THE TRIUMPH TRUMPET

March 2010

The Magazine of the Triumph Club of Victoria Inc.

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Present Your Membership Card To Receive a Discount The Triumph Car Club of Victoria is a participating member of the TRUMPET Association of Motoring Clubs Delegates: Syd Gallagher and Journal of the Triumph Car Club of Victoria, Inc Terry Hickey. The Triumph Car Club is an Table of Contents Authorised Club under the Chris’s Procrastirnations 3 VicRoads’ Club Permit Scheme. Mac’s Tracks 5 Club Permit Secretary, Syd Gallagher, phone – 9772 6537. Coming Events 6 Classic Showcase 2010 Flemington 7 Articles in the Triumph Trumpet TCCV Photo Competition 7 may be quoted without permission, Coming Events - Tassie 9 however, due acknowledgment Photo Competition 9 must be made. All Roads Lead to Bacchus Marsh 10 Werribee Tech Day No 2 12 This magazine is published Rocker Arm Lubrication 14 every month, except December, and is mailed on the Tuesday The Power of Horses 18 preceding the Club’s monthly Australia Day at the King’s Domain 22 General Meetings. Collation is the evening before mailing day, and articles should reach the Editor by the Deadline date referred to in the Editorial.

Index of Club Services Life Members of the Club Regalia 24 Triumph Car Club of Triumph Trading 26 Members Information 28 Victoria Committee & Contacts BC Lionel Westley  Fay Seeley .. John Seeley Index to Advertisers Triumph Spares Pty. Ltd. IFC Correspondence: British Auto Care 2 A.J. Ansell Automotive Panels 4 Triumph Car Club of Victoria Capital Access Group 4 Inc. Oak Tree Tavern 10 PO Box 336 Vanguard Triumph Wholesalers P/L 27 Malvern Vic 3144 Spitfire Parts and Information IBC Reg. No. A0003427S For the Preservation of the Triumph Marque

 The Triumph Trumpet March 2010 British Auto Care The Triumph BRITISH Specialist AUTO CARE

1/51 McCarthy Road Salisbury Qld Australia 4107 Ph 07 3274 2828 Fax 07 3277 5344 Spares ... new, used, and reconditioned Email [email protected] Quality Repairs & Restorations URL 222.bac.com.au

THIS MONTHS COVER PHOTO Ryan O’Connor boarding the Spirit of Tasmania as he embarks upon his Bachelor of Engineering - Naval Architecture at the University of Tasmania/Australian Maritime College. Before he left he checked the Triumph’s fluid levels and tyres; it was also given a good coat of wax, a full vacuum and a solid lick of tyre black for the journey and was the only P Plate vehicle on the crossing. We will catch up with Ryan on the Tassie Tour in March and the Triumph had better be spotless or he will be ‘dead meat’! He has joined Triumph Owners Tasmania so it will be interesting to see what they get up to.

... ARTICLES WANTED ... Interesting articles & photos of a Triumphant nature!! This is YOUR chance to earn points for the Peter Shipley Award!! So put pen to paper, finger to key and send your articles/photos to the awaiting Editor, Chris Newell, email: [email protected] ... DISCLAIMER ... The contents of The Triumph Trumpet do not necessarily represent the views of any Member, the Editor, or the Committee of the Triumph Car Club of Victoria, Incorporated (TCCV). Whilst the TCCV appreciates the support of advertisers in this magazine, acceptance of an advertisement does not necessarily imply endorsement by the TCCV of the advertised product or service. Furthermore, the TCCV or any of its members cannot be held responsible in any way for the quality or correctness of any items or text included in the advertisements contained herein.  The Triumph Trumpet March 2010 Chris's Procrastinations February has just Marched right on past and here mornings, once the sun has warmed it up. I did we are already into the third month, February strip down the door linkages and regreased the was a busy month for the club calendar, finishing mechanism and pivots but it didn’t make any with the RACV Classic Showcase, once again difference. family commitments prevented me attending And two, it does not matter how many times I this event, which I consider to be the best event tell people (family & friends alike) they insist on on the calendar. Next year. trying to lock the passenger door when getting Nice to see we’ve been getting a decent amount out, as we all know that is not how these locks of wet weather along with a good amount are designed, they have been designed not to of sunshine this summer. Hopefully putting lock yourself out with the keys in the ignition. some water in the catchment area’s whilst still Now I just say “ don’t worry about it, central maintaining the summer feel, I had a run out to locking”. I plan to modify the plunger linkage the water storage areas of Sugarloaf, Silvan and before too long then there will be no option on Maroondah a week or so ago and they were all the front doors. looking better than they did six months ago, Thanks to Lindsay Gibson and John Seeley for Articles are a bit thin on the ground once again, supplying parts to use on my gas conversion, seems I will need to rely on the internet again, I had made my mind up that I will try to use as luckily for me Graeme Oxley has been busy with many Triumph parts as possible when converting his camera, and by all accounts Graeme held my car over to LPG, I have seen a number of a very successful second Werribee mechanics conversions to draw idea’s from, one thing that day in the Western suburbs, heavily attended by puzzles me is that when the mixture of gas and members from the mystical Eastern Suburbs. air is released into the plenum chamber, is it all equally distributed between cylinders. Great article from Bob Ritchie on the installation of an oil line up to the of a six • Will No 6 cylinder get as much fuel/air cylinder motor, I had never considered this to mixture as No 1 cylinder? be a problem area, but its always better to be • Do I need to put deflector/baffles into my on the safe side, pity it needs to be an engine plenum chamber to achieve this? out mod, maybe a rail inside the rocker cover would be another option to consider, with the oil Who’s been watching the new series of Top Gear spraying down on the rocker gear. since it has gone to Channel 9? Its a bit more bearable with one new episode and one repeat, I also came upon an interesting article on the but still plenty of adverts. Much better than the internet when I went in search of and abbreviation constant volley of ‘old’ repeated repeats we’ve relating to horse power, it’s a bit long winded, been getting from the ABC. but it is of interest, except the engineers in the club it will be pretty much old hat to them. Great to see a younger TCCV member Ryan O’Connor off to Uni on the apple isle, I didn’t Work on my own car (2500S) has made a realise he had an interest in Naval Architecture, little headway, I’ve successfully fitted a remote I was under the impression Ryan was keen on central locking system, so now I don’t have to aviation, Good Luck Ryan. muck about with the key for opening doors. I removed the linkage from the button to the As usual I need articles to keep this publication mechanism on both rear doors, and will fill in from coming to a grinding halt, pictures are a the holes once I do the door cappings plenty, but articles are needed. Two small things used to bother me: one, my Take car out there and drive safely rear drivers side passenger door (which is awkward to reach at the best of times behind the drivers seat) is very hard to open in the Chris Newell - Editor Deadline for March 2010 Trumpet - Wednesday, 3rd March

 The Triumph Trumpet March 2010 Proprietors: AJ & AE Ansell

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 The Triumph Trumpet March 2010 Mac’s Tracks After working interstate the past two years when the RACV Classic Showcase (British and European Day) has been held, it was good to attend this year’s event. I was very pleased with our club’s turnout and display of vehicles, and congratulations to Ray Pepper for taking best in class for his TR6 in the concours. Amongst several enquiries I had from attendees at this event, there was one from a chap and his son who have a 1948 Town & Country (predecessor to the Renown) for restoration, so I hope they will become members in due course. I know Tony (O’Connor) is disappointed that we didn’t make it a hat-trick by taking Best Club Display after winning it both years that he was President. For those who missed the announcement, that award went to the Austin-Healey club. Additional pleasing things about the day included the weather (not too hot, and mainly overcast - which enabled some great photos without the high contrast one encounters on bright sunny days note: photo competition entries are now open), and the broader representation of various marques. For instance, Aston-Martin had about a dozen cars on display whereas there have been only a couple in previous years. Over the past six months, I’ve used this column to try to encourage you to offer your thoughts and experience so that others in the club can benefit by being able to maintain and improve their cars so that all can be assured of being able to drive them for many years into the future. When I’ve raised this topic during our meetings, I’ve noticed a lot of faces acknowledging general agreement, but to date there has been little to show for it. The most notable exceptions are the “Garage Days” organised by Graeme Oxley, where members have gathered at Graeme’s place and shared doing specific maintenance or improvement works on their Triumphs, and Terry Roche’s compilation of an index of technical articles in past editions of the Triumph Trumpet. This is still a work in progress, but definitely a valuable resource given the breadth and depth of articles that have appeared over the past 27 years of TCCV history. Perhaps you might like to get in touch with Terry and offer some assistance to get this index ready for publication. I’m sure that many of you are as concerned as I am about the viability of keeping our Triumphs on the roads in years to come, given the developments that are occurring both in the motor industry and through legislation. Our membership of the Association of Motoring Clubs (AOMC) contributes to enabling them to be a voice regarding proposals for legislative change. To deal with our particular issues relating to the technical/ mechanical aspects of the motor industry (parts supply, etc.), our Committeeman Chris Burgess has agreed to be our Club’s Technical Director. This is a new title, but one which I believe gives a better focus to his role. This role is two-fold: • Seeking out members who have made changes to their cars for the purposes of enabling them to perform better and encouraging them to share their findings with other TCCV members. A typical example is the fitting of an opto-electronic ignition now that contract breaker sets are getting harder to obtain; and • Identifying and making recommendations to the Committee (and the Club generally) on quantities of parts which the Club should make “bulk” purchases of. For example, local manufacture of oil filters for the 2000/2500 engines is reportedly being discontinued and it is not economically viable for members to order these individually from Rimmer Bros (UK) or elsewhere. A club bulk order on behalf of members could be worthwhile in such circumstances. The important thing is that this is not something to be done by Chris alone; it relies on everyone. If you go to your local parts supplier one Saturday morning (Burson’s, Super-Cheap, Autobarn, etc.) and they don’t have the part you want, send Chris an e-mail (or ring him) and let him know where difficulties are occurring. Or if he asks you to help by investigating a bit further, please be willing to help. For it is only through mutual co- operation that we can have any hope of preserving the Triumph marque. Before closing, I want you to know that a number of our committee members are amongst the group travelling to Tasmania later this month, and therefore might not be contactable by e-mail during that time. If you’re not going to Tassie, perhaps you can make the time to attend the Technical Day at Caulfield Jag on 10th April. Check out the “Coming Events” column for all the other activities, many of which I hope to see you on.

Roger McCowan - President

 The Triumph Trumpet March 2010 Minutes of February General Meeting Meeting Opened: by Club President Roger Regalia: Jeff Marshall brought all stock to the McCowan at 8:05pm 17 February 2010. meeting, including the carry bags and the blue Apologies: Nick Skinner, Brian & Sue Forwood, caps. Additional grille badges are to be ordered. Chris Burgess, Tony Clota, Debbie Goss, Alan There is also available a 5 litre container of Andrews. Penrite HPR 50 oil. Visitors: Julie & Peter Florey. Tool and Book Library: Paul Wallace advised that one book was returned tonight, and current Richard from Triumph Spares Guest Speaker: borrowings are accounted for. Paul brought the / Fairfield Motors provided a presentation book library to the meeting to enable members on Triumph cooling systems and associated to borrow reading material. components. His talk included modifying water pumps to improve flow and reduce air Events: Peter Welten provided updates on the pockets and cavitation. Richard also discussed following events: the merits of using high flow thermostats and * 28 February - RACV Classic Showcase clearing corrosion from radiators. at Flemington Racecourse. Members Previous Minutes: The minutes from the travelling from the east side of Melbourne January 2010 meeting were not published can meet at the Nunawading McDonalds in the February Trumpet, however printed store for departure at 6:45am. copies were available at this meeting. Roger * 7 March - Bellbird Run to Sassafras, meet at McCowan recommended the January 2010 1000 steps at 9:30am. General Meeting Minutes be accepted. Moved * 14 March - Maffra Shed Best of British by Lindsay Gibson, seconded by Ian Cameron display Open Day. Contact Graeme Oxley and passed by the members. for meeting place details. Correspondence: Several flyers received that * 10 March - Visit to Fox Museum. Open from were tabled for the members. One membership 5pm to 8pm at 749-755 Collins St (cnr Batman application and a payment for a Trumpet ‘For Hill Dr). Please arrive 5pm if possible. Cost: Sale’ advertisement. A letter received from $10/person, $8 concession. David Allman which included a set of Triumph * 18 March - TCCV Tasmania Tour. Departure cuff links. on ferry on 18th March 2010. Meet at Station Treasurer’s Report: Terry Roche presented Pier car park by 4:15pm. the financial report for period ending January * 10 April - Tech Day at Caulfield Jaguar 2010. (647-653 North rd Ormond) 10am - 12 The opening cash balance was $14,803.32. A noon. transfer of $5,250 was made to a Fixed Term * 11 April - EMR then to the Mountain Account. Income included reimbursements for District Car & Bike Show at Healesville the club trip to Tasmania of and regalia sales Racecourse. totalling $8,065.00 . The closing cash balance was $17,229.52. * 18 April - Federation Picnic at Pakenham Racecourse. Meet at former VFL Park for Terry Roche moved the Treasurer’s Report an 11:00am departure. be accepted. Seconded by Peter Welten and passed by the members. * 9 May - New Members Day, proposed to be held at the Oak Tree Tavern (The Basin). Editor: More articles from members are welcomed. All submissions for the March AOMC: Ian Cameron advised that no meetings Trumpet must be received by Chris Newell by have been held since last month. Graeme Wednesday 3rd March. Oxley reported that no response has been received as yet from VicRoads regarding the Membership: Bob Ritchie reported there are club’s submission on the revised Club Permit 137 members listed in the database, and an Scheme. additional application was received at tonight‘s meeting.

 The Triumph Trumpet March 2010 Minutes of February General Meeting Triumph Trading: These fit so well they should be in a dictionary. Peter and Julie Florey advised the meeting of ADULT: A person who has stopped growing at the many Triumph that they have available in both ends and is now growing in the middle. Ballarat. New old stock and second-hand parts, including doors, nose cones, etc for Toledo / BEAUTY PARLOUR: A place where women 1300 / 1500 / Dolomite / 2000 / 2500. curl up and dye. Some members may arrange a day trip to CANNIBAL: Someone who is fed up with Ballarat to inspect, possibly in May/June. people. General Business: CHICKENS: The only animals you eat before they are born and after they are dead. * Terry Roche advised that a refund has been received from TSOA for a membership COMMITTEE: A body that keeps minutes and payment. wastes hours. * Bob Ritchie is seeking assistance from a DUST: Mud with the juice squeezed out. member with a trailer to dispose of a car body. Bob is willing to share any payment EGOTIST: Someone who is usually me-deep in received for the metal value. conversation. * Peter Truman raised the possibility of HANDKERCHIEF: Cold Storage. purchasing filters for 2000 / Dolomite / Stag. INFLATION: Cutting money in half without Roger McCowan advised that the Committee damaging the paper. will discuss making a bulk purchase of stock to be available for members. MOSQUITO: An insect that makes you like flies better. * Fraser Faithfull reminded members that the photo competition will be run again in 2010. RAISIN: Grape with a sunburn. Submissions to be made by May general meeting. Awards will be made at the June SECRET: Something you tell to one person at general meeting. a time. * Graeme Oxley reminded members of the SKELETON: A bunch of bones with the person Queen’s Birthday Rally run by the Hamilton scraped off. th & District club on 12 - 14 June. Details TOOTHACHE: The pain that drives you to have been sent by e-mail. extraction. * An auction was conducted of the cuff links TOMORROW: One of the greatest labour saving donated by David Allman. Roger McCowan devices of today. was the successful bidder. Meeting Closed at 9:35pm. YAWN: An honest opinion openly expressed. WRINKLES: Something other people have, similar to my character lines.

 The Triumph Trumpet March 2010 Contact: Events Co-ordinator, Peter Welten Coming Events on: 0409 511 002 or email at [email protected] 2010 JULY MARCH 4th Bellbird Coffee Run 17th Monthly General Meeting. held at 14th Committee meeting the Koornang UCA, Murrumbeena, Melways 69 A5 (see map below) 21st Monthly General Meeting. held at starts at 8:00 pm the Koornang UCA, Murrumbeena, 18th - TCCV Tour of Tassie, See panel Melways 69 A5 (see map below) 28th opposite. starts at 8:00 pm APRIL AUGUST 10th Tech day Caulfield Jaguar 10.00am 1st Bellbird Coffee Run 647-653 North Road Ormond Mel 68 18th held at H9 Monthly General Meeting. the Koornang UCA, Murrumbeena, 11th EMR proposed run to Healesville Melways 69 A5 (see map below) 4th Mountain & District Car & Bike starts at 8:00 pm. Show Meeting followed by the Annual 18th Federation Pakenham Picnic. General Meeting. Pakenham Racecourse, we will meet 22nd Presidents Lunch venue TBA. at the former VFL footy ground at 10.15am for a 11.00am departure. SEPTEMBER 21st Monthly General Meeting. held at 5th EMR Proposed run in the west the Koornang UCA, Murrumbeena, Melways 69 A5 (see map below) 8th Committee meeting starts at 8:00 pm 15th Monthly General Meeting. held at MAY the Koornang UCA, Murrumbeena, 1st Gippsland Vehicle Buchan River Melways 69 A5 (see map below) Run starts at 8:00 pm 2nd Bell Bird Coffee Run OCTOBER 9th New Members Day venue TBA 3rd Bellbird Coffee Run.

12th Committee meeting 15-19th Combined TCCV and TCC of Canberra, Venue to be advised but 19th Monthly General Meeting. held at the Bendigo region is looking good. the Koornang UCA, Murrumbeena, Watch this space. Melways 69 A5 (see map below) 20th Monthly General meeting starts at 8:00 pm All events listed are Club Permit authorised, JUNE underlined listings are TCCV events. 6th Bellbird Coffee Run Special Note: The Bellbird Park Coffee Club Runs are scheduled each month to enable members 17th Monthly General Meeting. held at (particularly those on the Club Permit scheme) the Koornang UCA, Murrumbeena, to participate in a shorter run than the traditional Melways 69 A5 (see map below) EMRs. starts at 8:00 pm Starting times and destinations may be varied, MonthlyMonthly General General Meetings Meetings are are held held on on the the third third depending upon the weather and the desires of those WednesdayWednesday onon eacheach monthmonth exceptexcept December.December. participating. Venue:Venue: KoornangKoornang UnitingUniting Church,Church, 117117 MurrumbeenaMurrumbeena For more information contact: Syd Gallagher on 9772 Road,Road, Murrumbeena,Murrumbeena, VicVic MelwaysMelways Ref:Ref: 6969 A5A5 6537 or 0402 404 017.

 The Triumph Trumpet March 2010 Coming Events

TCCV Tour of Tasmania Depart Melbourne on Depart Devonport on 27 March 2010 Check 18 March 2010 Check in time 5.00 pm for a in time 5.00 pm for a 7.30 pm sailing time. sailing time of 7.30 pm. Arrive Devonport on 19 Arrive Melbourne on 28 March 2010 at 6.00 March 2010 at 6.00 am.. am, Overnighting at Hobart, Dover, Port Arthur, Spirit of Tasmania Fares: Bicheno, St Helens, Launceston. We had The cost per car is $79.00 each way. choices for sightseeing etc... and some of the Price per adult in 2 Berth Porthole Cabin on the suggested activities are; Salamanca Market, forward trip is $192.00. Constitution Dock, Drive to top of Mt Wellington Price per adult in 2 Berth Inside Cabin on the when in Hobart. Tahune Airwalk on the way forward trip is $184.00. to Dover. Historic Convict ruins at Port Arthur, Coles bay, Bay of Fires, Weldborough Pass Price per adult in 2 Berth Porthole Cabin on the (Google it, WOW). Historical Georgetown, return trip is $265.00 Cataract Gorge, First Basin, Motor Museums Price per adult in 2 Berth Inside Cabin on the (no shortage of these in Tassie), Historic Homes return trip is $240.00. (no shortage of these either), Mole creek caves If you have a pension card Peter Welten will (these are great), meet up with the Tassie need the pension number for you to recieve the Triumph Car Club. discount. Itenery is not finalised any suggestions to Col Peter has paid the deposit for the Spirt of Colson. We already have a group booking for 12 Tasmania and you will need to have the money couples, 10 Cars, 9 couples +1 member have to him by the end of January 2010. Peter needs so far booked, other members are welcome to to give the full list of passengers to them by the join in but will need to make their own travel and end of January 2010. accommodation arrangements. Peter Welton; 0419 511 003, events @tccv.net All other queries to Col Colson on 0417 394 302 or email Col at [email protected]

TCCV Photo Competition 2010

Fabulous Prizes

Three categories: Triumph Cars, Triumph Bits, Triumph People

Please submit your entries to Fraser Faithfull no later than the April general meeting, or to the TCCV mailbox by 30 April. High resolution digital entries accepted maximum size 2mb or less please can be sent to [email protected].

Winners announced and entries displayed at the June general meeting.

 The Triumph Trumpet March 2010 All Roads Lead to Bacchus Marsh Oak Tree Tavern BAR & RESTAURANT Open Wednesday to Sunday Bookings Essential M o u The Basin n Barry Valentine ta Melways Ref: 65,G8 in p: 03 9761 0944

a: 1/367 Forest Road, The Basin, VIC, 3154 Post Office

e: [email protected] H ig • Olde English atmosphere Oak T ree h Tavern w a • Varied menu from snacks to grills y Fire • English, Irish and Australian Beers on tap Station Church St • Entertainment Thursdays, Friday, Saturday d oa nights & Sunday afternoon R st re • Parking front, rear and near Fire Station Fo • Neat casual attire, no work clothes after 6 pm.

7 FEB 2010: The 5th annual David Calleja Car & Bike Show was held at Maddingley Park Bacchus Marsh on Sunday the 7th Feb. There was catering, a country market, kid’s amusements, live music and trade stands. A 1954 Austin Healey Streamliner was this year’s featured vehicle. Cost to get in was $5.00. I went last year and it keeps getting bigger and better each year. The only hassle I found was that it was a bit dusty. Victoria definitely needs rain. There were a large variety of cars, bikes and trucks to look at. I believe that it is on the same weekend each year. There are lots of trees so shade is not a problem. There were quite a few Triumphs on display. A dark green TR6, Vitesse with the saloon top removed, white Dolomite auto (car was at the RACV National Show Case last year), really nice TR8 with a detachable hard top. Jorge Almenara had his Triumph Herald Coupe on display. You should see his fully chromed engine bay. Very nice Jorge. Eddy and June Madden were also there in their XJS V12 Jaguar. Graeme Oxley

10 The Triumph Trumpet March 2010 All Roads Lead to Bacchus Marsh

The first photo is the ALFA that was being built at Cottage St Blackburn off a drawing. TCCV went there and saw the car in it’s early days. Picture below is Jorge Almenara’s 1959 Herald.

Images from Graeme Oxley

11 The Triumph Trumpet March 2010 Werribee Tech Day No 2 6 FEB 2010: A very nice morning greeted us for another Tech day and BBQ. Nothing prepared us for a couple of dramas that happened. Al Andrews - Herald, Tony O’Connor – TR6, Peter Welten - Sprint, Terry Roche – TR6 and Barry Hillsley – Rover P6B, turned up. Everyone had tasks to achieve on the day. Barry had to find out why the speedo and tacho didn’t work, Peter had to change the centre console and put a new front badge on the Sprint. Al did a bit of cleaning and fitted a clock. Terry needed to replace his fuel pump and the oil pressure gauge line. Tony, well he became the ‘go for’. Before starting we had morning tea. Thanks to Tony who had some date scones. Pitfalls of replacing a fuel pump with a pump that doesn’t have the same fit, form and function (RAAF speak). Terry got a replacement pump for his Bosch PN 0850 254 909. However the high pressure connection was different. There was no way that we could make it work. The previous owner had cut the Lucas high pressure loop fuel line in half and put in a banjo type connection. Tony & Terry went hooning around Werribee (hooning capital of Vic) to try to find an adapter. However they had no success. The only alternative was to put the old pump back in. In between time a bbq lunch was prepared and we all enjoyed the meal followed by some cheese cake. Barry bought along the cheese cakes and Al bought some really nice meat patties from his local butcher for the bbq. Once the pump was back together it was time to tackle replacing the old plastic type oil line with a new braided line from the USA. After Tony had hassles with his oil line on his TR6 fracturing because of old age (the line not Tony), Terry decided to replace rather than wait for a failure. Other TR5 & 6 owners should change their oil lines as well. This job was fairly straight forward with the advice from five other guys. Line cost around A$50 delivered and replacing the liner sooner rather than later would be a very good idea. Terry got in touch with Greg Tunstall in QLD and the correct pump (0850 254 949) and adapter was sent down. Terry got a high pressure fuel line off Bob Ritchie. Last Saturday afternoon (20th Feb) Terry & I fitted the new replacement pump. Apart from the high pressure fuel line initially not seating correctly at the relief valve everything went smoothly. The new pump was silent and the TR6 has never run more smoothly. The cutting of the high pressure fuel line to half the length is not a good idea as the hose needs to be the correct length to stop the relief valve chattering. The reason for replacing the fuel pump and oil line was to give a bit of peace of mind whilst touring around Tassie. If any members would like to be part of a Tech Day over my side of town let me know. Don’t know when the next one will be as they just happen.

Graeme Oxley 2.5PI

12 The Triumph Trumpet March 2010 Werribee Tech Day No 2

Let’s just hope those dummies learnt something by watching me because I will be buggered if I am going to show them again! Mr TR6

Images from Graeme Oxley

A sample of what Graeme does best - the barbie.

13 The Triumph Trumpet March 2010 Rocker Arm Lubrication

This article outlines the reasons why I added increased oil flow to the rocker arm assembly on my 2500 PI and the simple modification required to provide it. I like lots of oil flow; it just seems to me to be better than less oil flow. The rocker arm assembly on the Triumph six cylinder engines is a case in point. The engineers that designed this engine specifically limited the oil flow to the rocker assembly. I’m not sure why they took this path; perhaps it was felt that excess oil around the rocker arms and valve stems would lead to more oil finding its way into the combustion cylinders. The upper valve stem ports on these engines are not sealed and perhaps the cost to modify the cylinder head to seal the valve stems was too high. Perhaps they felt the assembly didn’t require any more flow then what was provided. The diagram below (taken from a Haynes manual) shows the basic lubrication system on the six cylinder engines.

Oil is picked up by the pump, sent through the oil filter and delivered at pressure into the oil supply rail cast into the . A pressure relief valve prevents oil pressure rising above a set value (around 45 psi at 1500 RPM approx). There are drillings in the oil rail and through the block that deliver oil to the various engine components providing a combination of pumped flow, spray and splash throughout the engine. Oil to the rocker arm assembly first passes over the rear cam shaft bearing and then, via drillings, out the top of the cylinder block, through the cylinder head, up through the rear rocker arm support post and into the hollow rocker arm shaft. There are drillings in the rocker arm shaft at each of the rocker arms that allows oil to lubricate the rotation of the rocker arm on the shaft. There is then a drilling through the rocker arm that allows oil to spray out (if there is enough pressure) onto the contact ball of the rocker arm and top of the pushrod. Oil is then presumably splashed around the entire rocker arm and valve train assembly. Unless there is sufficient oil pressure in the rocker arm shaft, oil will not spray out from the rocker arm and will only weep or drip. The oil then drains back into the sump via the cavities around the pushrods and cam lifters.

14 The Triumph Trumpet March 2010 Rocker Arm Lubrication

The diagram below (again taken from Haynes) shows an exploded view of the rocker arm assembly:

My concern is that with ‘indirect’ flow to the rocker arm shaft, after losing significant pressure passing over the rear cam shaft bearing, there just isn’t sufficient flow and pressure to ensure splash and spray over the entire rocker arm and valve train assembly. The potential problems from reduced oil flow, as I see them, are: • Accelerated wear between rocker arm and shaft; • Wear on top of pushrod and valve train generally; • Accumulated dirt around valve train assembly; • Noise from valve train assembly. I have dismantled a number of six-cylinder engines and on some of them I have found considerable wear on the rocker arm shaft and inside the rocker arm sleeve bearing. On one car I found an unbelievable amount of dirt all over the valve train assembly and the inside of the valve springs was just about solid with dirt. I’m convinced these problems were caused by insufficient oil flow. The remedy to correct this situation is relatively simple. All that is required is to provide a direct oil line from the oil rail in the engine block to the drilling in the rear of the cylinder head. This drilling is part of the original manufacture of the cylinder head and is plugged with a ½“ UNC bolt. Removing the bolt allows a banjo type connection to be screwed into the head providing a path for the oil to enter the head. The oil rail on the engine block has a number of plugged holes that can be used to connect the new oil line to. There is a plugged hole corresponding to each of the drillings in the block to provide oil flow to the various engine parts. The most difficult part of the whole exercise is to get the desired plug to come free. They are in very tight. I have not been able to remove some of the plugs. For the most part, they are “Allen” screws and I have found that the Allen wrench will sometimes slip inside the screw. There are ‘tricks’ to try such as applying a non- slip compound to the wrench or heating the block with a gas torch. I’ve been reluctant to try a torch because there are combustion products inside the block but a mechanic once told that was how to do it (if anyone in the club has experience with this technique, it would be interesting to hear about it). But, if all else fails, it is very convenient to use the same tapping that the oil pressure sender unit is screwed into. This is easy to get to and a simple 1/8” NPT or BSP tee will fit it nicely allowing the sender unit and a new line to be connected to it. The next decision is which tubing material to use for the new oil line. I tried black Nylon tubing one car, but I think the operation temperature is too high for the Nylon. I could never get the oil weeping from the connection to stop. I would tighten it up and it would be OK for a day or so and then start weeping again. The

15 The Triumph Trumpet March 2010 Rocker Arm Lubrication other problem with Nylon is that it can become hard with age and can break. That would cause a pretty rapid loss of all oil in the system. I have also used ‘bungie’ steel tubing without leaks and have been happy about that. The steel tubing is my preferred choice. I have not yet used stainless steel braided hose but I’m sure it would be OK as well. I have also not used copper. The problem with copper is that it can work harden and I’m not sure about the long term safety aspects about that. The next decision is what size tubing to use. I don’t know the size of the propriety hose that can be bought from supply houses. I have tried both 3/16 steel and ¼ inch Nylon tubing. I don’t have scientific proof but I suspect the 3/16 is OK. It also fits neater around the engine. On the car I fitted the ¼” Nylon tube, there was a lot of oil in the rocker arm area. Looking down into the oil filler cap, you could see oil flowing quite freely across the top of the head within about 15 seconds of starting the engine. Then, it’s a relatively simple manner of bending the tube to fit the layout around the block and connecting the fittings and tightening it all up. Fitting the banjo to the rear of the head is a bit tight but it all fits OK. Just don’t drop any parts down behind the engine. Or, if you’re at all like me, I always buy spare bits so I can replace the dropped and lost items. I have never found that supplying the extra oil to the rocker arm has starved the rest of the lubrication system from supply of oil. That is, I have never noticed low oil pressure. I suspect the capacity of the oil pump is quite adequate and, in fact, has considerable spare capacity. Another point to consider, if a new oil line is being fitted to a 35 year old car, then it is possible that the oil holes in the rocker shaft may be blocked with dirt or sludgy oil. One way to check on this after the oil line has been fitted is to remove the rocker cover and, with the engine running, look for oil coming out of each rocker arm. This will probably result in some oil getting on the car or side of the engine block. So keeps some rags handy. If there are rocker arms that do not show oil, then it is really best to remove the rocker arm assembly, and clear the holes. It is possible to do this without dismantling the assembly but you should allow for a weekend to do it. And then you have to reset the valve clearances when you put the rocker arm back on the head. Also best to have a new rocker cover gasket handy as well. Recently I had the melanchology duty to take my old PI off the road and make way for my ‘newer’ green PI. In the process of doing this I decided to keep the engine basically intact and then I had the idea of writing this article and trying a couple of experiments on oil flow to the rocker arm. Since the engine has been removed from the car, it was only possible to spin the engine with a starter motor. Admittedly, this is not representative of actually running the engine under power but it’s the best I could do in the short term. So I decided to spin the motor without the additional oil line and then try it with the oil line fitted. The picture below shows the engine with rocker assembly removed and ready for initial running.

Oil passage hole into the rocker arm support shaft.

Drilling for auxiliary oil line.

16 The Triumph Trumpet March 2010 Rocker Arm Lubrication

I don’t know what RPM the starter motor can spin the motor but the important thing is the oil pressure. If the oil pressure is relative high and constant, then that will be close to operating conditions. The sparkplugs were removed to make it easier to spin. The oil used was 20-50 wt.

The initial trial was made with the rocker assembly removed as I wanted to see how much oil would come up through the hole in the head without the additional oil feed line.

The next picture is with the engine actually spinning and it shows a puddle of oil running out of the hole and down the inside the cylinder head. Oil pressure was a constant 70 psi. It was possible to run this test for a few minutes before the batteries started to lose power. Watching the amount of oil run out of the hole I felt there may not be sufficient oil flow to fill the rocker arm shaft and supply oil to all the points.

Oil puddle

Gauge at 70 psi

So I fitted the rocker arm assembly on the head and ran the motor again for a few minutes. Again the pressure built to a steady 70 psi and oil began to drip out between the rocker arms and the shaft in a number of places. I ran the motor for what I thought was sufficient time to allow a steady state to develop. The result was that oil was dripping out between shaft and arms on 10 of the 12 rocker arms. The drip rate was probably on the order of every 5 – 10 seconds. At no point was any oil coming out of the hole in the rocker arms and as a result there was no oil in any of the sockets of the pushrods. I would definitely classify this as insufficient oil flow.

The next test was to fit the auxiliary oil line and run the test again.

I decided to start with the 3/16 inch od steel tubing. The picture below shows the oil line fitted to the engine and ready for the test run. Bob Ritchie

17 The Triumph Trumpet March 2010 The Power of Horses

Horsepower (HP) is the name of several units of measurement of power. The most common definitions equal between 735.5 to 746 watts. The is not recognized in the International System of Units (SI). The horsepower was originally defined to compare the output of steam engines with the power of draught horses. The unit was widely adopted to measure the output of piston engines, turbines, electric motors, and other machinery. The definition of the unit varied between geographical regions. Most countries now use the SI unit watt for measurement of power. With the implementation of the EU Directive 80/181/EEC on January 1st, 2010, the use of horsepower in the EU is only permitted as supplementary unit. The definition of the horsepower also has varied between different applications: • The mechanical horsepower of 550 foot-pounds per second is approximately equivalent to 745.7 watts.

• The metric horsepower of 75 kgf-m per second is approximately equivalent to 735.499 watts.

• The boiler horsepower is used for rating steam boilers and is equivalent to 34.5 pounds of water evaporated per hour at 212 degrees Fahrenheit, or 9,809.5 watts.

• One horsepower for rating electric motors is equal to 746 watts.

• The Pferdestärke (German translation of horsepower) is a name for a group of similar power measurements used in Germany around the end of the 19th century, all of about one metric horsepower in size.

• The Royal Automobile Club (RAC) horsepower or British tax horsepower is an estimate based on several en- gine dimensions.

History of the unit The development of the steam engine provided a reason to compare the output of horses with that of the engines that could replace them. In 1702, Thomas Savery wrote inThe Miner’s Friend: “So that an engine which will raise as much water as two horses, working together at one time in such a work, can do, and for which there must be constantly kept ten or twelve horses for doing the same. Then I say, such an engine may be made large enough to do the work required in employing eight, ten, fifteen, or twenty horses to be constantly maintained and kept for doing such a work…” The idea was later used by James Watt to help market his improved steam engine. He had previously agreed to take royalties of one third of the savings in coal from the older Newcomen steam engines. This royalty scheme did not work with custom- ers who did not have existing steam engines but used horses instead. Watt determined that a horse could turn a mill wheel 144 times in an hour (or 2.4 times a minute). The wheel was 12 feet in radius, therefore the horse travelled 2.4 × 2π × 12 feet in one minute. Watt judged that the horse could pull with a force of 180 pounds. So:

This was rounded to an even 33,000 ft·lbf/min.

Others recount that Watt determined that a pony could lift an average 220 lbf (0.98 kN) 100 ft (30 m) per minute over a four-hour working shift. Watt then judged a horse was 50% more powerful than a pony and thus arrived at the 33,000 ft·lbf/min figure.

Engineering in History recounts that John Smeaton initially estimated that a horse could produce 22,916 foot-pounds per minute. John Desaguliers increased that to 27,500 foot-pounds per minute. “Watt found by experiment in 1782 that a ‘brewery horse’ was able to produce 32,400 foot-pounds per minute.” James Watt and Matthew Boulton standardized that figure at 33,000 the next year.

Most observers familiar with horses and their capabilities estimate that Watt was either a bit optimistic or intended to underpromise and overdeliver; few horses can maintain that effort for long. Regardless, comparison with a horse proved to be an enduring marketing tool.

A healthy human can produce about 1.2 hp briefly (see orders of magnitude) and sustain about 0.1 hp indefinitely; trained athletes can manage up to about 2.5 hp briefly and 0.3 hp for a period of several hours.

Horsepower from a horse

R. D. Stevenson and R. J. Wassersug published an article in Nature 364, 195-195 (15 July 1993) calculating the upper limit to an animal’s power output. The peak power over a few seconds has been measured to be as high as 14.9 hp. However, for longer periods, an average horse produces less than one horsepower.

18 The Triumph Trumpet March 2010 The Power of Horses

Current definitions

The following definitions have been widely used:

Mechanical horsepower hp(I) ≡ 33,000 ft-lbf/min

= 550 ft·lbf/s = 745.6999 W

Metric horsepower hp(M) ≡ 75 kgf·m/s ≡ 735.49875 W Electrical horsepower hp(E) ≡ 746 W Boiler horsepower hp(S) ≡ 33,475 BTU/h = 9,809.5 W Hydraulic horsepower = flow rate (US gal/min) × pressure ([[lbf/in2|psi]]) × 7/12,000

= 550 ft·lbf/s = 745.6999 W In certain situations it is necessary to distinguish between the various definitions of horsepower and thus a suffix is add- ed: hp(I) for mechanical (or imperial) horsepower, hp(M) for metric horsepower, hp(S) for boiler (or steam) horsepower and hp(E) for electrical horsepower.

Hydraulic horsepower is equivalent to mechanical horsepower. The formula given above is for conversion to mechanical horsepower from the factors acting on a hydraulic system.

Mechanical horsepower

2 Assuming the third CGPM (1901, CR 70) definition of standard gravity, gn=9.80665 m/s , is used to define the pound- force as well as the kilogram force, and the international avoirdupois pound (1959), one mechanical horsepower is:

1 HP ≡ 33,000 ft·lbf/min by definition = 550 ft·lbf/s since 1 min = 60 s = 550×0.3048×0.45359237 m·kgf/s since 1 ft = 0.3048 m and = 76.0402249068 kgf·m/s 1 lb = 0.45359237 kg = 76.0402249068×9.80665 kg·m2/s3 g = 9.80665 m/s2 = 745.69987158227022 W since 1 W ≡ 1 J/s = 1 N·m/s = 1 (kg·m/s2)·(m/s) or given that 1 hp = 550 ft·lbf/s, 1 ft = 0.3048 m, 1 lbf ≈ 4.448 N, 1 J = 1 N·m, 1 W = 1 J/s: 1 hp = 746 W

Metric horsepower

Metric horsepower began in Germany in the 19th century and became popular across Europe and Asia. The various units used to indicate this definition (PS, CV, hk, pk, and ch) all translate to horse power in English, so it is common to see these values referred to as horsepower or hp in the press releases or media coverage of the German, French, Italian, and Japanese automobile companies. British manufacturers often intermix metric horsepower and mechanical horsepower depending on the origin of the engine in question.

Metric horsepower, as a rule, is defined as 0.73549875 kW, or roughly 98.6% of mechanical horsepower. This was a minor issue in the days when measurement systems varied widely and engines produced less power, but has become a major sticking point today. Exotic cars from Europe like the McLaren F1 and Bugatti Veyron are often quoted using the wrong definition, and their power output is sometimes even converted twice because of confusion over whether the original horsepower number was metric or mechanical.

PS

This unit (German: Pferdestärke = horse strength) is no longer a statutory unit, but is still commonly used in Europe, South America and Japan, especially by the automotive and motorcycle industry. It was adopted throughout continental Europe with designations equivalent to the English horsepower, but mathematically different from the British unit. It is defined by the Physikalisch-Technische Bundesanstalt (PTB) in Braunschweig as exactly: 1 PS = 75 kilopond-meters per second (75 kp·m/s)×(9.80665 N/kp) = 735.49875 N·m/s ≈ 735.5 N·m/s ≈ 735.5 W ≈ 0.7355 kW ≈ 0.98632 hp (SAE) The PS was adopted by the Deutsches Institut für Normung (DIN) and then by the automotive industry throughout most of Europe, under varying names. In 1992, the PS was rendered obsolete by EEC directives, when it was replaced by the kilowatt as the official power measuring unit. It is still in use for commercial and advertising purposes, as many cus- tomers are not familiar with the use of kilowatts for engines.

19 The Triumph Trumpet March 2010 The Power of Horses pk, hk, hv, LE, k/ks, KM, CP

The Dutch paardenkracht (pk), the Swedish hästkraft (hk), the Finnish hevosvoima (hv), the Norwegian and Danish hestekraft (hk), the Hungarian lóerő (LE), the Czech koňská síla and Slovak koňská sila (k or ks), the Serbo-Croatian konjska snaga (k or ks), the Polish koń mechaniczny (KM) and the Romanian cal-putere (CP) all equal the German Pferdestärke (PS).

CV and cv In Italian (Cavalli), Spanish (Caballos), and Portuguese (Cavalos), CV is the equivalent to the German, PS. It is also used as the French term for the Pferdestärke, but in French, this should be written in lowercase letters as cv. In addition, the capital form CV is used in Italy and France as a unit for tax horsepower, short for, respectively, cavalli va- pore and chevaux vapeur (steam horses). CV is a non-linear rating of a motor vehicle for tax purposes. The CV rating, or

fiscal power, is , where P is the maximum power in kilowatts and U is the amount of CO2 emitted in grams per kilometre. The term for CO2 measurements has only been included in the definition since 1998, so older ratings in CV are not directly comparable. The fiscal power has found its way into naming of automobile models, such as the popular deux-chevaux. The cheval-vapeur (ch) unit should not be confused with the French cheval fiscal (CV). In the 19th century, the French had their own unit, which they used instead of the CV or horsepower. It was called the poncelet and was abbreviated p. ch

This is a French unit for automobile power. The symbol ch is short for chevaux (horses). It has the same definition as the German PS, and is approximatively equal to 735.5 W.

RAC horsepower (taxable horsepower) See also: Tax horsepower This measure was instituted by the Royal Automobile Club in Britain and was used to denote the power of early 20th century British cars. Many cars took their names from this figure (hence the Austin Seven and Riley Nine), while others had names such as “40/50 hp”, which indicated the RAC figure followed by the true measured power.

Taxable horsepower does not reflect developed horsepower; rather, it is a calculated figure based on the engine’s size, number of cylinders, and a (now archaic) presumption of engine efficiency. As new engines were designed with ever-increasing efficiency, it was no longer a useful measure, but was kept in use by UK regulations which used the rating for tax purposes.

where D is the diameter (or bore) of the cylinder in inches n is the number of cylinders This is equal to the displacement in cubic inches divided by 10π then divided again by the in inches. Since taxable horsepower was computed based on bore and number of cylinders, not based on actual displacement, it gave rise to engines with ‘undersquare’ dimensions (i.e., relatively narrow bore), but long stroke; this tended to impose an artificially low limit on rotational speed (rpm), hampering the potential power output and efficiency of the engine.

The situation persisted for several generations of four- and six-cylinder British engines: for example, Jaguar’s 3.4-litre XK engine of the 1950s had six cylinders with a bore of 83 mm (3.27 in) and a stroke of 106 mm (4.17 in), where most American automakers had long since moved to oversquare (wide bore, short stroke) V-8s (see, for example, the early Chrysler Hemi).

Measurement

The power of an engine may be measured or estimated at several points in the transmission of the power from its gen- eration to its application. A number of names are used for the power developed at various stages in this process, but none is a clear indicator of either the measurement system or definition used.

In the case of an engine dynamometer, power is measured at the engine’s flywheel (i.e., at the crankshaft output). With a chassis dynamometer or rolling road, power output is measured at the driving wheels. This accounts for the significant power loss through the drive train.

20 The Triumph Trumpet March 2010 The Power of Horses

In general: Nominal is derived from the size of the engine and the piston speed and is only accurate at a pressure of 48 kPa (7 psi). Indicated or gross horsepower (theoretical capability of the engine) minus frictional losses within the engine (bearing drag, rod and crankshaft windage losses, oil film drag, etc.), equals Brake / net / crankshaft horsepower (power delivered directly to and measured at the engine’s crankshaft) minus frictional losses in the transmission (bearings, gears, oil drag, windage, etc.), equals Shaft horsepower (power delivered to and measured at the output shaft of the transmission, when present in the system) minus frictional losses in the universal joint/s, differential, wheel bearings, tire and chain, (if present), equals Effective, True (thp) or commonly referred to as wheel horsepower (whp) All the above assumes that no power inflation factors have been applied to any of the readings.

Engine designers use expressions other than horsepower to denote objective targets or performance, such as brake (BMEP). This is a coefficient of theoretical brake horsepower and cylinder pressures during combustion.

Nominal horsepower

Nominal horsepower (nhp) is an early Nineteenth Century rule of thumb used to estimate the power of steam engines. nhp = 7 x area of piston x equivalent piston speed/33,000

For paddle ships the piston speed was estimated as 129.7 x (stroke)

For the nominal horsepower to equal the actual power it would be necessary for the mean steam pressure in the cylinder during the stroke to be 48 kPa (7 psi) and for the piston speed to be of the order of 54–75 m/min.

Indicated horsepower

Indicated horsepower (ihp) is the theoretical power of a reciprocating engine if it is completely frictionless in converting the expanding gas energy (piston pressure × displacement) in the cylinders. It is calculated from the pressures devel- oped in the cylinders, measured by a device called an engine indicator—hence indicated horsepower. As the piston advances throughout its stroke, the pressure against the piston generally decreases, and the indicator device usually generates a graph of pressure vs stroke within the working cylinder. From this graph the amount of work performed during the piston stroke may be calculated. It was the figure normally used for steam engines in the 19th century but is misleading because the mechanical efficiency of an engine means that the actual power output may only be 70% to 90% of the indicated horsepower.

Brake horsepower

Brake horsepower (bhp) is the measure of an engine’s horsepower without the loss in power caused by the gearbox, alternator, differential, water pump, and other auxiliary components such as power steering pump, muffled exhaust system, etc. Brake refers to a device which was used to load an engine and hold it at a desired RPM. During testing, the output torque and rotational speed were measured to determine the brake horsepower. Horsepower was originally measured and calculated by use of the indicator (a James Watt invention of the late 18th century), and later by means of a De Prony brake connected to the engine’s output shaft. More recently, an engine dynamometer is used instead of a De Prony brake. The output delivered to the driving wheels is less than that obtainable at the engine’s crankshaft. True / Effective horsepower (chassis dynamometer) True horsepower (THP), Effective horsepower (EHP) and wheel horsepower (whp) are the brake horsepower converted to useful work. In the case of a road vehicle this is the power actually turned into forward motion as measured on a chassis dynamometer. Power available at the road is generally 10% to 20% less than the engine’s actual bhp crankshaft rating due to vehicle related parasitic losses, much of which is due to the vehicle’s rubber tires rather than true transmission losses. Aside from adding simple dyno parasitic drag, there are no additional power adding factors and power is corrected using appropriate atmospheric correction factors

21 The Triumph Trumpet March 2010 Australia Day.....

.....at the Kings Domain

Images from Graeme Oxley

22 The Triumph Trumpet March 2010 Erudite Scientist If you’re not familiar with the work of Steven Wright, he’s the famous erudite scientist who once said: “I woke up one morning, and all of my stuff had been stolen and replaced by exact duplicates.” His mind sees things differently than most of us do, to our amazement and amusement.

Here are some of his gems: 18 - Hard work pays off in the future; laziness pays off now. 1 - I’d kill for a Nobel Peace Prize. 19 - I intend to live forever..... so far, so good. 2 - Borrow money from pessimists -- they don’t expect it back. 20 - If Barbie is so popular, why do you have to buy her friends? 3 - Half the people you know are below average. 21 - Eagles may soar, but weasels don’t get sucked into jet engines. 4 - 99% of lawyers give the rest a bad name. 22 - What happens if you get scared half to death 5 - 82.7% of all statistics are made up on the twice? spot. 23 - My mechanic told me, “I couldn’t repair your 6 - A conscience is what hurts when all your other brakes, so I made your horn louder.” parts feel so good. 24 - Why do psychics have to ask you for your 7 - A clear conscience is usually the sign of a bad name? memory. 25 - If at first you don’t succeed, destroy all 8 - If you want the rainbow, you got to put up with evidence that you tried. the rain. 26 - A conclusion is the place where you got tired 9 - All those who believe in psycho kinesis, raise of thinking. my hand. 27 - Experience is something you don’t get until 10 - The early bird may get the worm, but the just after you need it. second mouse gets the cheese. 28 - The hardness of the butter is proportional to 11 - I almost had a psychic girlfriend, ..... but she the softness of the bread left me before we met. 29 - To steal ideas from one person is plagiarism; 12 - OK, so what’s the speed of dark? to steal from many is research.

13 - How do you tell when you’re out of invisible 30 - The problem with the gene pool is that there ink? is no lifeguard.

14 - If everything seems to be going well, you 31 - The sooner you fall behind, the more time have obviously overlooked something. you’ll have to catch up.

15 - Depression is merely anger without 32 - The colder the x-ray table, the more of your enthusiasm. body is required to be on it.

16 - When everything is coming your way, you’re 33 - Everyone has a photographic memory; some in the wrong lane. just don’t have film.

17 - Ambition is a poor excuse for not having 34 - If your car could travel at the speed of light, enough sense to be lazy. would your headlights work?

23 The Triumph Trumpet March 2010 Club Regalia Call Jeff Marshall 9876 5092 to place your order.

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24 The Triumph Trumpet March 2010 Call Jeff Marshall 9876 5092 to place your order. Club Regalia

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25 The Triumph Trumpet March 2010 Triumph Trading Cars For Sale 1973 Stag - $14,000 o.n.o. 1976 Dolomite Sprint Manual + OD. This car has been laid up undercover for approximately 12 years but is complete and in generally sound condition. It would be easily roadworthied and registered or would make a great basis for a concourse vehicle. The car gained second place in the TCCV SOLD concourse c. 1997 not long before it was stored. Engine No. VA13274HEA. $2400 as is. Please phone Steve on 0400 082 834 for a full The car is powered by a Rover 3.6 (SD1) with Holley description. 4 barrel carby mounted on an Offenhauser dual port inlet manifold, engineers certificate and all papers supplied. Mallard Blue duco. In the last 3,000 Parts For Sale kilometers, this car has had the Auto Transmission re-built, new cam and followers, timing chain (this year) all four new shock absorbers, dash reskinned, dash woodwork replenished, Jet-Hot 1974 2500TC Body coated extractors, starter motor rebuilt, alternator Looking for a new home. No structural rebuilt and uprated to 55 Amps, power steering rust, but white paint in very poor condition. rack rebuilt, changed power steering pump, 14” Call Bob and negotiate a very low price electric fan, and much more, all receipts & history. (03) 9589 4466. Soft top in great condition. Hard top in fair condition needs painting. VIN No LD24743BW, STAGV8 not included, but can negotiate.SOLD Reg to May 2010, sold BW 65 Auto with RWC. New reg plate will be provided, buyer has this choice. Transmission Borg Wagner 65 auto transmission “free to a good The body is in good shape but has a small rust home”. the only proviso is it need to be picked up spot forward of the rear RHS wheel arch and has from Castlemaine Victoria, It came as a spare the usual paint chips, the car runs great but could for my 2500s sedan. It would probably need benefit with new paint in the next few years. flushing through. I do not know what condition More pictures on CarSales.com the internals are in but the previous owner was Contact: Chris on 0438 007 021 [email protected] more than a little fastidious about all things 1976 Triumph 2500TC mechanical and had spares for everything!! Contact: Timothy Chapman on 0418-304-454 or Automatic, Yellow/mustard colour with email: [email protected] tan interior. Above average condition. One lady owner. Genuine 71,000 kms on speedo. Requires a battery. Asking $3000.00 Contact: Lyndon, 03 5248 2381, or email: [email protected]. TRIUMPH TRADING - Cars and Parts for sale are provided as a service for members of the Triumph Car Club of Victoria (TCCV) and guests and visitors to our web site. TCCV is not responsible for in any way and makes no warranty with respect to the pricing, originality, appropriateness, quality, merchantability or serviceability of any of the items that may be offered for sale on this site. This section is provided solely to facilitate contact between Triumph enthusiasts and the use of this site shall create no liability or responsibility to TCCV, or upon it’s Office Bearers or Committee.

26 The Triumph Trumpet March 2010 VANGUARD TRIUMPH WHOLESALERS P/L

Triumph 43 Albert Hill Road, Lilydale 3140 Ph: (03) 9735 1446, Fax: (03) 9735 4449 March 2010 End of Summer Specials

Our major specials list is about to be posted to all customers. If you are not one of the 3,000 enthusiasts receiving it, let us know. You are missing out! One-off & hard to get items

Triumph TR7 soft top & all fittings – S/H $300 Stag/TR6/2500 chrome boot rack – as new $140 Triumph TR7 locking petrol cap – used $49.90 Triumph TR7 early wide diameter petrol cap $59.90 Triumph TR7 late petrol cap – Unobtainable from UK 1 only $79.90 NEW INTO STOCK Stag Female door trim plastic sockets $1ea A-type overdrive mainshaft Inquire by phone 1500 Spitfire mainshaft Inquire by phone 1961 Atlas Major AE Hepolite 30th oversize piston kit $240 set Triumph 2000 MkII new factory interior sunvisors XKC440 $89.90pr Triump Herald fiberglass dashboard with black finish $240 Sprint distributor w/electric ignition – no wear – can be converted $90 Triumph TR7 late L/H indicator stalk – S/H good condition $140 Triumph TR6 rear brake drums – new $80ea Dolomite 1850 & Sprint factory fuel pump $140 Triumph TR2/3/4/5/6 full front wheel bearing set $110 Triumph 2500 “S” overdrive J-type tailshaft – S/H VGC $70 Triumph 2000/2500 spin-on oil filter adaptor – new $140 TR2/3/4/4A oil pump rotor kit $88 TR7 under bonnet metal plenum chamber – clip on, clip off S/H $150 Spitfire 1500 choke cable with original square knob $44.90

27 The Triumph Trumpet March 2010 Member’s Information New Members TCCV on the Internet A big welcome to four new members this month, at the time of going to press we now have a record with 141 financial members in TCCV. Name Suburb Car(s) Stefan Seketa Kensington TR6 Peter Sabine Doreen Stag Richard Hankin N Caulfield 2500TC Denise McGuire Newport TR3A

Bob Ritchie - Membership Secretary Collation Thanks Collation of the August edition of the Triumph http://www.tccv.net Trumpet was ably assisted by Doreen Hickey. If you would like to help with collation, please let me know and I will ring you as a reminder a day or two before collation, which is usually on the Tuesday of the week prior to the monthly Triumph’s on the WWW general meeting. There are many interesting “Triumph” websites on the internet. This section will list the best of Members who come along to assist can earn the Triumph and Motoring related websites, if you Clubman points and get their magazines earlier stumble accross a good site not listed here, send than anyone else! Give me a call on 9735 1693 me the link and I will put it in this section. if you think you could help occasionally. Georgia Triumph Association Terry Hickey - Collation Co-ordinator http://www.gatriumph.com

The Triumph Home Page Magazine Contributions www.team.net/www/triumph I need your articles (with or without photos) of a TRiumphant nature, either personal or Austin Rover Online impersonal. Put pen to paper or finger to key http://www.aronline.co.uk and send your article(s) and photo(s) to the Editor now. The Home of all things Minty Remember this is your chance to earn those http://www.mintylanb.co.uk/ valuable Club Points! Jay Leno’s Garage Club points are awarded for magazine http://www.jaylenosgarage.com contributions. They are awarded on the basis of originality and effort, as well as help in Club Chris Newell - Editor activities. Chris Newell - Editor Please note - The information in this publication is of a general nature as a service to TCCV members and other interested parties. The articles included herein are not intended to provide complete discussion of each subject. While the information is believed to be correct, no responsibility is accepted for any statements of opinion or any error or ommission. 28 The Triumph Trumpet March 2010 FOR ALL YOUR SPITFIRE PARTS AND INFORMATION

Call Eric (03) 9787 8010 0418 579 509 SPITFIRE - HERALD - KIT CARS - PARTS - REGISTER ADVICE FROM A TRUE ENTHUSIAST PARTS REMANUFACTURED IN AUSTRALIA

THE BEST KEPT SECRET FOR TRIUMPH ENTHUSIASTS

MEMBERSHIP INFORMATION CURRENT ADVERTISING RATES CITY - $50.00 which automatically includes voting membership for partner and non-voting membership for dependents. FULL PAGE - $130.00 per year COUNTRY - $45.00 for persons residing HALF PAGE - $65.00 per year outside an 80km radius of the Melbourne GPO TRIUMPH TRADING - $10.00 and includes voting membership for partner ARTWORK - $10.00 extra and non-voting membership for dependents. The TCCV welcomes interested parties The Triumph Car Club of Victoria seeking membership to write to the Club or appreciates the support of speak to Bob Ritchie, Membership Secretary, advertisers in this magazine. on 9589 4466, whereby more details and It should be noted, however, application forms can be obtained. that acceptance of an advertisement It should be noted that an initial joining fee for publication does not necessarily of $15.00 applies in addition to the annual imply endorsement by the Club of the membership fee. advertised product or service. TCCV General Committee President - Roger McCowan Vice President - Graeme Oxley 0439 711 381 0413 135 779 [email protected] [email protected]

Secretary - Position Vacant Treasurer - Terry Roche (03) 9894 1210 [email protected]

Committee - Peter Welten Committee - Chris Burgess (03) 9737 1402 (03) 9775 9920 0419 511 003 0428310355 [email protected] [email protected] Committee - Paul Best (03) 9898 5587 0400 937 636 Volunteer Positions AOMC Delegates Syd Gallagher Tel: (03) 9772 6537 Terry Hickey Tel: (03) 9735 1693 Book Librarian Paul Wallace Tel: (03) 9432 9302 Club Permit Secretary Syd Gallagher Tel: (03) 9772 6537 Club Regalia Jeff Marshall Tel: (03) 9876 5092 Collation Co-ordinator Terry Hickey Tel: (03) 9735 1693 Events Co-ordinator Peter Welten Tel: (03) 9737 1402 Membership Promotion John & Fay Seeley Tel: (03) 9359 2415 Ian Cameron Tel: (03) 9749 1341 Membership Secretary Bob Ritchie Tel: (03) 9589 4466 Media Liaison Officer Terry Hickey Tel: (03) 9735 1693 Public Officer Terry Roche Tel: (03) 9894 1210 Tool Librarian Paul Wallace Tel: (03) 9432 9302 Webmaster - Col Colson Editor - Chris Newell 0417 394 302 0438 007 021 [email protected] [email protected] Monthly General Meetings are held on the third Wednesday on each month except December. Venue: Koornang Uniting Church, 117 Murrumbeena Road, Murrumbeena, Vic Melways Ref: 69 A5 Triumph Car Club of Victoria Inc. on the internet: http://www.tccv.net