On most cards there are several fuses which will blow and prevent an electrical fire in the event of a fault. This is not the case with the Triumph Dolomite range as they only have two fuses. All triumphs and most other English cars share the same colour coded wiring systems of which the more important of these is explained below.
Power Assisted Steering (PAS) is a desirable addition for our Triumphs. Stag owners and 2500S Saloon owners are the only ones to enjoy this aid to pleasant motoring. Modern cars, irrespective of their size and weight, have power steering. Once moving, power assistance is of little value. Parking speeds is where assistance is really appreciated. There are two methods to achieve a little worthwhile assistance. Well, three if you include a Bullworker course.
This valve prevents the "running-on" of the engine after the ignition is switched off when, due to the heat of the engine, a condition of compression ignition or dieselling is set up.
The method of achieving engine cut off is by applying a slight manifold vacuum to the float chamber of the carburettor when the ignition is switched off. This prevents fuel from flowing from the float bowl to the carburettor henceforth stopping the engine.
I was told last night I should publish some of the mods I've done to my TR6 in the case that others may be interested, so I'll start with the Hydraulic Release bearing kit that I found from Racetorations (http://www.racetorations.co.uk).
As many of us would know, the original clutch fork mechanism wasn't one of Triumph's best designs, with the pin that holds the fork on the shaft, shearing from the moment of pushing the clutch, and the fact that its not central adds another moment. So when it breaks, it doesn't completely fail, but makes the pedal only half effective.
Add to this that many owners have also had the issue of the collar that slides over the input shaft binding after many years of use due to lubricant caked with clutch dust, and the fact that the collar isn't being pushed forward and back directly along the line of the collar, but the forces imposed on it are also down by the mechanism.
Both of these issues contribute to a pretty sub-standard clutch pedal by today's standards. And if I were going to the trouble of removing my gearbox, I wanted to upgrade it. So I did!
All the original complaints about STAG Cooling system were probably justified and usually related to the fact that the sand cores was not always fully removed from the engine block after casting, and in use, ended up in the radiator. The other real problem was/is that the internal water pump is high in the block and if the engine has slight water loss, then the pump is left high and dry, the water starts to boil around the heads.
Whilst they may look the same, most Triumph steering racks cannot be successfully interchanged without some level of modification. In recent years, the most prevalent example has been using a late model T2000/2500 rack when converting a left-hand drive TR6. This article discusses the origins, repair, conversions and modifications for race use, and particularly shows why such conversions are usually done wrongly.