I enclosed more photographs of my converted TR8, as I stated previously I bought the car 12 years ago as a Tahiti blue 4speed TR7,and after spending several years trying to restore the car on a limited budget, decided to go the whole way and create a competition car. This originally took the form of a rally type car, with rally
suspension , headlamp clusters etc.

Meantime I was working still on the bodywork, which is all fibreglass forward of  the windscreen, with a fibreglass boot lid, and both bumpers having the inner girder removed (the front one also being raised and the trim strip removed between bumper and front top
panel). All windows were replaced with plastic, apart from the windscreen and the spare wheel well removed and paneled over in aluminium. The interior didn't escape either, and was stripped out, and a roll cage installed. The seats were replaced with OMP bucket type seats, and the instrument pod discarded. Instruments come from Dolomite (speedo) and Stag (rev counter), with additional ones for water temp, oil pressure, oil temp etc, also by Smiths to keep in period.

Although I wanted a period look, it is not designed to be an exact Replica, as it was built with competition in mind. Much of the information I obtained on the works cars from an astounding book titled "The BMC/BL Competitions Department" by Bill Price, published by Haynes. This is where I discovered reference to a "Chequered Flag" car, prepared by Abingdon for the London sports car dealership for the Galway Rally in February 1979, driven by Derek Boyd and Fred Gallagher.

I have film of a Chequered Flag Lancia Stratos, but unfortunately none of this works TR7 V8, which was, incidentally, written off on this first event, an accident which broke Fred Gallaghers pelvis! This was car SJW533S which did not reappear until April 1979 in the Circuit of Ireland. After the 1979 Circuit of Ireland, this car never raced again for the works team to my knowledge, although there are references to her sister cars SJW546S, 540S and 548S.

I decided a couple of years ago that a road version was more practical, and set about changing over suspension, etc, to the works  spec for tarmac events. I fitted Gas Spax adjustable shocks, and tarmac front springs from Terry at TriumphTune in London. These were complemented with specially made rear springs from Leda for the rear, which lower the back end A LOT! This is all set off with 8x13 and 10x13 minilite replica wheels from Compomotive, and Avon cut slicks (250mm wide at rear) all under tarmac arches from Mike Gibbon at F.G Rallying. Mike is a great help as he bought all the B.L. stock when
they stopped racing the TR7/8 although most has now gone ( I bought the last pair ever, of the laurel leaf lamp bags which I treasure).

Over the years the mechanics of the car have also changed dramatically from the 2litre, 4speed to V8 power and a 5speed box. I kept the same differential (even though I have the taller one built into an axle in the garage), because I just love the acceleration
especially as the car is so light. The engine is an old Rover P6, high compression unit with SD1 heads and exhaust manifolds. This is topped with a competition Holley carb of 465cfm and mechanical secondaries, although I have quadruple side draughts waiting to be fitted.
The engine has a remote filter and oil cooler, but is otherwise standard. Cooling was originally a bit of a problem, but since fitting the radiator from a LandRover 110 V8 and twin Ford fans, it runs with the winter thermostat permanently fitted and keeps at a constant 90 degrees.

Brakes were changed quite a lot also, with new copper piping and stainless steel hoses first, followed by a Rover SD1 servo and master cylinder, with Princess 4pot calipers and Ford Capri vented discs on hub adapters from TriumphTune. I know this is a common
conversion on the brakes, but what may be of interest to your readers are new discs available from West Wales Rally Spares on UK 01559 363731. These are Capri discs, but with a slightly larger diameter, this overcomes the "overhang" of the pad you get with standard Capri discs. They will also cross drill or groove them at buyers request, total price quoted is around £115 per pair for cross drilled.

Future projects include fitting a different subframe and prop to move the engine back even further, and uprating the rear bushes for polyurethane ones which, like the subframe and prop I already have, fitted to Spair suspension links.

Unfortunately, like most enthusiasts It all takes time! I also have the "anti dive" spacer kit to fit when the subframe gets changed, which is supposed to make a lot of difference under hard braking. Most of these "competition" type parts are available from TriumphTune or F.G.Rallying, with the standard type replacement items best bought
from Rimmer Bros. This may come as a surprise to your readers but in my opinion, the most noticeable improvement comes from good suspension (the lower the better) and wheels and tyres. Yes I know we all want more power, and a V8 is always nice, but I originally had the 2litre fitted with a head I worked myself, a pair of 2inch S.U.s, a
Piper 285 camshaft and a Janspeed manifold which, when fitted AFTER uprating and lowering the car and fitting 205/60/13s on 8x13 Alleycats, was a real pleasure to drive. I guess it produced only about 145bhp but I miss the way the 4pot used to rev, and the bigger wheels and tyres stopped the nasty habit of the fronts locking in the wet quite so often.

The suspension modifications, well anyone who has driven an old, standard TR7 will know all about motion sickness! Anyway, I hope all the readers enjoy reading about my Triumph and it gives you some ideas of things to try and "best shopping". I know I like to get as
much info on what others are doing, and it can save a lot of trial and error. The companies I've mentioned are all very reputable and I have found their service excellent over the years. I also have addresses of other companies who sell standard, second hand Triumph parts if anyone would find them useful. Hope you enjoy the photographs....

STUART (S.Bratt@btinternet.com)