Choosing a TR6
Discussion
Hi, first post and all that, be gentle 
After much debate, lurking and planning my mind is made up that a TR6 would be just the job after many years of not having a Triumph.
Which is better, the 150 or the 125 BHP model?
If the right car is a 125, how much hassle and cost is it to uprate it to a 150 if the 150 goes significantly better.
Am i right in thinking its camshaft and fuel injection setup?
There are a couple of 125s that interest me, but i like the idea of the extra 25 horses.
Part of me wants to buy now, but i suppose the best plan is to wait a few months.
Thanks for any advice given
Ian
After much debate, lurking and planning my mind is made up that a TR6 would be just the job after many years of not having a Triumph.
Which is better, the 150 or the 125 BHP model?
If the right car is a 125, how much hassle and cost is it to uprate it to a 150 if the 150 goes significantly better.
Am i right in thinking its camshaft and fuel injection setup?
There are a couple of 125s that interest me, but i like the idea of the extra 25 horses.
Part of me wants to buy now, but i suppose the best plan is to wait a few months.
Thanks for any advice given
Ian
Edited by Radioactive Man on Monday 7th September 18:45
There was a TR6 buyers guide in a recent Classic Weekly paper. Don't think I've still got it.
Word on there was that there's not all that much of a difference in the driving between a 125 & a 150.
I'd pop over to the Club Triumph forum and pop your question on there .... no need to be a member to register.
Remember that the US carb version had 125bhp and the later of the UK injected ones were also 125bhp.
Word on there was that there's not all that much of a difference in the driving between a 125 & a 150.
I'd pop over to the Club Triumph forum and pop your question on there .... no need to be a member to register.
Remember that the US carb version had 125bhp and the later of the UK injected ones were also 125bhp.
The PI system isn't as troublesome as it's made out to be.
A lot of it's bad reputation dates from when it was new and while there were thousands of guys in garages that could strip and rebuild a Webber carb. with their left hand while stripping and rebuilding a SU with their right, they knew sod-all about this PI stuff. Net result they say "PI isn't very reliable, you should change it to carbs.).
Most PI issues are related to fuel pressure. You need 100-110PSI at the metering unit, so are looking for 140PSI on the pump side of the pressure regulator...or about the max you can get from a good Lucas fuel pump in good condition.
These are quite high numbers - a modern EFi system runs at 35-45PSI.
A lot of it's bad reputation dates from when it was new and while there were thousands of guys in garages that could strip and rebuild a Webber carb. with their left hand while stripping and rebuilding a SU with their right, they knew sod-all about this PI stuff. Net result they say "PI isn't very reliable, you should change it to carbs.).
Most PI issues are related to fuel pressure. You need 100-110PSI at the metering unit, so are looking for 140PSI on the pump side of the pressure regulator...or about the max you can get from a good Lucas fuel pump in good condition.
These are quite high numbers - a modern EFi system runs at 35-45PSI.
yip I no been there, run it for 25 years, got to no all the probs, and the fixs,
and it ..run great..
much much better on fuel/drive ability, than some of the tripple webber carbed ones I got a go in,
its really a simple system, I ye got a little no how, and some basic test gear/tools
Marcus
and it ..run great..
much much better on fuel/drive ability, than some of the tripple webber carbed ones I got a go in,
its really a simple system, I ye got a little no how, and some basic test gear/tools
Marcus
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