Yep. Engl sprache:-
I supplied the (forged) pistons & the Holbay cam if I remember.
We bored the engine 80mm first (2.3L), but the N/A type gasket was too thin to cope with the high boost pressures (in excess of 1 bar), as it was made of a rather thick reinforced asbestos Reinz material which I had specially made for me for high CR N/A engines, not specifically for a turbo, where the extra heat/pressure makes the bores distort a lot.
(
Most people commenting on this engine on the web, don't have a clue what they are talking about, the engine was actually reliable,but had some irregular issues with the carb set up, causing bore washing I heard.)
We reduced the bore size to 77mm (2.2L) using reinforced gudgeon pins and Goetze rings.
In this version the engine was totally reliable, but there were some initial issues with cylinder oiling and drain back. (again, and Mr Geer insisted he wanted to run a minimum of 1 bar boost).
The engine ran around 1.2bar boost and didn't use an intercooler.
There were no issues with detonation, no steel main caps, no wanky alloy sumps from Darryl Uprichard, no roller rockers, no fuel injection, no computerised ignition, just MASSIVE TORQUE.
So much torque, the car set fire to its tyres in any gear.
It's a complete waste of time turbocharging a long stroke engine like the TR6, firstly because the engine will red line far too early at 6000rpm, (gearing can't be changed on the GT6), and secondly because the 95mm stroke engine doesn't burn properly.
BTW:-
If you follow the history of the Jaguar XJR6, you will see the same mistake made again, which is why Aston settled for the 3.2L for the DB7.
The 2L based GT6 engine was able to rev comfortably without problem to 7000rpm+.
At 3500rpm the engine was already producing in excess of 200bhp.
It was using a Garett T34 Turbo similar to the Renault 5 maxi/Sierra Cosworth.
To make the engine more crazy, it had a nitrous oxide system plumbed in.
This caused no reliability issues, but made it extremely alarming to drive at speeds from 200>260km/h, where as you can imagine, the car tended to wander a bit around a bit.
I believe this is the highest power engine made based on the Triumph block, despite the N/A 1300 engines now doing around 40bhp/cylinder.
(Makes Mr Kastner's conversions look pretty weak kneed in fact!).
The whole 6-1 exhaust system and conversion was sold on Ebay about a year ago.
I have a photo of it somewhere.
Since this time, the car was converted from the Triumph engine to the YB Cosworth, and as far as I know is still being driven on UK roads today with about 300bhp and the 2L-16V Ford 205 block.
You will find references to it here:-
https://club.triumph.org.uk/cgi-bin/for ... 189242612/
Here
https://www.triumph.org.uk/cgi-bin/foru ... 207916556/
![Bild](https://i73.photobucket.com/albums/i225/Antnicuk/IMG_0255.jpg)