RE: TR-6/Stag Engine Conversion

[Richard Brake <richard.brake@domain.elided>]

With my Stag which I converted back from being a 2.5PI the Alternator
was left in the standard position and the wiring loom was extended to
reach it. This had the standard Saloon/Estate (Sedan) sump and the
engine bolted straight onto the Auto box.

Manual or O/D box's would be more involved as the input shafts are
longer (owing to the Stag adapter plate, a horrible piece of engineering
personally). If manual you'd probably have to use the TR/Saloon gearbox
or get the Input shaft on the Stag box changed (Also involved). The
gear-stick (shifter) is in the same position.

With this conversion the wiring for the starter needs moving as the
starter motor is now on the "CORRECT" side (as far as the gearbox is
concerned)

The power-steering setup used components from Saloon/Estate (Sedan). All
that was required was the engine Front-End Plate and Pump Bracket. Any
PAS Saloon/Estate have these.The Hydraulic pipes are different lengths
but the Pump and Rack are the same.

This looks like an easy conversion to do/undo as the car was designed
around the straight six originally. But for power purposes you'd have to
use either a PI (Petrol Injection) or Triple Weber set-up or maybe 2 x
175 Stromberg / Fast road Cam / 6-3-1 or 6-2 extractor manifold. I did
hear that some 2.5PI TR5's made it to the states as "private" imports?


Richard  Brake
richard.brake@domain.elided

	-----Original Message-----
	From:	Glenn Merrell [SMTP:gmerrel@domain.elided]
	Sent:	06 November 1998 20:22
	To:	Stephen Wall; List Stag Digest
	Subject:	Re: TR-6/Stag Engine Conversion

	Hello Stephen,
		I've heard that there is a different oil pan setup you
will need to do in order
	to clear the front cross member, but I have also seen a direct
bolt in.  I am
	not sure if there is a difference between various TR6 years's
oilpans but
	nothing in the TR6 parts book.  Motor mounts are the same as
used on the
	TR6/TR250, but you may need some spacers or custom brackets for
an extra inche
	+/- for the mount to frame connection.
		Tranny is a straight bolt up at the drive shaft,
mounting bushings and cross
	bracket.
		Custom radiator hoses and heater hoses.  Custom bracket
for the power steering
	pump.  Custom wire harness to get to the alternator mounted on
the left. 
	Throttle and choke cable may need to be a bit longer.  Good news
is that if you
	have a TR6 A/C compressor bracket, you can still have air
conditioning if you
	can squeeze it all in.  There were TR6's with A/C for the USA
market.
		If you do exhaust headers, get the ones that go
six-into-two, then you can have
	a muffler shop make the short twin pipes go right into your
stock mufflers.  You
	will benefit from the extra horses too.
		If you can get a copy of James Taylor's Triumph Stag,
Choice, Purchase,
	Performance, 1970-1977 (you can get it from VTR, Herb Hummler,
HHumm53@domain.elided),
	there is a picture of a 2.5 engine setup on page 50.

	You might contact Rimmer Brothers to ask about what kits and
recommendations
	they have for a 2.5 conversion also.

		The US "Federal" version of the 2.5 is a dog in a Stag.
It is only 109 brake
	horse power, that is -18 b.h.p from the US Stag 127 bhp engine,
and down -39
	b.h.p from the UK spec Stag engine.  The 2.5 engine in the UK is
over 120 bhp,
	and the fuel injected model is 150 bhp.

		Ya know, Aussie Stags do just fine in the hot weather
from what they tell me,
	hotter there than the California desert...(big phlegm sucking
Hack)... ;-o  

	Hope this helps.

	Regards,
	Glenn  Merrell
	Triumph Stag Register USA VP

	"Keep Your Stag Cool, Install a NEW Composite Cowl Today"
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