tr7triumph.com

Posted: **25 Oct 2011 06:30**

hi i have a 1980 tr7 w/the 2L. IT WAS REBUILT ,BORED,PROFORMANCE CAM,AND HIGH COMPRESSION PISTONS (ROSS PISTONS) ,USING DUEL WEBERS.
MY QUESTION .I HAVE A CHANCE TO BUY A SPRINT DOLOMITE 16V HEAD. THE HEAD IS COMPLETE WITH CAM, VALVES AND EXHAUST MANAFOLD AND VALVE COVER INC. CHAIN SPROCKET (ITS STILL OVER THE POND)
1)WILL MY TR7 INTAKE FIT OR DO I HAVE TO FIND A NEW INTAKE AND CARBS.??
2)ARE THERE ANY OTHER ITEMS OF CONCERN?? LIKE TIMING CHAIN
3) INCREASING THE VALVES (DOUBLE) WILL THIS INCREASE HP??
4 ARE THE HEAD PARTS AVALIBLE IF REBUILDING IS NEEDED??
PL IF ANY ONE( LOYAL TR'S PEOPLE)CAN HELP ANY AND ALL INFO WILL HELP
THANKS
QAC

Posted: **25 Oct 2011 06:51**

There a a lot of differences between the two engines. Rimmers list the parts included in their TR7-Sprint Conversion here :-
http://www.rimmerbros.co.uk/Item--i-GRID006468
The biggest obstacle is the pistons, which require the engine to be taken out, pulled down, honed or re-bored, and re-assembled using sprint pistons.
The TR7 inlet manifold will not fit, and fitting the sprint manifold requires the Sprint Distributor.
The exhaust manifold is not suitable for the TR7 engine bay due to the position of the exhaust flange. You have to use extractors.
It's easier to source a complete sprint motor, but there's probably not a lot of difference in power between a Sprint and your TR7 in its state of tune.

TR7 Convertible
Sprint Motor
MegaSquirt EFI

Posted: **25 Oct 2011 08:07**

Hi,

All parts as listed, plus HT leads and 'real' TR7's had a different water transfer housing on the back of the head, but i guess you can use the standard Sprint one.The sprint crank is also dfferent. Having said that they are great engine and when tuned can make some good figure's.

One on UK Fleabay at the moment but pick up only could be a problem for you [:(]

http://www.ebay.co.uk/itm/Triumph-Dolom ... 415e5fc71d

This my learned friends John 'real' TR7 sprint engine bay and IMHO the best TR7 Sprint in the country.

Cheers John

LIVE LIFE A QUARTER OF A MILE AT A TIME!

1976 Speke FHC Beauty

1979 3.5 FHC(STATUS PENDING!!)

1982 2.0 DHC NOW A 4.6,ON THE ROAD NOW KICKING AR5E !!!!

Posted: **25 Oct 2011 12:13**

ditto on what Stag76 and John 215 said.

i have a complete dolemite sprint carb set for sell on ebay at the momemt. i also have a intake manifold availble.

"GETTING SPEED OUT OF A LOW POWERED CAR IS OFTEN MORE REWARDING, THAN WITH TIRE-SMOKING BRUTES" 
<h4><center>http://cliffstr7sprintconversion.blogspot.com/</center></h4>

Posted: **25 Oct 2011 13:23**

<blockquote id="quote">quote:<hr height="1" noshade id="quote">Originally posted by john 215

The sprint crank is also dfferent.

<hr height="1" noshade id="quote"></blockquote id="quote">

You shure about that? How is it different?

Posted: **25 Oct 2011 14:13**

wow ok, you guys are good,i thank every one for their responce. its a great thing to have such a valauble tool of knowledge ,THE OTHER GUYS ..

IM KEEPING WHAT I GOT , HAPPLY UPCOMING HOLIDAYs THANKS AGAIN QAC JERRY FROM ACROSS THE POND...

Posted: **25 Oct 2011 15:01**

<blockquote id="quote">quote:<hr height="1" noshade id="quote">Originally posted by qac

IM KEEPING WHAT I GOT , HAPPLY UPCOMING HOLIDAYs THANKS AGAIN QAC JERRY FROM ACROSS THE POND...
<hr height="1" noshade id="quote"></blockquote id="quote">

I think a good decision. While you may get a freer high reving engine, for a lot of money you wouldn't get a lot for money spent considering were you're starting from. If you really want more power consider a Buick V6 conversion. Lots of power (don't need no stinkin' 1st gear) low rpm for cruizin', easy parts availability, cheap to pick up (in States).

- - - - TR7 Spider - - - - - - - - 1978 Spitfire - - - - - - 1976 Spitfire - - 1988 Tercel 4X4 - Kali on Integra - 1991 Integra - - Yellow TCT

Posted: **25 Oct 2011 16:34**

<blockquote id="quote">quote:<hr height="1" noshade id="quote">Originally posted by Marko

[quote]Originally posted by john 215

The sprint crank is also dfferent.

<hr height="1" noshade id="quote"></blockquote id="quote">

You shure about that? How is it different?
<hr height="1" noshade id="quote"></blockquote id="quote">

in some of the sprint motors they were manufactured with cross over oil passages. i did have one or still, i kind of missed placed it in my move 7 years ago or it made the scrap pile of metal i left behind.

i really beleive i still have just in a place i haven't looked.

"GETTING SPEED OUT OF A LOW POWERED CAR IS OFTEN MORE REWARDING, THAN WITH TIRE-SMOKING BRUTES" 
<h4><center>http://cliffstr7sprintconversion.blogspot.com/</center></h4>

Posted: **25 Oct 2011 16:39**

<blockquote id="quote">quote:<hr height="1" noshade id="quote">Originally posted by FI Spyder

[quote]Originally posted by qac

IM KEEPING WHAT I GOT , HAPPLY UPCOMING HOLIDAYs THANKS AGAIN QAC JERRY FROM ACROSS THE POND...
<hr height="1" noshade id="quote"></blockquote id="quote">

I think a good decision. While you may get a freer high reving engine, for a lot of money you wouldn't get a lot for money spent considering were you're starting from. If you really want more power consider a Buick V6 conversion. Lots of power (don't need no stinkin' 1st gear) low rpm for cruizin', easy parts availability, cheap to pick up (in States). <hr height="1" noshade id="quote"></blockquote id="quote">

It's not so much about the power but the unique factor, Well at least for me!!!

Had to have one from time i seen the 16 valve head in the Triumph Pocket History Book in 1980.

"GETTING SPEED OUT OF A LOW POWERED CAR IS OFTEN MORE REWARDING, THAN WITH TIRE-SMOKING BRUTES" 
<h4><center>http://cliffstr7sprintconversion.blogspot.com/</center></h4>

Posted: **25 Oct 2011 18:07**

Hi Marko,

<blockquote id="quote">quote:<hr height="1" noshade id="quote">You shure about that? How is it different?<hr height="1" noshade id="quote"></blockquote id="quote">

As my learned friend TR7sprint1 says they are cross drilled but can see no reason while a standard crank cannot be used but if poss would use the Sprint crank.

Cheers John

LIVE LIFE A QUARTER OF A MILE AT A TIME!

1976 Speke FHC Beauty

1979 3.5 FHC(STATUS PENDING!!)

1982 2.0 DHC NOW A 4.6,ON THE ROAD NOW KICKING AR5E !!!!

Posted: **25 Oct 2011 18:52**

<blockquote id="quote">quote:<hr height="1" noshade id="quote">Originally posted by Marko

... The sprint crank is also dfferent ... How is it different?
<hr height="1" noshade id="quote"></blockquote id="quote">
The only difference (and as far as I know that only counts for earlier Sprint engines) is that the drillings for the oil passages in the cranck shaft were different.

Will put a few engines beside each other for comparison as soon as the DHC is fixed.
So I can decide which one to use for the rebuilt.

<center>

1980 TR7 DHC (my first car, now restored and back on the road)
1981 TR7 FHC Sprint (better known as 't Kreng)
[url="http://www.tr7beans.blogspot.com/"]My Weblog[/url]</center>

Posted: **25 Oct 2011 19:03**

<blockquote id="quote">quote:<hr height="1" noshade id="quote">Originally posted by tr7sprint1

... It's not so much about the power but the unique factor, Well at least for me!!! ... <hr height="1" noshade id="quote"></blockquote id="quote">
Totally agree on that one.
I have access to all kinds of much more powerful and modern engines,
but decided to stick to the Sprint engine.

And in the state of tune my engineâ€™s in at the moment I dare say you need a bloody good V8
to stick with it on the twisty country lanes around here [}:)]

Also much more of a challenge to built a reliable 200 bhp Sprint engine [:D]

<center>

1980 TR7 DHC (my first car, now restored and back on the road)
1981 TR7 FHC Sprint (better known as 't Kreng)
[url="http://www.tr7beans.blogspot.com/"]My Weblog[/url]</center>

Posted: **29 Oct 2011 20:55**

<blockquote id="quote">quote:<hr height="1" noshade id="quote">The biggest obstacle is the pistons, which require the engine to be taken out, pulled down, honed or re-bored, and re-assembled using sprint pistons.<hr height="1" noshade id="quote"></blockquote id="quote">Not necessarily. I used TR7 pistons and had the sprint cutouts machined in. I also used an 8V block and crankshaft. All OK for many years with the occasional 7000rpm being seen. Peak power 6200rpm.

My experience is outlined here:

http://www.btinternet.com/~triumph/geocities/16vconv.htm

Here is a picture of an overly rich 8V piston that has 8V and 16V cutouts.

Posted: **30 Oct 2011 20:52**

<blockquote id="quote">quote:<hr height="1" noshade id="quote">Originally posted by qac

wow ok, you guys are good,i thank every one for their responce. its a great thing to have such a valauble tool of knowledge ,THE OTHER GUYS ..

IM KEEPING WHAT I GOT , HAPPLY UPCOMING HOLIDAYs THANKS AGAIN QAC JERRY FROM ACROSS THE POND...
<hr height="1" noshade id="quote"></blockquote id="quote">

Since you are not going to use the head, could you provide me with the seller's information through my email contact under the members heading? I tried to email you privately through the email address in your profile but it came back as undeliverable.

nick
'79 TR7

Posted: **01 Nov 2011 13:03**

Nick - I know the guy who has the sprint head and sent you an email...

Bob
1980 TR7 DHC

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