Triumph TR7-16v A Very Interesting Alternative!

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A VERY INTERESTING ALTERNATIVE!
The 16 valve Twin Carb Sprint engine was first introduced to the Dolomite range in the early 1970's. It was way ahead of its time (for a production vehicle) in terms of design and the fact there were 4 valves per cylinder. This is something we take for granted these days, but in the early 1970's, this was really something.
The unique design of the cylinder head with its ingenious single camshaft & separate rocker shaft allowed easy maintenance and was readily adapted by Leyland engineers to the slant-4 cylinder block of the 1850, which was bored out to 2 litres and fitted with high compression pistons.
When the TR7 was in early production plans were already made to offer a 16 valve engine option. Unfortunately the 'TR7 Sprint' (as it was to be called), never went into production, although Leyland actually went to the trouble of printing an owners handbook! A few prototypes were built which 'escaped' on to the market in 1977 in coupe form. These particularly rare vehicles are readily identified by a unique cast iron exhaust manifold which has a twin vertical downpipe outlet (the Dolomite Sprint manifold exits at approximately 45¡), and of course, by chassis number.
If you are looking for something a little different in 2 litre form rather than going for the 'V8' option, then you should consider converting to the 16 valve sprint specification.
Although a popular conversion, it is not quite as straightforward as Òjust bolting a 16 valve Sprint head to a TR7 cylinder block" as so many people believe, in fact, there are very few engine similarities, for example;
Between the 2 Litre '8 Valve' & 2 Litre '16 Valve' Engines
Cylinder Head
Cylinder Head Gasket
Rear Transfer Housing
Pistons
Timing Chain and Sprockets
Timing Chain Guides and Tensioner
Timing Cover
Crankshaft Pulley
Rocker Cover (Cam Cover)
Oil Filler Cap
Spark Plugs and HT Leads
Spark Plug Tubes
Distributor
Inlet Manifold
Exhaust Manifold
However, this does not mean that the 16v conversion is difficult. It can be carried out by any competent DIY car enthusiast.
One option is to rebuild your own TR7 engine with sprint pistons, cylinder head, timing gear etc, ensuring that the 'bottom end' (crankshaft, bearings, etc) are in good order, as extra demands are made and it wouldn't take long to Òfinish off a tired crank". But, if you sit down and work out the cost before you start, it will probably make sense to purchase a reconditioned full engine (giving your TR7 engine in exchange).
The exhaust manifold is of particular relevance since the Dolomite Sprint manifold will not clear the TR7 bulkhead (without awkward modification to the bodywork) and because the factory TR7 sprint manifold has never been available, the only sensible solution is to fit the specially designed tubular extractor manifold - which also gives an increase in power.
The easiest (and most cost effective) option is to purchase one of our 16v conversion kits. They contain all the basic parts & components required, including either a Reconditioned or New Full engine, Solid or Vented disc uprated brake kit (essential), Tubular Extractor exhaust Manifold, Sports exhaust system etc. We will accept your old TR7 engine in exchange against a 16v Sprint engine.
You can expect an extra 25-40 BHP from the 16 Valve Sprint engine over the standard 8 valve TR7 engine, depending on whether the Tubular Extractor Exhaust Manifold is fitted or not.
While carrying out this conversion, you should also consider uprating the suspension (springs, shock absorbers, bushes etc) to improve handling (please refer to TR7 suspension packs/kits in the main part of this catalogue for full details).


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