the splendid 450C0E-equipped engine in Terry Hurrell’s own drop-head. ‘Above: special camshaft valves, springs and guides, with standard valves alongside trolled oil cooler is fitted even if you leave tuning here If you want to go further on the TR7's ‘engine, you need to make a decision: doyou keep the standad SU carburation, or do you transfer to Webers? There are a variety of ‘camshafts available and the cylinder head can be modified (though not by too much), soevenif you don't gofor the double-choked jobs there'sstillagood deal of extra powerto behad. Hurrellthinks that 125bhp isthe top limit with SUs, [As far as Webers are concerned, the 76 logical choice is either a pair of 40 or 45 DCOEs. Both will do nicely, but the 45s area little better atthe top end. Triumphtune can supply the carbs with basicjetting, butyou'd hhave to have them finally set up on aroling road to get the best from them. The Webers feed through a special aluminium manifold with a water adapter to house a remote thermostat All this equipment, offered by Triumph: tune as the Plus Kit wil cost around £250 ‘and the power increase — produced within the standard engine's power band — will be inthe order of 1Obhp. This state of tune wil at a relatively modest cost, give you 4 ‘espectably quick sports car, yet one which 's still manageable n town traffic The next step to quickening a TR7 becomes more involved, but even so Hurell reckons that the standard bottom end is strong enough to handle the extra power without significant modification, An im Proved oil pump with uprated relief spring ‘ill help the oil supply tothe bottom end (@ Saab twosltre type is recommended which, with some machining, can be fitted), and Powermax bearings will do the crankshaft’s longevity a power of good. If desired, up to three pounds can be shaved off the flywheel for a quicker pick-up, and the con rods will benefit from being lightened and polished. Having fixed up the carburation, you should now look atthe camshafts, and here YoU have to decide just how hairy you want our TR? tobe. If you want something which is reasonably mild, then Triumphtune’s Road profile is the one to go for, asit results in'2 power band of 2500-5000rpm ‘and is compatible with either Weber or standard SU carburation, Ifyou want to be more adventurous, there isthe higher-lit Fast Road profile camshaft This will add to top-end performance, allowing the engine to rev up to 6000rpm, but is recommended that it only be used with Webers or at least big SUs. There's also 2 Sprint cam available, but this would be Used only if you were also going to be Concentrating on modifying the cylinder hhead to the ful Upto 150bhp There isn't actually a great deal that is worth doing to the head if the car is going to be for normal road use, but fa Fast Road or Sprint cam is being fited, i's worth paying attention to the valves. Apparently its nt possible to increase valve size much, but Triumphtune offers a set of gas-flowed valves which are the same diameter but slimmed down. The standard valve springs can be used with @ Road cam, but if the engine isto rev above 5000rpm — in ather words if a Fast Road/Sprint cam is used — Uprated springs areneeded. Itwould only be worth doing porting work if an engine had reached Sprint level. Triumphtune claims that up to 30bhp extra. can be obtained with these Road and Fast Road modifications, and the parts cost around £65, This state of tune sells under the name of Plus Kit ‘C, and the three camshafts are exchange units ‘Once you've done al this you could have a TR7 pushing out up to 150bhp (with the Sprint carn) but you've also just about ‘exhausted the possiblities ofthe eight valve engine. If youre still hungry for power, oul have to go for the Dolomite Sprints 16-valve anit What isnt practical however, is simply to bolt on a 16-valve head to an ordinary TR? engine. itcanbe done, butthere are somany problems that it’s just not worth it. For example, the Sprint head uses Duplextiming chains rather than the single chain of the TR7, and the valve/piston positioning would ‘ot work. Because you'd have to throw away $0 many of the original components, it's Detter to find a scrapyard Sprint witha good motor. Hurrell estimates that a usable one ‘ould cost £150 upwards, depending on where its bout. ‘As most Triumph fans wil know, the 16. valve head was in fact destined for the TR7 had it survived long enough, and there are thought tobe 35-40 pre-production 1é-valve TR's around. Hurrell thinks that the engine can be taken up to 190bhp, but evenin standard formit'salotbetter, revving effectively up to5000rpm whereas the eight valve runs out of puff over 4200rpm or so. ‘SPORTS CAR MONTHLYFitting the 16-valve engine is a simple ‘matter, and apar from the exhaust manifold which ‘must be changed (the Dolomite ‘component would foul the bulkhead), the big breather slides in easily to mate up with the existing gearbox, four-speed or five. ‘Once the 16-valve engine has been found, the tuning process is much the same as for the eightvalve. An oil cooler and better oil ump are recommended, and the same fttention can be paid to the bottom end. ‘Again, thecooling systems crucial, sofitting the 12 vane water pump and checking out the radiator is advised, Plus Kit’ for the Sprint TR7 is actually simpler, for itconsists entirely of adding that four-braneh manifold that youneedtofitthe engine in. Triumphtune says the result from this alone is up to Bbhp, as well as a nicer ‘exhaust note, This costs £100. Plus Kit! looks at the carburation, and youcan either use bigger SUs resultingin an extra 1 4bnp, or go for Webers, By opting for 40/45 DCOEs, output can be 20-24bhp higher and apparently does not affect tractabilly. A price isnt quoted for the SU ‘conversion, but for Weber carburation the ‘cast of the bits wll be around £200 But if you really mean business, it's the Plus Kit "C’ you need, and the’ various camshafts on offer can be used with either 445 oF 48 DCOEs. As with the standard TR7, the mildest tune iswith the Roadcam, which fives a power band of 2200:5200rpm. Next Upisthe Sprint Cam with a power band from '2500-5800rpm, and at the top is the Race ‘cam which has a power band of 3200: 6800¢pm. With any of these three cam. shafts, you would fit gas-flowed valves and tougher springs, as well as phospher-bronze type guides (these arent available on the eight-valve). No power increase is made for the Plus Kit ‘C’ the eventual bhp figure depends a jot! on how the engine is ‘assembled. The price for the extra parts (not including valve work) would be £160. ‘The L6-valve head isaitle more receptive to porting. work than is. the eight-valve (though of course you'd only get involved in this onceyou were wellon theway to Plus Kit ‘C" level), but if its really big muscle performance which is requited, again you feed to junk the entire engine and find an Unwanted Rover SDL V8. 2s with the L6-valve TR7, a V8-powered model very nearly madeit into production for the UK market and were sold in North ‘American logically enough as TR@s. Rallying versions however, were named the TR7VB.A handful of the road cars stil exist, and are Sought after and valuable. ‘But considering how much bigger is the 3528cc overhead-valve SD1 unit, fitting it into the TR7 is a relatively easy task. It doesnt weigh any more than the tworlitre ‘engine, and the only major conversion Components required are substitute sub- frames available on an exchange basisfrom Triumphtune), anda new bellhousing to ‘mate up the TR7 gearbox. ‘The one qualification is that the VB will fonly match up to a five-speed TR7, and because the Rovers standard water pumpis too long, a shorter one mustbe fitted. Pumps from an old P6 Rover are among those Sultable forthe job. Other than ths, all the Rover ancillaries fit under the TR7's bonnet {and items such as radiator hoses can be ‘dered 2s TRS spare parts. You'l have to Change the final deve ratio; Hurrell re ‘commends a 3.08:1. Naturally, 2 new ‘exhaust system will be required, and a four branch manifold together with a twin-pipe setup is available for £280. SEPTEMBER 85 Probably the biggest problem with the V8. installation is finding the engine. although there are plenty of SDIs around — theyve been in production for years — many will be ‘lapped out, and tomake itreally worthwnile you want a fairy recent 157bhp carb, motor. For a recent VB from a scrapyard, Hurrell thinks you'l have to part with perhaps £800. ‘And with a new one costing. double this ‘amaunt, the decision would not be an easy fone to Make. However, if you do slot a VB ‘ndera TR7 bonnet, itl be some car. Totally Unlike a 16-alve ‘screamer, it will have oodles of lazy power making second and third gears somethingof an irrelevance. And just think what you could do to tune this mighty engine! Its worth pointing out that ifyou are going totune a TR7's engine, you should dot (or Top: Weber 45DCOE conversion kit from Trumphtune. Above left tree flow ‘manifold and exhaust system. Above: an oil Cooler kit isa worthwhile addition under the bonnet have it done) as professionally as possible. The early cars, if they haven't already fallen to pieces, wll be in the process of doing so ‘and aren't starting on, but if you have a good Convertible it’s ust possible that in a few years it could attain modest classic status. But for a tweaked car to be worth anything, the conversion has to be 100 per cent (Of course, once you've put some much: needed extra guts into a TR7's engine, youl find that raking and suspension cry out to be uprated to cope withthe extra power. But then that’s another story... 7 SWINDL LHL