Tri­umph 2500 TC

Our Tri­umph’s sus­pen­sion gets a pre-strip­down check­over.

Classics Monthly - - Contents - WORDS AND PHO­TOG­RA­PHY: IAIN WAKE­FIELD

A re­cent pro­ject car switch re­sulted with yours truly tak­ing over our Tri­umph 2500TC Es­tate from Simon Goldswor­thy, ed­i­tor of CM’s sis­ter ti­tle Tri­umph World. My first im­pres­sion was that the 2500TC was a bit of a Mar­mite car – you ei­ther love it or loathe it. How­ever, a few miles into my weekly com­mute home after pick­ing the Tri­umph up had me to­tally won over, so you’ll guess what I spread on my toast in the morn­ing.

We’ve been kept busy over the last few weeks, as the Tri­umph is go­ing to be the star turn on the Tri­umph 2000 and 2500 Reg­is­ter’s stand at the NEC’s Restora­tion Show, which runs from Fri­day March 31 to Sun­day April 2. As this show is a hands-on event, club mem­bers from the Reg­is­ter under the di­rec­tion of Tri­umph 2000/2500 guru David Har­vey will be drop­ping the sump on our car and re­plac­ing the worn crank­shaft thrust wash­ers. To en­sure ev­ery­thing comes apart eas­ily at the NEC, we took the car to David’s Der­byshire work­shop so he could check that the bolts se­cur­ing the track con­trol arms to the front cross­mem­ber weren’t seized.

This cross­mem­ber has to be re­moved be­fore the sump comes off and David ex­plained how the large bolts se­cur­ing the track con­trol arms to the cross mem­ber seize in the metal tubes in­side their rub­ber bushes.

The only so­lu­tion is to saw the bolts off and this wasn’t a job the team wanted to do at the NEC in front of a crowd of on­look­ers. Thank­fully the track con­trol arm bolts on our car all let go with­out a strug­gle, so David fit­ted new lock nuts and gave all the other fix­ings in the vicin­ity a good dose of pen­e­trat­ing oil. As the steer­ing rack mounts need re­plac­ing on our Tri­umph, we’ll get these sorted and grease up the rack while the car is at the Restora­tion Show. While David was under the car, he de­cided it would be an ideal time to re­place our 2500TC’s leak­ing clutch master cylin­der. This was a rel­a­tively easy fix and the new cylin­der has cured the an­noy­ing clutch jud­der that made quick get­aways a night­mare.

An­other prob­lem we had was try­ing to ma­noeu­vre the Tri­umph with the choke out, as the en­gine kept stalling. This was be­cause the idling speed had been set too slow and ad­just­ing the screws con­trol­ling the fast idle on the twin SUs quickly sorted the prob­lem out. With the fast idle care­fully ad­justed with­out mess­ing up the main set­tings on the car­bu­ret­tors, our Tri­umph’s straight six now fires up with just the briefest sniff of choke, even on the cold­est morn­ing.

The next prob­lem was when the car re­fused to start one freez­ing cold morn­ing. This had to be down to an elec­tri­cal fault, as the en­gine just kept churn­ing away with­out fir­ing. Lift­ing the bon­net im­me­di­ately re­vealed the prob­lem – a de­tached spade con­nec­tor hang­ing off the pos­i­tive side of the coil. Once the wire was re­con­nected the straight six roared into life. As the oil had been checked by torch­light the pre­vi­ous evening, the er­rant con­nec­tor must have been dis­turbed while the dip­stick was be­ing re­placed. Other jobs we’ve sorted out in­clude si­lenc­ing a noisy fan belt and fit­ting a ra­dio after re­cov­er­ing the panel around the heater con­trols with black vinyl. This smartened the Tri­umph’s cen­tre con­sole and a spare ra­dio I had in the shed was slipped in place after sort­ing out the wiring. Un­for­tu­nately more work is re­quired in this depart­ment as a dodgy earth on the aerial means the only sound we get out of the tem­po­rary speak­ers is an an­noy­ing crackle. All the jobs we’ve done to the Tri­umph since shuf­fling the fleet around are as fol­lows...

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