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In Reply to: RE: Car of the day over 30 years ago posted by G Squared on June 26, 2015 at 07:01:42
My first car was a TR4A in rough shape, I learned body work and mechanicals by force!
Did eventually get it looking and running nice, but it was a hard car to fix up because it always needed fixing.
Traded it in for a '74 (VW) Porsche 914 2.0 and was very nearly repair free for ten years.
Follow Ups:
Should be Triumph Racing Green.
8^)
Exactly
I sure there's a snap-shot in a box somewhere waiting to be digitized.
The price reduced ask of 19,000$ is still at least 3x what it's worth. to ME, anyway. I can just see an UnEnding string of electrical, mechanical and philosophical glitches costing THOUSANDS to remedy.
Too much is never enough
Powered by what was originally a tractor engine with only three main bearings, TR4's without the optional overdrive turned a ridiculous 3000 rpm at just 60 mph.
I remember wrestling the transmission out from inside the car, as that was the only way it could be done. Could be hard on the upholstery if one has a mishap.
The remote starter button under the hood sure was handy when adjusting valves though.
I would like a TR250 though.
My S-2000 with the 2.0 turned OVER 3k at 60mph. About 18.5mph per 1000.
However, it DID have a 9000 rpm redline which it would reach in 5th but not 6th. I can't find my spreadsheet for better numbers.
How many TR250s actually made it to the states?
When i was a kid, a friend of my dad's had an Austin Healy 3000. Not the best choice for Chicago Winters.
And still later, a neighbor turned up with an MG1175, a REAL piece of junk. A real fun roller skate when running, however. Too bad it would hardly stay running long enough to get BACK to the shop for further repairs.
Too much is never enough
You're unearthing some good old memories now.
With two more main bearings, shorter stroke, and a fully counter-weighted crank, your Honda's engine was perfectly suited for the gearing it came with.
How many TR250's? I don't know, but a guy at my high school had a pristine one, while I was driving my four cylinder beater. It was my first understanding of the term 'social economic status'.
My girlfriend's brother had a Austin Healy 100-4 that had been brush painted with (green) house paint. It exhibited the same characteristics as your neighbor's MG.
The Honda S-2000 was, believe it or not, a STROKER. Bore was slightly less than stroke.
I have NO idea how to get 9k out of a 5 main bearing 4 banger. I think it had a balance shaft?
On a WOW NOTE! Ford is making a NEW V-8 for the 'Stang. It uses a SINGLE PLANE crank which allows revs to OVER 8000 redline. It is a MONSTER motor and might force GM's hand.
All American V-8s use a 2-plane crank which is good to maybe 6500 or so tops.
Too much is never enough
The Triumph's 92mm stroke is only slightly longer than the Honda's so that by itself is not a good argument for rpm capability. My bad.
Balance shafts are used to minimize vibration, or to make in-line four's feel like in-line sixes, but are also parasitic, rotating at twice crank speed.
The Honda's excellent 5-main fully counter-weighted crank allows (doesn't break) high rpm's, while the advanced cylinder head and valve train enables (good breathing/ no valve float) high rpm's.
More on flat-plane cranks linked
Bore and stroke = 87 mm (3.4 in) by 84 mm (3.3 in). Overbore.
Honda got it to redline at 9K by using 4 valves per cylinder and VTEC camshaft technology. VTEC engages around 5800 rpms.
The F22C1 engine (2.2 liters) was stroked. Bore & stroke = 87 mm (3.4 in)
by 90.7 mm (3.57 in). Redline at 8K.
British Racing Green and you'd be right
Oops! Correct on BRG.
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