Volume 35, Issue 06 June 2019

THE TRUMPET The Official Publication of the Georgia Triumph Association

Upcoming GTA June-July, 2019 Triumph World Magazine Events

Southside Monthly GTA Meeting Thu, June. 6, 7:00 – 8:30pm Partners II Pizza, Fayetteville, GA

Pools Mill Drive and Cookout Sat, June 15, 09:30 – 1:30pm Pools Mill Park Pavillion

GTA Monthly Meeting Tue, June. 18, 7pm – 9pm The Crossing Steakhouse, 40 S Peachtree St, Norcross, GA

Other events Other events of interest are listed starting on pages 8 & 37.

Welcome New Members

Welcome Jay Catalina David Mulcahey I must confess that I did not even know that this was a Michael Warshal thing. A digital subscription is $38.99 a year, a little rich Mike Hopkins for me but here is the link if you are interested.https:// Russell Pierce pocketmags.com/au/triumph-world-magazine .

1 Volume 35, Issue 06 June 2019 Driver’s Seat by Ashford Little

Looks pretty good huh? It was, but there’s more to the story… later. The TRA National started on Monday, May 20th, just a day before I had watched as my son Davis graduated high school. Jim Orr & I had planned to meet on the NE side of Atlanta to venture up to Dillard, GA. Traveling in numbers with a Triumph is generally a good idea. Once we cleared the Gainesville area on 985 the traffic lessened and the blood pressure started to drop. Our drive took up GA Hwy 23 past Tallulah Falls and also nearby Jim’s lake house. We somehow avoided the temptation of a diversion to jump in the lake and shortly thereafter arrived at the Dillard House for the 2019 Triumph Register of America’s National Meet where we were met by a parking lot full of awesome TRs and their owners. One of the first folks I saw was none other than GTA member #13, Jay Holekamp, who has resided up north for many years, but was a member of our club way back when Uncle Dave

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Hagebuch, of The Roadster Factory, was also a member. I bet you didn’t know that, did you?

This was my 1st TRA National and it did not disappoint. The TRA is a group of triumph owners whose focus is on the TR2, TR3, & TR4 models in the Triumph marque, but there is a misconception that other models or even makes are not welcome at events such as these. Nothing could be further from the truth at TRA, 6-Pack or other clubs such as this. The days were spent on drives, social events and of course the requisite car show & banquet. Everything from the venue, The Dillard House, to the organization was exceptionally well done. Hats off to Gary & Lynn Hill, Earl Ferguson, Nelson Berdecia, Joe Garcia and Jim Orr of the GTA for helping pull this event together! I wish more of the GTA had been able to witness such an amazing event. National Triumph meets don’t get much closer.

Atlanta is a remarkably large place. I believe the population is now in excess of 6 million folks, many of which aren’t the most patient and courteous drivers. That figure was less than one million when I first moved here. I mention this because the larger figure is making it more difficult to get out and drive our cars until we get “out of Atlanta.” We can’t

3 Volume 35, Issue 06 June 2019 do much about the 6 million, but we can and should drive our cars when we can and be safe about it. Did you get your PeachPass yet?

HAPPY MEMORIAL DAY!

Ashford

4 Volume 35, Issue 06 June 2019 Southside Report

There will not be a Southside Report for this issue. Check back next month.

5 Volume 35, Issue 06 June 2019 GTA Monthly Meeting May 21, 2019

Attendance 9 members were In attendance at Crossings Restaurant were. Mike and Sue Hurst, Tom Hodges, Pam and Dan Quartarone, Bill Corn, Neal Turner, Tom Brand and Peter Cronin, nice turn out considering 3 of our regulars were away, more on that later.

Mike Hurst volunteered to chair the meeting as the usual suspects were away. Mary at the Crossings set us up out on the deck and we commenced the monthly hiding of the groceries.

Old Business After the meeting previous business or activities were mentioned and included the Walter Mitty April 28th wherein several GTA members were in attendance as well as a strong turnout from the Triumph clan from North Alabama who were very hospitable and invited us to join them at their annual meeting June 1st in Madison AL.

Mentioned also was the May 6th Sunday Car Worship at the Panera Bread Target plaza on Woodstock Rd. Attendance was down very probably due to the rain the previous day. New members David and Michelle Mulcahey were present with the lovely blue TR6 Michelle surprised him with.

The trip to Metal Union was also mentioned. This began at Hwy 9 and Mansell Rd and leaving from this point were Bill Williams TR6, Tom Brand TR4A, Mark Post, Spitfire, Tom Hodges Spitfire, Mike Hurst Stag, Glenn Stephens Miata, Dan Bosso MGBGT. Mark led the parade down GA400, Est on I 285, North on I 85 to our destination, Anthony Tiberia’s 1910 Public House Restaurant in Lilburn for lunch which was very tasty indeed. We were joined at the restaurant by Frank Pollack Spitfire, new member Michael Warshal Spitfire, Brandon Hughes civilian car and Anthony Tiberia in his Triumph Toledo which he shipped back from U.K. after the last 10 Countries Run. We finished up lunch and made our way over to Metal Union Speed Shop who were having an open house which was very well attended. There were several cars in various states of completion and mostly kinda radical.

May 20-24th was the Triumph Registry America convention in Dillard GA and the GTA in part sponsored this show. Ashford Little, Jim Orr, Nelson Berdecia, Tom and Marcia Butler and Joe Garcia represented the GTA. This was Nelson’s car’s maiden flight and it suffered a water pump leak only present with the engine turned off, unfortunate. I am led to believe there were some elegant Triumphs present.

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New Business May 31st- June 1st United States Lawn Mower Racing Association are holding their annual event at Wills Park Equestrian Center at 11915 Wills Rd Alpharetta 30009. See our web page calendar for details. This should be a hoot.

June 1st North Alabama British Motoring Society annual show in Madison AL

June 9th British Motor Car Day in Peachtree Corners again. Some of the issues we had last year with the rent a cops have been sorted out. Mention was made that Tom Brand has kindly offered his garage in Peachtree Corners as a staging area for this event. We need two tents and probably 5 tables. Apparel has been inventoried and will be offered for sale again at this show.

June 15th Picnic at Pooles Mill Bridge, a covered bridge site in Forsyth County. There is a rented, reserved pavilion with clean toilets, 6 large trash barrels and three grills. GTA members have received Evites and 14 have responded in the affirmative. GTA will provide burgers, brats, buns, waters and sodas and attending members are asked to provide sides of the type that won’t perish in the heat. The Alfa Club as well as the MG club have been invited and maybe this should become an annual event.

New members Michael Warshal Spitfire David and Michelle Mulcahey TR6 Jay Catalina TR6 Mike Hopkins not yet.

7 Volume 35, Issue 06 June 2019 June Activities Report

16th Annual British & European Car and Motorcycle Show When Sat., June 1, 8:00am – 3:00pm Where Dublin Park - 8324 Old Madison Pike, Madison, AL (plan) Description Presented by: The North Alabama British Motoring Society Dublin Park, 8324 Old Madison Pike, Madison, AL

Open to all British and European Marques! Event T-Shirts for registrants while supplies last Cars: $25 for one $35 for two or more, Motorcycles: $20 for one $30 for two or more.

Free entrance for spectators with lunch and refreshments available onsite.

Proceeds Benefit: The Autism Resource Foundation, a 501(c) (3) Non-Profit

Proudly Sponsored by: Jaguar-Land Rover Huntsville Martin’s Classic Cars LLC Audi - Huntsville On The Spot City of Madison, Alabama

Caffeine and Octane Cruise In When Sun, June 2, 7am – 11am Where Perimeter Mall, 4400 Ashford Dunwoody Rd, Atlanta, GA 30346, USA (map) Description Modeled after a well-known California show, the event would be appropriately informal, with an automotively non-denominational approach. What was desired was a show that would display cars that were both new and old, foreign and domestic, bone stock and wildly modified all together in the same lot.

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Sunday Car Worship When Sun, June 2, 8am – 11am Where Target Shopping Center, at Panera Bread, 1135 Woodstock Rd, Roswell, GA 30075 Description Tired of the flashy, overpopulated C&C events? This is a quiet event with great folks who aren't afraid to drive their cars... even in the rain. Can you believe it? See you there. A reminder about this 1st Sunday gathering.

Join us and bring a friend to 'Worship' for some quiet fellowship. Worship!

Southside Monthly GTA Meeting When Thu, June 6, 7:00pm – 8:30pm Where Partners II Pizza, 834 Glynn St S #228, Fayetteville, GA 30214, United States (map)

Atlanta British Motorcar Day When Sun, June 9, 10:00am – 3:00pm Where 6236 Crooked Creek Road I Peachtree Corners, GA 30092 (map) Description When: Sunday June 9th, Registration and Check In 10AM-Noon, Festival Noon-4PM, Parade of Cars at 3:30PM

Description: Atlanta British Motorcar Day will take place along The Corners Parkway NW next to the festival and in a nearby parking lot. Registration tents will be set up at the back entrance to Festival Parking. From Holcomb Bridge Road turn onto Crooked Creek Road and head north. Turn right onto The Corners Parkway NW and drive until you see the Registration area. See maps for additional information.

Register at: http://www.atlantabritishmotorcarday.org/registration.html

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Pools Mill Drive and Cookout When Sat., June 15, 9:30am – 1:30pm Where Drive location TBD - Cookout at Pools Mill Park Pavillion (map) Description Meet at the Starbucks at 10800 Alpharetta Hwy Suite 312, Roswell, GA 30076, at 9:30AM. At 10AM we will have a brief driver's meeting and will be wheels up by 10:15AM. The drive to Poole's Mill Bridge Park is only about 32 miles and takes just about an hour. We have reserved a large pavilion that has clean bathroom facilities. Mikey and Sue Hurst will not be accompanying us on the drive, but will be meeting us at the park. They will have the grill coals hot and ready for our brats and burgers. The brats, burgers and soft drinks will be provided by the GTA. Alcohol is prohibited at this park, so if you are going to bring something, please bring a koozie and be discrete. We could use some help with a few sides and snacks. Please watch for the eVite that will be coming out shortly. We ask that you RSVP for this event so we know how much food to purchase.

GTA Monthly Meeting When Tue, June 18, 7:00pm – 8:30pm Where The Crossing Steakhouse, 40 S Peachtree St, Norcross, GA 30071, USA (map) Description Meetings on the NW side of Atlanta have been put on hold temporarily as we work towards finding a suitable location. So, until further notice meetings will take place at The Crossings Steakhouse in Norcross. Stay tuned for further updates.

Monthly meetings offer a chance to share a meal with people who share your Triumph hobby. A great place to solicit advice and to learn tips and tricks from your fellow club members. We will review activities and announce upcoming events and report briefly on club finances. These meetings will be very informal. Arrive at 6:30 for dinner, and a brief business meeting will take place at 7:30. PLEASE MARK YOUR CALENDARS now!

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Atlanta Garage Party When Fri, June 21, 8:00pm – 11:00pm Where TBD Description http://atlgarageparty.com/attend.htm

The Atlanta Garage Party is a monthly social event for people who own collectable or modified cars of any condition, and work on them themselves. It takes place somewhere in the larger metro-Atlanta area on every third Friday of the month, at ~8pm. Usually it lasts to between 11pm and midnight. It is not for people who only read car magazines and watch Top Gear, or collect cars that others work on. If you are one of those, please keep that a secret. If you would like to host one of these parties, then you need to be a person who attends them, and has gotten to know others in the group. Although exceptions are sometimes made, the intent is to have these parties in people's home garages, not at their businesses. If you, your spouse, children, and family pets spend more time at your place of business than at your house, or if the two have kinda merged, or if your business is just cool beyond words (Bryan Fuller), then you have a good chance of hosting there. We would like to meet your spouse and children and let them know that you have an enabling support group around you that you can fall back on when you are disowned by them.

Please feel free to invite any males that fit this description, and any females whatsoever. Very closely-supervised children can come also. Please do bring pictures of your current projects, or pieces of the project, or videos of your last track day, or business cards, party favors, or whatever to show off. If you have a 1929 Miller Indy car supercharger housing with a hairline crack in it that you are wondering how to repair, then just throw it in your trunk and bring it along. Unsolicited advice will be plentiful. But, dress to please the wenches, not to handle the wrenches.

If you have friends that would like to receive these messages, please have them come to some parties. They can also send the site an email with pictures of their current car projects for qualification analysis.

Southside Monthly GTA Meeting When Thu, July 4, 7:00pm – 8:30pm Where Partners II Pizza, 834 Glynn St S #228, Fayetteville, GA 30214, United States (map)

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Metal Union Speed Shop Drive and Tour May 18, 2019 By Mark Post

When Kaj Johnson asked if anyone was attending the Metal Union Speed Shop Open House, and would they be willing to hand out British Motorcar Day postcards, I was intrigued. I checked out club calendar and what do you know, we had an open date the day of the open house. I volunteered for Kaj’s mission.

I spoke to the boys at Metal Union Speed Shop and found out that the open house was not starting until 2PM. Several of us gathered at a familiar Roswell starting point behind

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Starbucks around 11:30 AM and found some shade to get relief before our noon start in the blazing sun. There was no time to plan a scenic drive, nor are there really many scenic roads in existence between Roswell and Lilburn. We decided that we would stick to the highways and make it the shortest drive possible. Seven cars rolled out from Starbuck right about noontime. We had two Spitfire 1500, a TR4, TR6 and a Stag and were joined by a MGB GT and a Miata. Along the way to 1910 Public House for a lunch stop, we were joined by two additional Spitfires, a Toledo and a supercharged Honda S2000. GTA club member and Public House owner, Tony Tiberia, provided a nice cool venue, with great food and cold drinks.. About 90 minutes later, checks were settled and we were wheels up for the final leg of the drive to Metal Union.

As soon as we arrived, you could see some of the past and current Metal Union Speed Shop projects. Metal Union specializes in Street Rods. That morning, they had hosted a

13 Volume 35, Issue 06 June 2019 monthly meeting of the Georgia Street Rod Association and there were still a couple members of that club hanging around for the open house. The Metal Union staff had been assisting the GSRA with safety inspections to ensure road worthiness of their hotrods.

When we entered the shop, the first thing that struck me was the size of the facility. There were some finished examples of their work in the main garage space. We then worked our way back into the fabrication garage. This is where the magic happens. Most of the projects in the fabrication shop had original front ends but completely fabricated rear ends. In one case, a project street rod was having a Hemi moved back turning it into a mid-engine. That project was already three years in.

What I found most impressive about the entire shop, were the fabrication machines. Many of the fabricators date back to the 1920’s thru the 1950’s. Huge cast iron presses and wheels for bending steel into exotic shapes. While the horsepower of the Metal Union projects was a lot more than we LBC drivers are accustomed to, it was great to see a shop of craftsmen creating rolling works of art.

A short time later, it was time to get back into hot cars and Atlanta traffic, but I think everyone that made the trip would agree that it was worth it. I’d like to thank the guys at Metal Union for being great hosts and answering all of our questions (except what the project was under the tarp and bungee cords). That one will remain a mystery.

14 Volume 35, Issue 06 June 2019 1959 TR3A Vertical Link Failure Project Update

Getting a lot closer…. Al, mobile welder, came over two weeks ago. I’ve attached a picture of the plate I made that he welded in place. He said it was a tighter space, had some contaminant on the frame which made welding more difficult and didn’t look as good as he’d have liked. Additionally, he put a new hole in the frame you can see in the picture upper left hand above the weld. I consulted my Dad and Mike H. as Al wanted $50 to cover gas to come back because “we both missed it”. He’d asked me to check things out before he left, guess I was more focused on the welds and not new holes. At any rate, I used some JB Weld on it. Al took care of a couple of other spots – reinforced a couple of the lower control arm frame mount points and a spot where

the front fender is braced that had come loose causing the fender to vibrate right where it had some rust. I also included a picture of the frame primed!! Yeah, yeah…. I know, I only did the parts I wire brushed and cleaned 60 years of grime off of. Literally one of the worst jobs I’ve had the pleasure of doing on a TR. I have put

15 Volume 35, Issue 06 June 2019 two additional coats of gloss black. I’m now ready to start putting it back together. Funny, if you look close enough you will see the frame was white at one point, which jives with my heritage certificate that the car was originally Sebring White with Navy interior.

I do have a question, with the attached picture of the Trunnion. The outer side is interesting…. As you can see from the picture, the thrust washer is against the lower control arm BUT the additional washer will not “slide” over and into to the thrust washer as the trunnion is threaded. I’ve read that as I tighten the bolt at the end this washer will ease onto the threads and secure it in place? Big note to NOT over torque, no biggie. Can someone confirm that is correct please?

I’m trying to take the Tues and Wed after Memorial day to finish the front end. I removed the rear lever shocks as well to send to Apple Hydraulics, but I think I can get them back on to get me on the road by June 9th for Atlanta British car day. If not, it’s been too long and I’ll drive the Caddie. Oh, can someone tell me where to get the fancy garage shirts with the logo and my name on it. Jim, is that you? If so, shoot me an e-mail please sir.

Hope to see ya soon!

Jeff

16 Volume 35, Issue 06 June 2019 What Distributors Need to Know About Wheel Studs and Lug Nuts By:Guy Avellon

This is the season for preparing our vehicles for winter weather. This means installing snow tires for some of us, or just rotating the tires for the warmer climates. Either way, the wheels are removed and replaced with the common expectation that they will faithfully remain firmly attached. Unfortunately, this is not always the case.

Throughout the year, there are many instances where motorists experience a wheel detachment. Most go unreported. Those that are considered news worthy have caused major damages by flying across freeway lanes and striking oncoming vehicles. Many of these involve truck tires but there are many more of these incidents involving passenger vehicles.

Because of the litigious society in which we live, if any failure occurs it is always the last person who mounted the wheel, the manufacturer who made the wheel hardware and the company who sold the parts who are blamed.

After reviewing literally hundreds of wheel incidents over the years, I find that almost all of the vehicles had over 100,000 miles on the odometer. As the mileage increased, the wheel failures were more likely to occur, especially over 150,000 miles. Vehicle manufacturers have limited warranties which all expire after 100,000 miles. Simply put, parts normally wear out with use.

Vehicles use to be lucky to last over 75,000 miles. Now, with better assembly techniques and quality control, vehicles will go beyond 150,000 miles. However, parts like water pumps, timing belts, struts, generators, etc. are wearing out and need replacement, whereas before, the vehicles were traded long before the parts needed to be replaced. This is not to say that there are not other factors involved that cause wheel failure, but they all involve use and, after I was told by a well-known refrigerator manufacturer after my five- year warranty expired and the unit was suffering, “nothing man made lasts forever.”

Distributors of automotive hardware will carry a variety of wheel nut styles. This would include a short nut, medium length nut and a longer wheel nut. In addition, some wheel nuts will have a washer attached for use with some alloy wheels. The other variety of wheel

17 Volume 35, Issue 06 June 2019 nuts will have a round or conical end which is designed to fit into the concave seat, or piloting hole, of the wheel to firmly engage the wheel to clamp it both axially and radially.

Photo 1: Short and long nuts

Photo 2: Nut with thrust washer

Wheel nuts are naturally meant to mate with wheel studs. These have a flanged bearing head with a ribbed neck body. The ribs provide an interference fit with the wheel hub or disc brake and must therefore be installed by a hydraulic press. Many new disc brake kits will already have the wheel studs press-fit into them. However, none of the kits are supplied with new wheel nuts.

Photo 3: Typical Wheel Stud

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New wheel nuts are not supplied because of the variety of wheels and nut configurations used by each auto manufacturer and for each model of vehicle: it is impossible to know what vehicle is being repaired. The fact that new wheel nuts are not supplied with new brakes is the beginning of problems with keeping the wheels on because the mechanics servicing the vehicle must reuse the wheel nuts that were just removed.

Vehicle mileage is only a statistical marker representing the number of times that a vehicle’s wheel would be commonly removed and remounted for tire rotations, new tires, changing from winter / summer tires, brake inspections, brake replacements, new rotors, new shocks, CV joints, struts, etc. Each time the wheel nuts are reused and normally installed with an unregulated air impact wrench. The internal threads of the wheel nuts become damaged, lose their strength and will not allow proper clamp load to be achieved.

When wheel nuts are tightened, all internally threaded products must give plastically to absorb the thread pitch change of the externally threaded fasteners, whose threads expand like coils of a stretched spring under tension. Materials that undergo tension will regain their original length and thread dimensions when the tension load is released, provided they were not stretched into yield. However, all nuts plastically deform permanently under compression and the threads will create an interference fit with the threads of the wheel stud under the pressure of tightening.

This pressure and interference fit generate an increase in tightening friction which inhibits proper tightening and will cause lower clamp loads. Every time the nut is retightened, the threads will deform a little more, causing a further increase in thread friction and further loss of clamp load. The clamp load will continue to decrease upon every reuse of the nut. Every time any nut is removed and retightened, under normal conditions, it will never produce the same clamp load as the moment before it was loosened even if the same torque was applied.

The common hex nut loses 90% of it’s assembly power to thread friction and rotation contact friction as it is tightened against the clamped surface. Therefore, only 10% of torque energy is used to cause the externally threaded fastener to stretch and create clamp load. The wheel nut is different. Because of its conical seat, it has more contact surface area than a regular nut and will lose between 92-93% friction. Therefore, the 8-7% assembly power left to tighten the wheel stud becomes very critical.

Wheels will lose clamp load in service caused from over-tightening the wheel studs, which will weaken the stud and warp the brake rotor; by embedment of the lug nut or wheel stud bolt into the wheel; from excessive rust; from the threads of the wheel lug nut being

19 Volume 35, Issue 06 June 2019 damaged from too many removals and re-applications; from tightening by a common unregulated air impact wrench; from not using a criss-cross tightening pattern; from wheel alignment problems which increases the prying stresses on the wheel; ABS, 4WD and Traction Control systems and even from not retightening the wheel after driving the vehicle for at least 25 miles (40 km).

The wheel nut pictured below (Photo 4) has been abused with many removal and remounting applications. The markings indicate where the impact wrench socket hammered into the sides of the wheel nut leaving impressions on both the ‘on’ and ‘off’ direction. Many times, thread damage is not visible because the damage creates thread interference and friction when the parts are mated together. Other times it is very visible as in Photo 6.

Photo 5

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Photo 6

When you have parts returned that look like these, failure was not due to inferior material or any other quality issue with the product. Fault lies with the vehicle owner and whoever mounted the wheels last, or even next to last.

Another piece of wheel hardware not mentioned yet is the wheel stud bolt. These bolt the wheel directly onto the wheel hub by threading either into the hub or brake rotor. These wheel fasteners are primarily found on many European vehicles; BMW, SAAB, Volvo, Volkswagen, etc. Their tendency to fail is much less than that of a wheel nut, but its proper mounting is very critical.

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Photo 7 Wheel Stud Bolts

I will continue the topic in another issue when I explain the different mechanisms for failure and how they affect the wheel and safety of the vehicle. In the meanwhile, here are a few points to ponder:

• Wheel studs will be more prone to metal fatigue failure on the right side of the vehicle than the left. • Wheel nuts on the left side of the vehicle are more prone to loosen. • Replacing wheel nuts on a vehicle with well over 100k miles won’t do any good unless the wheel studs are also replaced. • If a mechanic is ratcheting the wheel nuts on for more than three (3) seconds with his air impact gun, something will be destroyed and it won’t be his air gun. • After driving in winter slush and deicing chemicals, wash the underside of the vehicle, specifically the wheels and suspension.

By: Guy Avellon GT Technical Consultants, Ltd. http://www.BoltFailure.com

22 Volume 35, Issue 06 June 2019 Eight star-crossed automotive collaborations by Larry Printz, May 20, 2019 Copied from the Hagerty Website and reformatted for the newsletter

Developing new automobiles is an expensive undertaking, requiring an investment of millions (often billions) of dollars before a single model is sold. Perhaps this is why automakers occasionally collaborate on building new vehicles. More often than not, these unions look great on paper because the economies of scale yield greater profits. To accountants, it looks ideal. To product planners, it’s a no-brainer. In theory, sharing products between manufacturers means each one saves boatloads of cash. But it rarely works as planned, and success often proves elusive. In the end, the products are a result of political and financial compromise, rather than true inspiration. Here are eight such examples of the carnage left in the wake of collaborations that didn’t sell as planned

1987–91 Sterling

Sterling, 1988 Sterling 825

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The combination of Rover Group’s Saville Row ambience and a reliable Honda platform seemed like an inspired idea. Rover had already rebadged the Honda Ballade as the Triumph Acclaim, the Honda Concerto as the Rover 200, and the Honda Accord as the Rover 600. The U.S. got a Honda/Acura Legend rebadged as the Sterling 825 and 827.

Triumph Acclaim, photo submitted by GTA newsletter editor

Built by the same indifferent workforce that propelled the British auto industry to extinction, and featuring a Rover Group electrical system, immediate quality issues resulted in low sales. Quality was so poor that buyers were enrolled in the Sterling Plus Motor Club, which offered hotel accommodations for stranded owners. By 1991, Sterling was offering $6,000 rebates to move the $26,500 sedan. Parent company Rover never recovered, and was bought by BMW from British Aerospace in 1994.

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1987–93 Cadillac Allante

GM, 1993 Cadillac Allante Badge engineering is the best-known automaker collaboration, but sometimes companies are contracted out for coachbuilding. One well-done example is when Porsche used Valmet in Finland to build some first-generation Boxsters. The Allante, however, is a bad example. Cadillac teamed up with Pininfarina for the first time since the early 1960s, when the companies jointly produced the 1959-60 Eldorado Brougham. This time, the partnership produced a Pininfarina-designed two-seater to compete with the Mercedes- Benz SL and restore some luster to Cadillac’s tarnished image. Originally named the Callisto, the name of the second largest moon of Jupiter, it used Cadillac’s underwhelming 170-horsepower HT 4100 V-8 and featured a manual-folding top that seemed out of place in a luxury vehicle. The car’s trans-Atlantic production, which used a special 747 to ferry cars overseas, didn’t make for a profitable venture, especially given the low demand for two-seat luxury roadsters. And as in 1960, it didn’t meet Cadillac’s targets for prestige or sales.

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1987–94 Mitsubishi Precis

Mitsubishi, 1990 Mitsubishi Precis

With the U.S. government imposing import restrictions on the number of cars Japanese automakers could export to the U.S., Mitsubishi found a loophole. Cars imported from Korea weren’t limited. So Mitsubishi started importing a badge-engineered version of the Hyundai Excel, a car known for its low price rather than exquisite build quality. The Excel was offered as a four-door sedan or two-door hatchback, though the Precis came only as a hatchback. Both cars were based on an old Mitsubishi Mirage design, powered by an 81- horsepower 1.5-liter four-cylinder engine, and riddled with defects that led to numerous recall campaigns.

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1988–93 Pontiac LeMans

GM, 1988 Pontiac LeMans

This Korean-built version of the 1984 Opel Kadett already looked dated by the time of its debut in the U.S. four years later, and was blessed with interior quality that could best be described as bargain basement. And then there’s the name, one remembered by many from Pontiac’s ‘60s heyday. The new car suffered by comparison. Korean automaker Daewoo built the LeMans before entering bankruptcy. GM bought the company and today, it’s known as General Motors Korea. Nevertheless, GM didn’t learn, rebadging the Daewoo-built Chevrolet Aveo as the 2009 Pontiac G3. It fared even worse than the LeMans, disappearing along with the Pontiac brand the following year.

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1989–91 Chrysler TC By Maserati

Craigslist

When it came to dressing up entrails into something costlier, Lee Iacocca had few peers. The executive who successfully passed off a gussied-up Ford Falcon as the sporty Mustang repeated the formula for the rest of his career. Nevertheless, the magic finally flopped with the Chrysler TC by Maserati. The collaboration, a result of Iacocca’s long friendship with Maserati boss Alejandro de Tomaso, had Maserati handle final assembly. But the Italian automaker’s reputation had taken a beating after their mass-market Biturbo suffered from a litany of quality control issues. What’s worse is the resemblance to the far less exotic Chrysler LeBaron, not to mention its K-Car platform. Not even Maserati cylinder heads could dress up the meager four-cylinder engine. Later TCs even used a – gasp – Mitsubishi V-6. With fewer than 7500 built, it’s now a rare piece of ‘80s nostalgia.

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1991–94 Mazda Navajo

Mazda, Mazda Navajo

This badge-engineered version of the Ford Explorer never reached the Olympian sales heights of its Ford sibling, mainly because it only came with two doors, rather than four like the Explorer. While cosmetic differences were confined mainly to the grille and taillights, the Navajo’s looks were never as fetching. Mazda tried again with the Tribute, a badge-engineered Ford Escape. Despite its longer life, it too lived in the shadow of its more authentic Ford twin.

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1996–2000 Toyota Cavalier

Toyota, Toyota Cavalier

In 1993, when sales of Japanese cars were soaring, Toyota Motor Corp. and General Motors agreed to sell the Chevrolet Cavalier in Japan under the Toyota brand. The Cavalier, built on GM’s J-Car platform, was available as a coupe, sedan or station wagon, and was powered by a 2.4-liter four-cylinder engine. The Toyota variant was built in Ohio, but sported changes that complied with Japanese regulations and were meant to appeal to Japanese consumers. Despite access to Toyota’s biggest retail network, a mere 36,216 examples were sold from October 1995 through March 2000, rather than 20,000 annually as GM had planned.

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2009–14 Volkswagen Routan

Volkswagen, 2009 Volkswagen Routan

Volkswagen teased U.S. buyers with the retro Microbus Concept in 2002 but, in a fit of bait and switch, eventually delivered the Routan, a modestly modified Chrysler Town & Country minivan. Volkswagen’s first U.S. van since the 2003 Eurovan shared much with its Chrysler siblings, including its 197-horsepower 3.8-liter V-6. A misunderstood ad campaign starring Brooke Shields didn’t help matters. Sales were so anemic, the final model year found it being sold exclusively to fleets, an ignominious end to a respectably upscale minivan with a funny name.

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32 Volume 35, Issue 06 June 2019 Videos

(Click on the link not the image)

https://youtu.be/7uw0vFFmPew

33 Volume 35, Issue 06 June 2019

Georgia Triumph Association Newsletter:

The Trumpet is published monthly for the members of the Georgia Triumph Association. Members are encouraged to submit articles, photographs or other materials of interest by mailing them to [email protected] or the club mailbox address. The newsletter editors reserve the right to change any material to suit the needs of the space allowed for the newsletter. For non electronic submissions, please enclose a self addressed stamped envelope for any items you would like returned. The GTA newsletter its representatives, affiliates and editors cannot be held responsible for any items that may be lost, damaged, destroyed or otherwise rendered unusable.

Advertising: Classified advertising is available free to members, $5.00 per ad for nonmembers. Classified ads run for one month. Commercial advertising is available at the published rate. GTA neither endorses nor warrants any product, service or method of service written or advertised in the newsletter.

One year commercial advertising rates (12 issues) are: Half page $100.00 Full page $ 150.00

Contact [email protected]. Georgia Triumph Association mailing address:

The Georgia Triumph Association Post Office Box 3198 Cumming, GA 30028-6516

The GTA Website is the best way to keep up with what’s going on for Triumphs in Georgia. Mark it as a favorite and keep on coming back. http://www.gatriumph.com.

34 Volume 35, Issue 06 June 2019 2018 GTA Board Members

President: Ashford Little [email protected]

Vice President: Tom Freeman [email protected]

Treasurer: Sue Hurst [email protected]

Secretary: Jim Orr [email protected]

Activities Director: Mark Post [email protected]

Membership Director: Mike Hurst [email protected]

Webmaster: Jim Doran [email protected]

Newsletter Editor: Howard Orr [email protected]

MEMBERSHIP RENEWAL Dear valued Georgia Triumph Association member. Is there a chance that your membership has lapsed? Please visit www.gatriumph.com where under Membership and Member Login, enter your email address and password and it will take you directly to the main page where you may see when your membership is due. Add/Renew subscription is your next tab where you may pay with PayPal or if you would rather simply mail your check to GTA P.O. Box 3198 Cumming GA 30028-6516

35 Volume 35, Issue 06 June 2019 Member Monthly Meetings

The monthly meetings are the THIRD Tuesday of every month. All welcome. Triumph Owners, prospective owners, former owners and all supporters. We meet at 6:30 at The Crossing Steakhouse. 40 S Peachtree St Norcross, GA (Directions)

Members on the Southside have a regular meeting the FIRST Thursday of every month at Partners Pizza II. 834 Glynn St S Fayetteville, GA 30214 (Directions)

Call Tom Freeman with questions on Southside Meetings 678-725-4937

36 Volume 35, Issue 06 June 2019 June 1, 2019 16th Annual British & European Car and Motorcycle Show Presented by: The North Alabama British Motoring Society Dublin Park 8324 Old Madison Pike, Madison, AL

Open to all British and European Marques! Event T-Shirts for registrants while supplies last Cars: $25 for one $35 for two or more, Motorcycles: $20 for one $30 for two or more.

Free entrance for spectators with lunch and refreshments available onsite.

Proceeds Benefit: The Autism Resource Foundation, a 501(c) (3) Non-Profit

Proudly Sponsored by: Jaguar-Land Rover Huntsville Martin’s Classic Cars LLC Audi - Huntsville On The Spot City of Madison, Alabama

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EAA chapter 611 announces the 50th Annual Cracker Fly-In July 6th 2019 at Gainesville, Georgia at the Lee Gilmer Memorial Airport (KGVL) Runway 29 from 7am till 3pm. Over 150 aircraft expected from all over the Southeast including warbirds, historic, homebuilt, helicopters and more. Aircraft judging in several categories. Pancakes hit the grill at 07:30 and lunch at 11:00. Runway 5/23 Open all Day (No airshows). P-51 Mustang Rides, LT-6 Rides, PT-19 Rides, Bi-Plane Rides, Huey & Cobra Helicopter Rides, Float Plane Rides and more. DC-3 static tours, AT-11 Bomber, Lockheed Electra, J3 Cubs, Stearmans, Austin Healey cars and Military Trucks on static display. Fun for the whole family. See our website: www.crackerflyin.com for more info. Free parking on Palmour drive next to I-985. Cost: $5 donation per walk-ins. Kids 12 and under are free, Fly-Ins are free. Email: [email protected] or call/text Shane Crider: 770-540-9614

Food

EAA 611 Pancake Breakfast Lunch provided by Branch House Tavern& Boy Scout Troop 203 Pico’s Hotdogs will be selling gourmet Hot Dogs located near the Helicopters. Kona Ice snow cones will be located at the Kids Zone

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Caling Al Concours Cars The Atlanta Concours d’Elegance is now accepting applications for entrants for the 2019 show.

The show will be held at Tyler Perry Studios October 19 - 20, 2019

The studios are located on the historical Fort McPherson Army base, originally built in the late 1800s. The history and architecture of the decommissioned base has been beautifully preserved, and the Hedekin Parade Field provides a perfect 360º backdrop for the 2019 Concours cars.

Bring your cars, bring your family and friends and be ready for an extraordinary weekend.

For more information or to register a car, go to:

www.atlantaconcours.org

Show Tickets go on sale: 2019 April 1, 2019

40 Volume 35, Issue 06 June 2019 In the Pits with Barry Rosenberg

The MGB engine parts are still at the machine shop. Good work takes awhile; real good work takes a little longer. And we want real good work for this engine. It is having a lot done to it including polishing a standard crank, sizing the big end of the rods, boring the block and matching each piston to a cylinder, surfacing the head to make perfectly straight, valve job, complete balancing of every rotating part; and cleaning.

When we do get it back, it will get cleaned again and have all new freeze plugs (actually these are core plugs used to remove the sand from the casting mold) installed and all the oil gallery plugs replaced. Then it gets rebuilt, the fun will begin soon.

So, let us discuss something else this month. The local clubs all have tech sessions. Until the weather turned up wet, I was supposed to do one for the Atlanta Healey club. Hopefully, we can reschedule it later. I will be helping with one for the local MG club on April 20th. This will cover tuning, oil changes, under car inspections, and almost any other question one may have.

Why do people want to look under their cars so much? It is most often dirty, oily or greasy under there. And you should wear old clothes when walking under your car on a lift; it will drip oil on any clean white shirt, guaranteed. There are lots of things to see under there. Having the chance to get under a car on a four post lift is a great opportunity to see potential problems.

All our LBCs have potential problems that can best or only be seen by being under the car. MGBs have several rubber components that deteriorate with either age or oil contamination. The front suspension cross member is supported on 4 2” square by maybe 1/4” thick rubber pads. Most cars have never had these replaced and they do wear out. I have seen cars where some are completely missing.

The differential has 2 rubber straps that support the differential when you jack up the car. These are supposed to keep the shock arm from bottoming out and damaging the shocks. Most of the time, these are ripped or missing. Although an experienced ear can detect a bad driveshaft u- joint, most owners have to feel and see the play before believing they have bad u-joints.

Triumphs have very similar problems and one better. The TR4 IRS thru the last TR6 has 4 sections of frame that support the differential with rather large rubber mounts. Fist the right front bracket, then the left rear bracket then the left front bracket crack. They all do this. You can see and detect this if under the car. As the exhaust pipe on the TR4 thru TR6 goes thru a small passage in the frame, you can center your system to stop some rattling.

Healeys have similar problems with u-joints and exhaust hangers. All the cars have flexible brake hoses that need to be seen every couple of years. The standard flex hoses have an inner core that

41 Volume 35, Issue 06 June 2019 is made of some special rubber, this expands and contracts every time you use your brakes. Old brake fluid attacks the rubber, swelling it to the point fluid cannot pass thru, the hose seeps at the fitting connections. We have seen hoses that look like a snake after it has eaten a small animal.

This bulge is the fluid built up between the outer protective cover and the inner core hose seeping. That needs immediate replacement. Leaky wheel cylinders, axle seals, differential seals can all be inspected from under the car. If you get a chance to get under your car and be safe, do it. Take a flash light and look around.

Ok, it has been over two weeks since I started this article and the MGB engine parts are back from the machine shop. We added a few items to the machine shop list and we now have what I thought was every thing needed to build an engine. The complete list of work done was: bore block and fit pistons to each cylinder; polish crank to make perfect; resize rod big ends; replace and hone wrist pin bushings in the rods; balance every thing that rotates with the crankshaft; deck the block to clean the top surface; clean and surface head. Want to know what this costs? $1,116.00 not counting two trips, about an hour each way ( 4 hours total), to the machinist; one trip to take and the other to pick up. Good machine work is extremely critical in building an engine. Once I got the parts back at the shop, work began. Not on assembling the engine, oh no, not yet. First there is cleaning the cleaned parts. Never, ever assume the machinist got all the debris his work created out of the engine. Flush out all oil galleys, use a small bristle brush to clean them then flush with carb cleaner and air. Wash every thing with either soap and water or cheap carb cleaner and blow dry. Then I use a small dingle berry hone to clean out the lifter galleys so the lifters move freely.

All bolt holes are cleaned and then one final cleaning with the carb cleaner. First part to go in an engine is the cam bearings. Now they sell several different styles and I don’t need to discuss each but I did buy what is the best. They are solid shells and not split. These have to be installed perfectly aligned in the cam bores. I have a tool for this. Three bearings should take about 30 minutes to install. And these must be installed absolutely correct with multiple oil holes lined up correctly.

The importance of lining up these holes is easily demonstrated in this short story (yeh, I can keep a story short). At a tech session many many years ago, one attendee complained he could not get his valves to quit tapping so loud in his newly built engine (not by me). I pulled his valve cover and found no oil. I had him crank the engine so I could see if oil was getting to his valves and it wasn’t splashing any as it ran. We removed the plugs and rocker arm assembly and again he spun the engine over on the starter. Still no oil out of the oil port.

The rocker arm on the MGB engine gets oil from a hole drilled across the head, then down at 90 degrees to line up with a hole in the block. The head gasket has a hole in both ends so it does not matter if the gasket is put on upside down. The hole in the block goes down to a tiny hole in the cam bearing which gets oil from another hole in the bearing lining up with a passage from the rear

42 Volume 35, Issue 06 June 2019 main bearing. Remember I said the first thing to go into an engine rebuild are the cam bearings? They are the last thing to come out when taking an engine apart.

The builder of his engine did not line up the rear cam bearing correctly so no oil came from the crank main bearing thru the cam bearing thru the passage in the block and head to the rocker shaft. This new engine should be disassembled to be repaired correctly. If the builder spent a little more time lining up his oil passages and holes, he would not have this problem.

I mark my oil passages with a red paint dot on the block and the hole in the bearing with another dot. Line up the dots and fit in the bearings. Easy. After pressing in my three bearings and visually verifying I had all the oil holes lined up correctly, I tried fitting the cam to the block. Nope, would not go in. It fit the front and rear bearing fine but would not slip thru the center one.

Using his old cam so I did not damage his new one, I tried every thing I could to get the cam to fit including honing the bearing. You should not ever need to hone MGB cam bearings but I gave it a shot. Still would not fit. I removed the center bearing and found it did not fit the cam at all. Never have I ever had a bad cam bearing in 45 years. There is always a first time. Now I have another set of the best cam bearing and I will try again. This time I made sure it fits the cam before I install it.

While waiting for the new set to arrive, I started fitting my rings. Never assume the rings are correctly gapped from the package. Always check your gap with a feeler gauge. Carefully install the ring in the cylinder, use a piston to push it down slightly and square it to the bore. Using a series of feeler gauges, measure the gap. Each engine, each piston maker and each engine builder has their own special gap they want used.

A stock early MGB calls for .012” to .017” on the top two or three rings. Later MGB engines can go up to .022” gaps. I ordered a slightly oversized ring set so I could set my gap where I wanted it, . 015”. Why aren’t the ends allowed to touch and completely seal the ring around the piston. As the rings get hot, and they do heat up in a running engine, they expand and if they touch when cold, then will bind a piston when hot. So much friction will build up, the cylinder walls will get scored and the rod bearing will get accelerated wear from all the extra force put on them trying to over come the extra friction. In a very short time, the engine will become garbage.

As we are building a mildly supercharged engine, I know it will get some what hotter when the boost is on and the rings will expand a little more than normal so I give a little more room for it. I could have gone all the way to .017” or .022”; but, I do not want a lot of blow by from too big a gap. As the fuel/air mixture explodes inside your cylinders, some of the pressure gets past the rings thru the gaps and into the oil pan. This is called blow by and is one cause of your oil getting contaminated and dirty.

Too much blow by and your engine will look like an old steam engine when you pull the oil fill cap off while the engine is running. You also loose a lot of power when you have too much blow by. This is just one critical step in building an engine, especially if it is a performance build.

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I also check the piston to cylinder wall clearances. I wanted .004” clearance. Normally a stock MGB engine runs .015” to .017” clearance. Why the big (yes, this is a big difference) difference? I am using forged pistons. These have slightly more material compressed into the same area as a normal cast piston and they will expand a little more. They can weigh more than a similar shaped piston. However, because a forged piston is so much stronger than a cast piston, it can be made smaller in a lot of areas. The skirt is shorter and has a slipper design. The wrist pin bosses are closer together and moved in toward the center allowing for a shorter wrist pin.

With a shorter pin, you can use an internally tapered pin to save more weight. The pistons we are using weight at least 80 grams less than the stock ones that were in the engine. All my rings were fitted to a particular cylinder and went on the piston for which the cylinder was bored. Except one oil ring. Some how, these very expensive pistons were not all made exactly the same. Three take a standard size oil control ring. One needs a special thin ring. WTF! Now I have to find a special oil control ring for one piston. Just damn, damn.

No matter how hard you try to do it right; no matter how careful you are in doing your work, you can always get screwed by bad parts. A bad piston and cam bearing all in one day. So tiring and disgusting, I just want to call it quits.

Well, time to search for the oil ring I need. So, see yall some where soon.

Barry Rosenberg British Car Service

44 Volume 35, Issue 06 June 2019

GTA CLASSIFIEDS

FOR SALE - 1970 TR6 REBUILT ENGINE SERIAL NUMBER CC 60124L SUITS 1968 TR250 1969-1970 TR6 $4,500

THE FOLLOWING WILL BE PERFORMED TO THE ENGINE COMPONENTS:

• GALLERY PLUGS REMOVED, BLOCK HOT • ROCKER SHAFT ASSEMBLY. REMANUFACTURED TANKED, DECKED AND BORED .020” O.E. ROCKER SHAFT, ALL ROCKERS REBUSHED, • NEW OIL GALLERY/EXPANSION/FROST PLUGS ROCKER PADS REFACED, ADJUSTERS AND • CRANKSHAFT GROUND TO .010” SEAL AREAS LOCK NUTS REPLACED POLISHED • CONNECTING RODS. REBUSHED AND RESIZED • CYL HEAD. STRIPPED, HOT TANKED, PRESSURE • FLYWHEEL REFACED TESTED, RESURFACED, NEW • DISTRIBUTOR. REBUILT AND RECURVED, ALL • GUIDES, NEW EXHAUST VALVE SEATS, VALVES NEW INTERNAL ELECTRICAL PARTS AND SPRINGS • NEW DISTRIBUTOR CAP, PLUG WIRES ,COIL • REPLACED AS REQUIRED. NEW EXPANSION/ AND SPARK PLUGS PLUGS • VIBRATION DAMPER. REMANUFACTURED

PARTS REPLACED:

• UPPER AND LOWER GASKET SETS SUPPLIED BY • WATER PUMP 3/8” PULLEY PAYEN • FAN BELT • FRONT AND REAR CRANK SEALS • 180 DEGREE THERMOSTAT • CRANKSHAFT THRUST WASHERS • TEMPERATURE SENDER UNIT • MAIN AND ROD BEARINGS IN TRI METAL .010” • HEATER SUPPLY WATER CONTROL VALVE • ROD BUSHINGS • STAINLESS WATER RETURN LINE, NEW • NEW .020” PISTON KITS FITTINGS • CAM LIFTERS, CAMSHAFT REUSED • BLOCK DRAIN TAP • HEAVY DUTY IWIS TIMING CHAIN • MAGNETIC DRAIN PLUG • CAMSHAFT GEAR LOCK TAB • DIPSTICK FELT SEAL • TIMING CHAIN TENSIONER • FUEL PUMP • OIL PUMP LATER STYLE HIGH OUTPUT • BRASS MANIFOLD NUTS • OIL PRESSURE SWITCH • MANIFOLD DOGS • OIL PRESSURE RELIEF KIT • REAR MANIFOLD HOSE • SPIN ON OIL FILTER ADAPTOR KIT WITH FILTER • FRONT MANIFOLD HOSE NOT FRAM FILTER • CRANKSHAFT/FLYWHEEL PILOT BUSHING

The pair of photos below are representative of the completed engine.

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Interested party should contact Mike Hurst [email protected]

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FOR SALE - 1970 TR6 1970 TR6 (Early 6’s were not detuned like the late ones were) 4 spd with overdrive. Here are the particulars:

Upgrades: Kai Ridic Cam Richard Good Limited Slip Differential conversion Aluminum Radiator with pusher fan 16” Konig Wheels Recently completed: New Convertible Top New Tonneau Cover New Carpet New Upholstery New Shift boot

Car is completely sorted - fantastic driver - very peppy TR6 and very reliable. I’d deliver anywhere within 700 miles for a flight ticket home. $16,500.

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Jim Orr [email protected] Ph: 404 592-2050 ext 2

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1976 Triumph TR6 This is a great car for those North Georgia Mountain curvy roads. I drive my “Greenie” weekly. It’s in great condition and runs great! It has Wire wheels, Monza exhaust, tonneau cover, weber carbs (4 years old), Wizard radiator and aluminum shroud (4 years old). The top in good condition…but I hardly use it! No rust, always garage maintained. I have lots of service records and all history records. Color is Laurel Green. You'll be glad you found this one!! 96,500 original miles. $7,500.00 Contact Ed Czyscon – [email protected] 404-803-6439

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Reduced: 1980 white Triumph Spitfire

Original owner. Purchased off showroom floor in fall of ‘80. No rust; always garaged and maintained Original paint . . . nearly ding free Hard top Actual mileage 73,832 Recently tuned-up plus new tires Miscellaneous and numerous parts will go with the car

Parts and Maintenance manuals will also go with the car. Price: $10,500 $6,500 If interested, e-mail [email protected] to see, drive, and adore this classic English sports car.

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Reduced: 1974 TR6 Mike McCarthy - car is located in Warner Robbins - bought car when it was 9 months old. 74 TR-6, 67,056 miles, survivor, new Robbins OEM top in box, AC, runs, but not driven regularly, owned for 43 years. Serious inquiries only please. $15,500 $12,000 negotiable.

Phone # 478-714-0665 [email protected]

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FOR SALE: GTA LOGO Embroidered Denim jacket. Never worn. Made by Port Authority. 100% cotton. Size large. 1 of 4 ever made (as far as I know). $40 or best offer.

Contact Hugh McAleer 678-588-8141. TXT works better for me.

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FOR SALE: Garage / shop wall art or body parts

Garage / shop wall art or body parts for the really ambitious body guy OR a restoration project for the crazy.

I have a 72 TR6 that I feel is beyond repair. I will be cutting it up for scrap. I thought someone might want to mount the side of a TR6 on their shop/garage, den wall or your living room wall. NOTE that all pieces do have rust in them and some parts are worse than others. I have the left side front fender (rusty bottom), rocker, door (rusty), rear fender and half the matching side front and rear fender. I also have the right side front fender ( dented), rocker (very rusty), door (rusty), rear fender and half the matching side front and rear fender. Sorry, no side marker lights. Any reasonable offer will be considered. Dogs are not included.

1972 TR6 rusty hulk. Off the same car I have a decent bonnet – could be used as a shop note board by painting it with blackboard paint or could be used on a driver. It is actually no too bad condition. Will include the hinges and stay rod. Any reasonable offer will be considered.

Off the same 72 TR6 I have a rear AMCO. It is in fair to poor condition. It does have a small dent and rust. For a show car it would probably need to be sent to a chrome shop for repair. The right, center and left side bumpers are not included. I

55 Volume 35, Issue 06 June 2019 have no need for it. If I have no takers I’ll send it off and have repaired and sell it for BIG bucks. $100 or best offer.

Contact Hugh McAleer 678-588-8141. TXT works better for me.

For Sale; lot of TR-6 parts.

Basically a complete drive train for 1 car. CC series short block, Turns well by hand, no ridge. Head milled for 10:1 compression. New HP3 cam billet not reground. New engine gasket set, new front brake pads, street roll bar (also fits TR5/250), Transmission (weakest part I have jumps from gear but all gears are good). Very good 69/72 front bumper, rear differential, both rear swing arms axles hubs, clutch, flywheel, starter, fan shroud, new front end bushing kit, front suspension parts, carbs (rough), trans cover, 5 or 6 crates of assorted used parts, I am moving and do not want to move them. $500.00 for everything TR6 I have.

Woody Andrews 404-668-9077 [email protected]

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For Sale

LH inner fender / wheel arch closing panel, Moss part # 855-190. I bought it for a TR4a but Moss shows application as TR2 through TR6. As received condition, not installed or modified. Moss currently lists it at $509.95, club member price $325. Contact John Knight at [email protected].

Want to Buy: Triumph GT6

I am interested in purchasing a Triumph GT6. I don’t have any pictures but just wanted to throw it out to the community to see if anyone was looking to sell. I’m honestly interested in any year/model but primarily looking for something in good condition that runs but just may need a little TLC to get it to be a really good looking and running GT6. I’m not looking for any rust bucket or major project car. Feel free to add my email in the contact section as well as my cell 404-819-8002.

If you have any other questions for me or need any more details, feel free to reach out anytime.

Thanks! Paul Atkins

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For What Its Worth Bring a Trailer Auction Results for February 2019. Listing Ended The following BaT Auctions listing has ended: 1961 Triumph TR3A Winning Bid: $20,500

Listing Ended The following BaT Auctions listing has ended: 28-Years- Owned 1970 Triumph TR6 Winning Bid: $21,455

Reserve Not Met The following BaT Auctions listing has ended: 1968 Triumph TR250 High Bid: $38,500 (Reserve not met)

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Reserve Not Met The following BaT Auctions listing has ended: 1959 Triumph TR3A High Bid: $17,000 (Reserve not met)

Listing Ended The following BaT Auctions listing has ended: GT6- Powered 1964 Triumph Spitfire

Listing Ended The following BaT Auctions listing has ended: 1976 Triumph TR6 Winning Bid: $11,250

Listing Ended The following BaT Auctions listing has ended: 31-Years- Owned 1969 Triumph Spitfire Winning Bid: $7,400

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Listing Ended The following BaT Auctions listing has ended: 1972 Triumph TR6 Winning Bid: $20,000

Reserve Not Met The following BaT Auctions listing has ended: 1960 Triumph TR3 High Bid: $26,000 (Reserve not met)

Reserve Not Met The following BaT Auctions listing has ended: 33-Years- Owned 1976 Triumph TR6 High Bid: $17,500 (Reserve not met)

Listing Ended The following BaT Auctions listing has ended: No Reserve: 1973 Triumph Stag Winning Bid: $13,000

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Listing Ended The following BaT Auctions listing has ended: 1975 Triumph TR6 Winning Bid: $12,250

Reserve Not Met The following BaT Auctions listing has ended: Supercharged 1972 Triumph TR6 High Bid: $20,000 (Reserve not met)

Listing Ended The following BaT Auctions listing has ended: 44-Years- Owned 1959 Triumph TR3A Winning Bid: $22,450

Listing Ended The following BaT Auctions listing has ended: Original- Owner Unrestored 1955 Triumph TR2 Winning Bid: $30,000

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Listing Ended The following BaT Auctions listing has ended: One- Family-Owned 1974 Triumph TR6 Winning Bid: $18,000

Listing Ended The following BaT Auctions listing has ended: 1968 Triumph GT6 Winning Bid: $9,300

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Georgia Triumph Association (GTA) Membership Application Fill out this form or register online at http://www.gatriumph.com/amember/signup.php

New ❑ Renewal ❑ GTA Member Number: ______VTR Member ❑ VTR Number: ______

Last Name: ______First Name, MI: ______Birthday: __/___/____

Spouse/Partner’s Name: ______His/Her Birthday: __/___/____

Cell Phone: ______Night Phone: ______Email: ______

British Cars (model/year): ______Occupation: ______

Interests: Tech Sessions Rally’s Volunteer Driving Tours Car Shows Autocross Social Events Other: ______

I would like to help the GTA leadership with: ______

As a member of the Georgia Triumph Association (GTA), I agree to hold the GTA, its Board of Directors, officers and organizers of events free from all liability for any accident or injury which occurs in connection with club events.

Signature: ______Date: ______

Your name, address and phone number will be published in the GTA membership directory. This information would only be available to GTA members. Put a check mark here ❑ if you DO NOT wish to have your information listed in the GTA directory.

Mail this application and $30.00 to The Georgia Triumph Association, Post Office Box 3198, Cumming, GA 30028-6516 or get your application processed online using PayPal at the club website located at http:// www.gatriumph.com/amember/signup.php

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