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Triumph TR8 Introduction |
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TR8 - TR7 AN INTRODUCTION TO THE TR8 CONVERSION Improve your V8 engine even more with our new 'V8' Engine Performance section ©Rimmer Bros Ltd - Registered in England No. 2155394. VAT No. GB 352 8473 40.
There are many components that are common to TR7's and TR8's, and clearly others which are not. Sometimes the difference is obvious, in TR8 Engine & Clutch for instance there is clearly no common parts usage, so the listings in this section are extremely comprehensive. In other areas however, the differences are not so prominent or numerous (because only minor changes or modifications are required from the standard TR7 specification), rear axle ratio, fuel system, battery location, interior mats etc. So here we have only listed the parts that relate solely to the TR8.
Where appropriate at the beginning of each section (laid out exactly the same as the TR7), there is a sub-index which shows the individual heading in each section (and its page number). Where appropriate we have indicated when you will need to refer to the main TR7 section.
We have been careful to distinguish between Factory changes, and used illustrations where practicable which have been re-drawn from original British Leyland parts books.
Where you see a figure in brackets after the part description in the listings, ie (6), this indicates the quantity required per vehicle.
Please remember, if you have any difficulty whatsoever you only have to phone, our staff are here to help you.
The conversion of a standard TR7 to TR8 specification (TR7-V8) is relatively straightforward and can be carried out by any competent DIY car enthusiast.
The basic components to substitute are: Engine, Subframe, Propshaft, Brakes and Exhaust, with the option of fitting Uprated Suspension to improve handling, and changing the 5-speed rear axle Ratio to improve gearing.
At Rimmer Bros, we believe original is best (i.e. what the factory actually designed), so we strive to supply as many original parts as possible. One area where we do believe it is important to use the original component is the subframe. Our TR8 conversion kits include a Brand New original subframe with the original type brackets, - designed to cope with the stress and torque of the V8 engine, unlike some types that are on the market. Another bonus with the original subframe is that when used as a datum, everything else in the drive train, i.e. Gearbox, Propshaft, Rear Axle, all line-up. This is not the case when non-standard parts are purchased separately in an attempt to save money. The end result could well be clearance, vibration, and fitting problems, resulting in false economy.
Ultimately, the value of your car will be enhanced by using original specification components when converting your TR7 to a TR8, and if you ever decide to sell, prospective purchasers will soon identify (and value higher), a car that has been converted correctly opposed to one that has just had a V8 engine 'thrown in'.
Generally, it is best to start with a 5-speed car (the 4 speed gearbox and rear axle are not sufficiently robust). If you have a 4-speed or an automatic TR7, we will be pleased to quote for a package to supply the necessary parts to give you a 5-speed TR8. The 5 speed TR7 gearbox can be re-used but it must be fitted with the V8 bellhousing and clutch release arm pivot pin (and bearing carrier). We also supply a TR8 propshaft (for use with the original TR8 subframe & engine/gearbox mountings), it is shorter and stronger than the TR7 propshaft. The 5-speed rear axle can also be re-used, though you may find the ratio (usually 3.9:1) too high, resulting in a low top-end. We supply exchange axles with either standard or Limited Slip Diff's, fitted with the 3.08:1 ratio if required. (NB - larger wheels/tyres can also affect final gearing).
It goes without saying that the entire exhaust system will need to be replaced, and it is essential you uprate the braking system. We also recommend the fitting of uprated springs and shock absorbers - to improve handling, and that you check the condition of bushes, ball joints, steering etc, for wear.
Last but not least is the engine. The Rover (3.5 Litre) SD1-V8 unit is a reliable and robust unit which can be easily adapted to fit the TR7. It provides increased power and torque, with an almost unlimited capacity for modification and tuning. Probably the best starting point for the conversion is for you to obtain a used SD1 3.5 litre engine unit - complete with all the ancillaries, which you can then use in the purchase of an exchange reconditioned full engine from us. Alternatively, we will take your old TR7 2.0 litre engine in part exchange. We supply full V8 engines, new & reconditioned, and they come assembled, ready to accept ancillaries. Another popular option is to rebuild the used engine yourself - which can be relatively inexpensive if the crankshaft & bearings are in good order, so, for the price of gasket sets, camshaft & follower kit and a set 10.5:1 standard size pistons you could have a reliable engine ready to go!
Finally, depending upon the type of carburettors used in the conversion, it may be necessary to use the later type 'double bulge' bonnet (if not already fitted).
It is impossible to list here all the different combinations of parts to carry out a TR7-V8 conversion. We have selected the most popular for our conversion kits, offering the best value for money coupled with simplicity.
How far you wish to take the project is entirely your choice!
For those people who expect even more from their TR7-V8, we now have a special section dedicated to improving and increasing the performance of the already powerful 3.5 V8.
This section - which appears immediately after V8 ENGINE & CLUTCH, suggests not only how you can improve the 3.5 engine by fitting uprated camshafts and cylinder heads, but also includes 3.5 and 3.9 performance engines.
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The 'Triumph', 'Rover' and 'British Motor Heritage' Logos used herein are Registered Trade Marks of British Motor Heritage Ltd,
and are used with their Licence under the Special 'Heritage' approval Scheme.
All original part numbers & illustrations have been reproduced by kind permission of British Motor Heritage.