I did a lot of work porting the cylinder head to make the engine rev so freely. The stock Exhaust ports are originally are nearly square. The Exhaust headers have nearly round ports and a lot of material had to be removed from the head casting to match the two. I also cut off the bottoms of the Exhaust guides, although I do not think this makes a big difference. The intake is also port matched. I was a bit concerned about the huge amount of material removed from the head around the Exhaust ports, but so far we have about 8 races on this engine and it has performed superbly.
The brake lines on this GT6 are copper nickel alloy. Please visit my website to purchase a kit for your Triumph http://www.austinhealeywood.com/brakelines.html
What we did over the winter: Added a much stiffer rear spring, welded up the differential, Increased the size of the engine crankcase breather substantially, removed the drive shaft and had it balanced to perfection.
Also we got a new set of light weight wheels
To purchase Cunifer copper nickel brake line kits for your Triumph Spitfire or GT6 contact me.
Triumph GT6 Mk3 race car
Triumph GT6 race car warming up. After a long winter we are going racing!
The brake lines on this GT6 are copper nickel alloy. Please visit my
website to purchase a kit for your Triumph
What we did over the winter: Added a much stiffer rear spring, welded up
the differential, Increased the size of the engine crankcase breather
substantially, removed the drive shaft and had it balanced to perfection.
Also we got of new set of light weight wheels.
To purchase Cunifer copper nickel brake line kits for your Triumph Spitfire
or GT6 please contact me.
Triumph GT6 MK3 vintage race car part 1
A tour of the GT6 race car engine bay , part 1. Visit
http://www.austinhealeywood.com/brakelines.html for information on the
copper nickel brake line kits that I mentioned in the video. I will be
adding part 2 of this video next week.
My friend and I built this vintage race car over the course of several
years. It may have been raced in Canada when it was new, but I have very
little information about it's history.
The engine was built to be reliable so that we could sort out the car on
track. It could certainly make more power by increasing the compression
ratio and doing a few other things. It has been very reliable so far. I
drive a street GT6 and I can tell you that there is no comparison between
the stock engine and this one. This engine revs very freely and is still
making power up to the rev limiter (7000 RPM). This is due to all of the
work done on the head, the Exhaust
header and the weber carb setup.
The Triumph Motor Company was a British car and motor manufacturing
company. The Triumph marque (trade-name) is owned currently by BMW. The
marque had its origins in 1885 when Siegfried Bettmann (1863--1951) of
Nuremberg initiated S. Bettmann & Co and started importing bicycles from
Europe and selling them with his own trade-name in London. The trade-name
became "Triumph" the year next, and in 1887 Bettmann was joined by a
partner, Moritz (Maurice) Schulte, also from Germany. Beginning in 1889 the
businessmen started producing their own bicycles in Coventry, England.
In November 1944 what was left of the Triumph Motor Company and the Triumph
trade-name were bought by the Standard Motor Company and a subsidiary
"Triumph Motor Company (1945) Limited" was formed with production
transferred to Standard's factory at Canley, on the outskirts of Coventry.
The pre-war Triumph models were not revived and in 1946 a new range of
Triumphs was announced, starting with the Triumph Roadster. The Roadster
had an aluminium body because steel was in short supply and surplus
aluminium from aircraft production was plentiful.
In the early 1950s it was decided to use the Triumph name for sporting cars
and the Standard name for saloons and in 1953 the Triumph TR2 was
initiated, the first of a series that would be produced until 1981.
Triumph GT6 Ford 5.0 V8
1970 Triumph GT6 Ford 5.0 V8 400HP at 2000 Lbs. Very fast and fun to
drive!. Modified All-Steel Body (except fiberglass front fascia).
Mechanicals in great condition, paint may need refreshing.
Engine: Ford 5.0 405 horsepower
Ford T5 5-Speed Transmission
Ford Motor Sports Aluminum GT40X Heads with Roller Rockers. Ford Racing
E303 Cam, TRW Forged 10 to 1 pistons.
Edelbrock manifold and 650cfm carburetor
Aluminum Corvette Rear End,and Corvette Breaks all around.
Practical Classics Magazine: Triumph Spitfire group test
Practical Classics Magazine. Journalist John Simister road tests a group
of five very different classic Triumph Spitfires at a soaking wet
Bruntingthorpe proving ground in the UK.
Models include a standard Mk1 Spitfire, a car fitted with a Renault engine
taken from an old Renault 5 GT turbo, a
Macao racer replica and a Le-Mans spec Spitfire.
Featured in the July 2011 issue of Practical Classics Magazine.
Filmed in high definition on the Panasonic AG-AF101. Produced and edited
This is Triumph
Like many auto companies, Triumph started out making bicycles but like the
others found a new life in the four wheel world.
Known mainly for its sports cars the company also produced family cars but
it was the roadsters that got the attention.
Unfortunately, the company dissolved along with the rest of British Leyland
and the brand's name is now owned by BMW.