Super charger on TR6
Discussion
stevebud said:
Has anyone tried a supercharger on a TR6 from Moss?
What were the results?
Haven't done it myself, but I imagine it's an excellent way to considerably shorten the life of a Triumph six. Especially the bottom ends aren't exactly renowned for their sturdiness and trying to get more power by force feeding the engine with a blower will certainly put some pressure on this comparatively weak spot. The big ends will soon start to rattle and while that can be remedied by frequent replacement of shells, there's still the elevated chance of a ventilated block to live with. After all, if you have the power, you'll want to use it.What were the results?
Again, I'm not speaking from personal experience, but if I were desperate to stick a turbocharger in a TR, I'd leave the TR6 alone and get a TR4. Those engines are pretty much indestructable. You might even consider a later MGB (baah! hiss!) with a 5-bearing engine. Probably cheaper, too, but as we all know, there's a good reason for that...
tr3a said:
stevebud said:
Has anyone tried a supercharger on a TR6 from Moss?
What were the results?
Haven't done it myself, but I imagine it's an excellent way to considerably shorten the life of a Triumph six. Especially the bottom ends aren't exactly renowned for their sturdiness and trying to get more power by force feeding the engine with a blower will certainly put some pressure on this comparatively weak spot. The big ends will soon start to rattle and while that can be remedied by frequent replacement of shells, there's still the elevated chance of a ventilated block to live with. After all, if you have the power, you'll want to use it.What were the results?
Again, I'm not speaking from personal experience, but if I were desperate to stick a turbocharger in a TR, I'd leave the TR6 alone and get a TR4. Those engines are pretty much indestructable. You might even consider a later MGB (baah! hiss!) with a 5-bearing engine. Probably cheaper, too, but as we all know, there's a good reason for that...
The actual loads on the con rods (and hence bearings) are actually going to be reduced by fitting the charger, as peak stress is tensile as the piston reached the top of the bore. Out and out this is on the exhaust stroke when there is nothing in the cylinder acting against the piston. On the compression stroke (NA) the stresses are reduced by the charge exerting a compressive force on the con rod. On the compression stroke (supercharged) the stresses are further reduced as there is more charge there to push back on the piston.
Have you tried posting this question on one of the dedicated Triumph forums? You stand a better chance of finding someone who's converted on the www.tr-register.co.uk or club.triumph.org.uk.
I've not considered the Moss SC route my self...not with a 2000 saloon...who's engine bay is the same as a Stag's...making the V8 a (more or less) bolt in swap...
Using the Moss supercharge for a UK spec 6 cylinder engine is a bad idea.
There is nothing wrong with the kit (with the little information i know about it) the problem is the compression ration of the said UK spec engine,: It is too high and therefore will ruin the engine, probably the pistons will melt first because of the heat and pressure generated.
If you have an american spec engine which does have a lower compression ratio ie a tr 250, i understand it will work fine, but for the money you could build a very very quick engine in the first place.
I had a TT supercharged k series engine up from 118bhp to 230 bhp and that was achieved by fitting low compression pistons and and emerald ecu to actually control it. Very expensive very powerful and robust and not bad from a 1.8 engine!!!! I doubt whether you would get any where near that just by fitting a blower.
There is nothing wrong with the kit (with the little information i know about it) the problem is the compression ration of the said UK spec engine,: It is too high and therefore will ruin the engine, probably the pistons will melt first because of the heat and pressure generated.
If you have an american spec engine which does have a lower compression ratio ie a tr 250, i understand it will work fine, but for the money you could build a very very quick engine in the first place.
I had a TT supercharged k series engine up from 118bhp to 230 bhp and that was achieved by fitting low compression pistons and and emerald ecu to actually control it. Very expensive very powerful and robust and not bad from a 1.8 engine!!!! I doubt whether you would get any where near that just by fitting a blower.
You can add a mappable ECU to the Triumph straight 6 and you can lower the compression ratio too, to fit in with what the blower will do. You will also need EFI like the Megasquirt system to allow the greater power outpu that you're after.
NA, the engine can handle upwards of 220 bhp, if you have the time patience and money to do it. Lowering the compression ratio to get the same power through FI will probably put less stress on the engine than high output NA.
I think that without a fully built motor, you'd be looking at 190bhp tops for a Triumph Straight 6 without any big problems. The engine just wasn't designed for big power.
190Bhp is available through NA tuning, which is probably cheaper, so i'd go that route if you're still looking.
I could, of course, be talking complete b
ks. 
NA, the engine can handle upwards of 220 bhp, if you have the time patience and money to do it. Lowering the compression ratio to get the same power through FI will probably put less stress on the engine than high output NA.
I think that without a fully built motor, you'd be looking at 190bhp tops for a Triumph Straight 6 without any big problems. The engine just wasn't designed for big power.
190Bhp is available through NA tuning, which is probably cheaper, so i'd go that route if you're still looking.
I could, of course, be talking complete b
ks. Edited by Combover on Thursday 1st May 12:52
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