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Bradley1500
June 29, 2012, 8:50pm Report to Moderator


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Been looking up the specs of the 2500S Engine and found some contradicting information.

On the CT site it states the S engine produces 99bhp.

http://club.triumph.org.uk/cgi-bin/cars/clubcars.cgi?printrecord=1041010078-3292.0

Then over on the Mintylamb site the same engine produces 118bhp

http://www.mintylamb.co.uk/?page=triumphcompare.php

It's been a busy day and I'm tired so have I missed something simple?

Bradley.
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GT6 M
June 29, 2012, 9:09pm Report to Moderator

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Quoted from Bradley1500
Been looking up the specs of the 2500S Engine and found some contradicting information.

On the CT site it states the S engine produces 99bhp.
ordinary 2.5  always thowt S was 106

http://club.triumph.org.uk/cgi-bin/cars/clubcars.cgi?printrecord=1041010078-3292.0

Then over on the Mintylamb site the same engine produces 118bhp
Nett HP of early 2.5 PIs till 73 i think, 132 Gross

        

http://www.mintylamb.co.uk/?page=triumphcompare.php

It's been a busy day and I'm tired so have I missed something simple?

Bradley.




One does not have to know how a thing works, to know that it is not working right

Ye div,nt efta no ooa thing wuks, t,no its nut wuk,n reet.







Scaryport,��Cumbria,.
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69vitesse
June 29, 2012, 9:11pm Report to Moderator

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106BHP
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cliftyhanger
June 29, 2012, 9:11pm Report to Moderator

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Doesn't really matter, I thought it was about 110bhp though.
What is important is that it has the very soft "caravanner's" grind of cam, and the head is pretty low CR. And smallish valves to boot.
I ran one in my vitesse for about 8 years before I fitted a TR6 bottom end (identical except the cam) and a late GT6 head to get better CR. Quicker certainly
So the actual engine is pretty irrelevant, they can all be played with to get whatever spec you want, and the parts are not expensive either. Only thing really is the cost a a cam and replacing worn components/machining.


Clive Senior

Location-Brighton, East Sussex
Foxy is here, 1500od tax exempt Toledo. Now has the decent engine back in Slant 4 engine bolted in, sprint box and axle.Now has fresh MoT. Needs paint though.
Spitfire Zetec project is started work progressing slooooowly on the road!
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69vitesse
June 29, 2012, 9:17pm Report to Moderator

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2500 with a late hi comp head and the Vitesse/pi cam should be good for a genuine 125BHP
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AlanChatterton
June 29, 2012, 9:37pm Report to Moderator
If its stands still..........polish it!
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2500TC was 99bhp, 2500S with different head and cam was 106bhp.

Stick a witor special cam in, with the right needles gives about 130bhp.


Alan Chatterton
Chairman
Triumph 2000/2500/2.5 Register

LYB864K   1972 Triumph Stag Estate (DEL 33)

http://www.vml3m.blogspot.com


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Bradley1500
June 30, 2012, 9:21am Report to Moderator


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Thanks everyone for the replies.

Just wanted to know what I was starting with, so to speak. So it seems 106bhp was standard for this engine?

I assume the S engine ran Stromberg carbs as standard? Just wondering cause this engine has SUs on it at the moment.

I was already planning on sticking a TR5 cam in and from advise here will be sticking a late GT6 head on, unless there is a better alternative?

Would it be easier to have this head skimmed to get the CR up? Although Clive mentioned this head has smaller valve, so the GT6 head is probably the better route?

The engine has been dry stored for 10years at the back this bloke workshop. He says it came out of a running car. It comes with the dizzy, SU carbs and exhaust manifold (standard). What do you people think it's worth?

While I was routing around, I also saw a bare GT6 engine block and head so I might see it he wants to throw that in as well if the GT6 head is the way to go.

Bradley.
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James
June 30, 2012, 9:47am Report to Moderator


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You'll want to up the compression a bit if you go for a TR5 cam.

I'd go for a TR5 cam over anything "special" if you just want something with decent all round performance.


1969 2000 MkI EFI - 10CR07/09 and RBRR08/10
1969 Spitfire MkIII : RBRR04
[CTA13] [SSTD13] [IAE12:19] [SSTD12] [GWTD11] [IAE11:36] [CTEWR11:12] [CTHN10:03] [RBRR10:96] [CTA10:33] [CCTD10] [SSTD10] [10CR09:29] [HCR09:13] [RBRR08:69] [LCC08:22] [HCR08:05] [CTHNVHO08:34] [10CR07:36] [LCC07:18] [HCR07:00] [CTHNVHO07: DNQ!] [CTHN06] [RBRR06:69] [LCC06:09] [HCR06:00] [BCCMR*4] [CTHNVHO06] [CTHN05] [10CR05:36] [LCC05:00] [20CC05:08] [RBRR04:69]


Twitter | Mintylamb |How to EFI your Triumph
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cliftyhanger
June 30, 2012, 9:57am Report to Moderator

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"S2 engine came with a pair of HS6 carbs.

Keep the "s" head as a spare, or sell it as they seem to fetch a premium.

"unknown" engine with ancillaries, probably 50-150 depending on what you really think of it etc.

You need a gt6 sump to bash about as well, get the other engine lobbed in, the blocks are the same anyway   so you could have a GT6 engine with the 2.5 crank/pistons. And use a balanced set of conrods, nice if you have 12 to get a set out of.


Clive Senior

Location-Brighton, East Sussex
Foxy is here, 1500od tax exempt Toledo. Now has the decent engine back in Slant 4 engine bolted in, sprint box and axle.Now has fresh MoT. Needs paint though.
Spitfire Zetec project is started work progressing slooooowly on the road!
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Bradley1500
June 30, 2012, 10:07am Report to Moderator


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James, not going for anything 'special' as this is for a road car, albeit a fast one hopefully, not a race car and want all round good figures. I don't want to get fixated on peak BHP.

Clive, I couldn't get a good look at the engine as it was tucked away in a corner with lots of heavy things balancing around it. I wanted to check engine numbers etc. to make sure I was getting what I was buying.

The bloke is moving to a smaller workshop which is why he wants to get rid of the engines. I might see if he wants to throw the whole GT6 block/head in as well, good for spares as you say. He wanted 250 just for the 2500 engine (with ancillaries) and I suspect it was a little steep.

This guy is running a MK2 GT6 with a 2500 engine amongst other Triumphs so he said he could advise me on modifying the sump to suite.

Also whilst we're on the subject of engines, anyone ever used one of these?

http://www.ebay.co.uk/itm/190696508238?ssPageName=STRK:MEWAX:IT&_trksid=p3984.m1423.l2649

Are they any good? I thought the engine would be easy to work on, on one of these as the engine can be rotated 360 degrees.

Bradley.
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69vitesse
June 30, 2012, 10:13am Report to Moderator

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Quoted from Bradley1500
Thanks everyone for the replies.

Just wanted to know what I was starting with, so to speak. So it seems 106bhp was standard for this engine?

I assume the S engine ran Stromberg carbs as standard? Just wondering cause this engine has SUs on it at the moment.

I was already planning on sticking a TR5 cam in and from advise here will be sticking a late GT6 head on, unless there is a better alternative?

Would it be easier to have this head skimmed to get the CR up? Although Clive mentioned this head has smaller valve, so the GT6 head is probably the better route?

The engine has been dry stored for 10years at the back this bloke workshop. He says it came out of a running car. It comes with the dizzy, SU carbs and exhaust manifold (standard). What do you people think it's worth?

While I was routing around, I also saw a bare GT6 engine block and head so I might see it he wants to throw that in as well if the GT6 head is the way to go.

Bradley.


If you can get the GT6 cam, go with it. Less lumpy and more drivable than the TR5 cam and still gives very good power.
Be careful not to overtune the engine, very easy to do as the previous owner of mine did, all the toys, tubular manifold, TR5 cam etc... Flies above 3,000, but a PITA around town as it comes off cam under 40 odd in top.
Even 125BHP will make any small chassis car pretty impressively quick even by modern standards, that's 0-60 in 8 seconds territory, go much above that and you need to start considering means of slowing it down better and the general hnadling/transmission.
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Bradley1500
June 30, 2012, 10:29am Report to Moderator


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Quoted from 69vitesse


If you can get the GT6 cam, go with it. Less lumpy and more drivable than the TR5 cam and still gives very good power.
Be careful not to overtune the engine, very easy to do as the previous owner of mine did, all the toys, tubular manifold, TR5 cam etc... Flies above 3,000, but a PITA around town as it comes off cam under 40 odd in top.
Even 125BHP will make any small chassis car pretty impressively quick even by modern standards, that's 0-60 in 8 seconds territory, go much above that and you need to start considering means of slowing it down better and the general hnadling/transmission.


Really, the TR5 cam? I thought it was a good drivable 'warm' cam, not anything silly?

I was hoping for around the 150 mark with the mods I've got planned, so the car should go really well. I'm going the EFI route which from all accounts can make even really wild cams behave themselves on the road. So thought the TR5 would be fine.

Don't worry I've thought about the rest of the drivetrain and braking/handling.

Bradley.
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69vitesse
June 30, 2012, 10:51am Report to Moderator

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With EFI, the TR5 cam will be perfect, it was after all intended for fuel injection.
But carbs? Just a bit to 'fierce' for a comfortable round town experience.
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James
June 30, 2012, 11:59am Report to Moderator


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I've driven a couple of cars with a TR5 cam on carbs and they're fine - a couple of those were in heavy saloons.

It really isn't going to be an issue in a lighter GT6

Just make sure you get the compression ratio right and you'll be fine.


1969 2000 MkI EFI - 10CR07/09 and RBRR08/10
1969 Spitfire MkIII : RBRR04
[CTA13] [SSTD13] [IAE12:19] [SSTD12] [GWTD11] [IAE11:36] [CTEWR11:12] [CTHN10:03] [RBRR10:96] [CTA10:33] [CCTD10] [SSTD10] [10CR09:29] [HCR09:13] [RBRR08:69] [LCC08:22] [HCR08:05] [CTHNVHO08:34] [10CR07:36] [LCC07:18] [HCR07:00] [CTHNVHO07: DNQ!] [CTHN06] [RBRR06:69] [LCC06:09] [HCR06:00] [BCCMR*4] [CTHNVHO06] [CTHN05] [10CR05:36] [LCC05:00] [20CC05:08] [RBRR04:69]


Twitter | Mintylamb |How to EFI your Triumph
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Gt6s
June 30, 2012, 12:32pm Report to Moderator


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I would not be too hung up on tuning up the 2500 S engine.

Fit a full set of bearings.

A modified Gt6 Vitesse sump AND DIPSTICK !!

The HS 6 carbs on Gt6 opened out manifold. And dump the waxstats.

A decent exhaust system.

A pair of K&N's.

They go allright in a Gt6 like this, I have A Gt6 and a Sixfire both like this.


I remember being wrong once before Laurence Cochrane Newtownards Northern Ireland. 1972 Gt6 2600EFI The Mutt. Some original parts fitted, Not many ! Early PI motor overbored to 2.6. Lightened & balanced, ported chambered, cam'd 6-3-1 manifold. Running on DTA engine management system incorperating the PI throttle bodies fitted with electronic injectors and throttle position sensor. 0-60 4.7s & 7000rpm. Seriously annoys owners of modern stuff ! (particularly coz its a heap) 2500 S box with competition 28% od. 3.63 diff with a quaife in it, innit ! Rotoflex based rear but with a swing spring fitted & sliding shafts.(swing spring rotoflex without rotoflex's). Koni's front Spax rear. Hydraulic handbrake. Citroen xantia discs 11,1/4 in dia under Morris Garages 15 in Maestro alloys.
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