TriumphTune was originally the generic parts name given to the factory-approved uprated components supplied by SAH Accessories. Syd Hurrell was the man behind SAH, but the mantle was passed to his son Terry and thereafter the company name was changed to TriumphTune. I had no knowledge of the company until Sports Car Monthly magazine featured a two-part article entitled 7 Up in 1985. I made the mistake of reading this and becoming interested in the possibility of tuning my own TR7.
There were a series of tuning options, of which the ultimate was Plus Kit C. I wanted that kit, but it would be a major outlay for me at the time, plus I had no idea how to install any of it. But I took a chance and towards the end of 1985 the first part of the kit was purchased and installed. This was the Weber DCOE twin choke carburettor conversion. The car still had the standard exhaust system at the time, but that didn’t seem to matter as performance was noticeably more lively, but it was the noise that came from under the bonnet that was the most impressive feature. How I liked to squeeze that throttle pedal after those Webers went on! Funnily enough, I still like to do the same thing to this day, I just wish the price of petrol would come down!
It wasn’t long before the Achilles heel of the TR7 reared its head in the form of a blown head gasket. Still, that meant the head was coming off and I would have the opportunity to install the TriumphTune sprint profile camshaft, long stemmed and gas-flowed valves and uprated valve springs. It took a couple of attempts to get all this installed correctly, but the first test drive with that camshaft in place was memorable. The engine was released from its standard, strangled state and it revved more like a motorbike than a car. In the mid-80s there wasn’t really much around that could compete with it and that made it all the more enjoyable.
Esta historia es de la edición October - November 2019 de Triumph World.
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Esta historia es de la edición October - November 2019 de Triumph World.
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ZIGGY'S NO BANGER!
Good friends Paul Herbert and Chris Harding bought this Mk2 Spitfire in 2014 to use on a Banger Rally. Six years on they’ve still got the Triumph, and it is running better than ever.
The right choice
In 1978 a Triumph Stag would have been a brave choice as your only car, but after 41 years and getting on for 200,000 miles together, it was clearly the perfect fit for Malcolm and Vera Whitehouse.
THE GREY LADY
In the mid-1930s the New Avon Coachbuilding Co started to build luxury saloons and no longer concentrated on building smaller open sports cars. Phil Homer introduces a luxury product of the era, a six-cylinder Avon on the Standard Flying 16 chassis, and explains why it wasn’t a success.
HAROLD THE HERALD
Over the last 20 years, Harold the Herald has been through five distinct phases of development. Now though, with owner Dale Barker going soft and transferring his favours to a big and comfortable saloon, Harold is looking for a new home.
APPRENTICE TR2
History repeats itself as RHP 552 is handed over to apprentices – 64 years after the last time!
A LASTING PASSION
Lee Godfrey has featured in these pages before, but his enthusiasm for the big Triumphs remains undiminished. Mike Taylor talks to him about the model, his latest example and how the passion started.
A flurry of activity ends 2019 season
H&H’s last sale of 2019 was at the Buxton Pavilion and offered 127 lots.
Herald Suspension Overhaul
Thorough investigation turns into a major overhaul and a future-proofed Triumph
Hotter Rockets Launched For 2020
The world’s largest-capacity volume production motorcycle just got bigger.
SPECIAL EDITION DOLOMITE 1500
Andrew Burford reckons that a 1500SE represents the epitome of Dolomite design. Mike Taylor meets the man who likes to champion the underdog, and his ultra-rare example of Triumph’s evergreen Dolomite saloon.