DRIVE TRAIN
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Description & Picture (may not be an exact representation)
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Cross Reference |
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Clutch Bleeder Screw
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Application: TR7/8 Triumph Part #: RTC 1115 Other Part #’s: See Comments Other Vehicles: References: WWWedge e-mail list
Comments: “The clutch slave cylinder bleeder screws RTC 1115 are roughly equivalent to the Speed bleeder SB1010S. They are also available in Stainless Steel.” - Odd Hedberg |
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Clutch Master Cylinder rebuild kit |
Application: TR7/8 Triumph Part #: 868806 Other Vehicles: Triumph Spitfire 1500 References: WWWedge e-mail list
Comments:
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Clutch Slave Cylinder Rebuild Kit
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Application: TR7 1975-78 Triumph Part #: GISP2267 (-> 1977), GISP4190 (1978->) Other Vehicles: Sunbeam Imp 1965 – 1967, Lotus Esprit 1975 – 1982, Rover 3500 1980 - 1981 References: WWWedge e-mail list
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Clutch Slave Cylinder – Cap
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Application: TR7/8 Triumph Part #: 500201 (Top Picture) Other Vehicles: TRIUMPH SPITFIRE MkI, II, III, IV & 1500, TRIUMPH DOLOMITE 1300, 1500, 1850 & SPRINT, TRIUMPH GT6 MkI, II & III, TRIUMPH HERALD 948, 1200, 1250 & 13/60 ; YEARS 1959-1971, TRIUMPH VITESSE 6/1600 & 2 LITRE ; YEARS 1961-1971, TRIUMPH TR7 ; YEARS 1975-1980, ROVER SD1 ; YEARS 1976-1986, LAND ROVER 90/110 DEFENDER ; YEARS 1983-1990, AUSTIN HEALEY 100-4, 100-6 & 3000 ; YEARS 1953-1968 References: ebay, http://www.triumphspitfire.com/substitute.html
Comments: See Lower Picture for comparison A really nice looking cap for your master clutch reservoir can be found on the 2000 Chevy Cavalier and it’s sister the Pontiac Sunfire. It fits perfectly and it has specs written on it "use DOT 3 or better". Better yet it is plastic and won’t require the use of damaging channel lock pliers to remove it when corrosion gets into the threads. – Mark Elbers (Oct 2012) |
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Clutch Release Bearing
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Application: TR7/8 - 1975-80 Triumph Part #: GRB209 · Other Vehicles: Triumph TR7 (4 speed & 5 speed) 1975-1980, TR8 1978-1980, GT6 MK1-3 1966–1973, 2000 1966-1967, TR250 1967-1969 References:
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Clutch assembly
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Application: TR8 Triumph Part #: cover-GCC205, Plate- GCP242 Other Vehicles: Rover SD1 3.5L ,Land Rover Range Rover – 3.5L References:
Comments:
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Differential – Bearings |
Application: TR7/8 – 5spd Triumph Part #: N/A Other Vehicles: References: WWWedge e-mail list
Comments: The only difference between the TR7 and TR8 5spd differentials is the gear ratio and brake cylinder.
“I'm overhauling the differential in the '8, and replacing the bearings and seals and one leaking axle seal while I am at it. Here is a cross reference of the Timken numbers (bearings only, no seal info):
– Bill Derksen
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Differential pinion collapsible spacer
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Application: TR7 – 4spd Triumph Part #: Other Vehicles: Triumph TR6 (from CC61571), Stag and Spitfire IV (mid 1973 on) and Spit 1500 References:
Comments: Racers often replace the collapsible spacer with a combination of solid spacer and shims.
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Differential Thrust washer – 4 spd
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Application: TR7 – 4spd Triumph Part #: Other Vehicles: Triumph TR3, TR4, TR4A, TR250, TR6 & Stag References:
Comments: “You are purchasing on 2 NOS (New Old Stock) differential side gear thrust washers for the TR2 TR3 (with solid Lockheed axle), TR3 TR4 TR4A (with solid Girling axle), TR250 and TR6, TR7 and Stag.” - ebay (August, 2015)
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Drive shaft - conversion
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Application: TR7/8 Triumph Part #: N/A Other Vehicles: Range Rover Classic, Triumph TR6, Jaguar XJ6 References:
Comments: Most TR7/8 drive shafts came with either u-joints or CV joints on both ends or one u-joint and one CV joint. Some Canadian (and Australian) TR7’s may came with dual u-joint shafts. All TR8’s were equipped with dual CV joints.
Work Arounds: Conversion possibilities: 1. Range Rover Classic, short wheelbase driveshaft is almost a perfect fit. The rear mounting flange bolt holes may need to be opened up for bolt alignment with the differential input flange. 2. TR6 drive shaft can be adapted to fit the wedge. The length needs to be adjusted. The rear mounting flange bolt holes may need to be opened up for bolt alignment with the differential input flange. 3. Drive Shaft from Jaguar XJ6 LWB. Needs to be shortened by about 1 1/2".
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Drive shaft U-joints
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Application: TR7 - 1978-81 Triumph Part #: GUJ101 Other Vehicles: Triumph Spitfire & GT6 1962-81, Dolomite & Sprint 1975-78, 2000, 2500 MK1,2 1966-78, Fiat 124,125,131,132, 1968-82, MG MGA, MGB & MGBGT 1962-81, Midget, Holden Jackeroo front of shaft 1981-88, Torana (4cyl) 1967-69, Lada Niva 1983-92, Nissan 520-620-720 1965-68, Volvo 140 series 1967-73, B2O, B2OA 1973-75, 240 series 1974-87 . References:
Comments: The factory parts manual doesn’t list the Canadian (and possibly Australian) TR7 5spd drive shaft with both front and rear u-joints. Later TR7 and TR8 had two CV joints. A number of venders describe GUJ115 as a GUJ101 with the addition of a zerk grease nipple.
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Drive shaft Constant Velocity (CV) Joint Boot
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Application: TR7/8 Triumph Part #: NSS Other Vehicles: Classic Mini (Standard Duty), Land Rover (Heavy Duty), 1982 Mazda 323 (use the shortest boot, as there were more than one used by the factory), AWD Dodge Caravan ?? References: TWOA newsletter
Comments: TWOA newsletter, issue 18 (pg13) Norm Hall details the steps required to replace the rubber boot on his TR7 CV drive shaft.
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Drive shaft Constant Velocity (CV) Joint Balls
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Application: TR7/8 Triumph Part #: NSS Other Vehicles: 1982 Mazda 323, References:
Comments: Balls can be bought in fractional over-sizes from most bearing outlets.
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Rear Axle – 4 spd (Banjo)
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Application: TR7 – 4spd Triumph Part #: N/A Other Vehicles: Herald, Spitfire & GT6 References:
Comments: The Banjo differential has a removable centre housing that is directly interchangeable with the Herald/Spitfire/GT6. Ratios: TR7 - 3.63:1, Spitfire 3.89:1 (US) or 3.63:1 for pre 1500 and other markets.
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Rear axle 5 Spd (Salisbury)
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Application: TR7/8 Triumph Part #: N/A Other Vehicles: Rover SD1 References:
Comments: Salisbury differential (with the rear access cover) Gears, bearings and differential interchangeable with Rover SD1. Gear 3:08 ring and pinion is the same as the TR8.
To repair a worn oil seal surface on the 5spd pinion, use National Redi-sleeve / SKF Speedi-sleeve PN# 99114. (Shaft Size Min=1.179", Shaft Size Max=1.184", Width=0.315", Overall Width=0.433", Flange Outer Diameter=1.4", Installation Depth=0.688" ) - www.rockauto.com
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Rear axle seal - 5 Spd
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Application: TR7-1977-81, TR8-1980-81 Triumph Part #: Other Vehicles: Rover SD1 References:
Comments:
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Speedometer - cable
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Application: TR7/8 –1975-1981 Triumph Part #: GSD287 (two part cable with
emissions counter unit) Other Vehicles: References: WWWedge e-mail list, TR8CCA Comments:
TR8CCA newsletter, issue 76, (pg 9) David Huddleson noted that for those wedges with the two part cables (GSD287) , you can bypass the counter box with the single piece GSD333 part number.
Custom cables can be built, especially for engine and transmission swaps. I know you can use a Ford speedo cable end that's white also, to attach to the IP (Instrument Panel) cluster. I had custom cables made for my V6 conversions and they use Ford ends at the speedo and GM ends on the trans. If, in fact it's a Ford end, you simple push the white plastic ring a little to center it around the IP nipple and it simple slides off. Might be a little easier if you remove the cluster so you can see how it works better. - Peter Nussbickel (June 2014)
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Speedometer – drive gears – 5spd
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Application: TR7/8 Triumph
Part #:
See comments. Other Vehicles: Any vehicle with the Rover LT77 5spd Transmission (i.e. Rover SD1, Land Rovers ) References: WWWedge e-mail list
Comments: If you look closely at the speedo head you will see the number 1000, which indicated an industry standard calibration of 1000 turns per mile. To calibrate the Speedo to new tire sizes or gearing, you need to adjust the speedo output gears in the transmission as follows:
“The following gears were available from the factory:
Output shaft worm gear (the rear cover needs to be removed to access this gear – top picture) Colour # teeth Part # White 7 TKC1273 Black 8 TKC1274
Pinion gears (these stick out the side of the transmission and attach to the speedometer cable – bottom picture) Colour # teeth Part # Orange 20 219001 Green 21 219002 Red 22 219003 or 219003A Black 23 219004 Blue 24 219005 White 25 219006
Assuming stock tyre sizes (185/70-13) the following applies to vehicles as delivered from the factory: TR7 (3.9 rear axle) : Pinion: black (23) Output shaft: white (7) TR8 (3.08 rear axle): Pinion: red (22) Output shaft: black (8)
The rest of what follows hasn't been verified mathematically by me, but back in June 1997 there was a protracted e-mail discussion with the main contributors being:
Fred Smith: “Other Gear options that apparently work: 3.45 rear axle | Pinion : Green (21) Output shaft: White (7) 3.45 rear axle | Pinion : Blue (24) Output shaft: Black (8) 3.08 rear axle | Pinion : Orange (20) Output shaft: White (7) 3.9 rear axle | Pinion : White (25) Output shaft: Black (8)”
Mike Jeffreys: (Note Mikes term "driven gear" is same as my use of "pinion gear") “My 'rule of thumbs' are: 1) that each tooth on a driven gear gives a 5% change 2) when you go from a 3.9:1 to 3.45:1 axle this is about a 10% change 3) when you go from 3.45:1 to 3.08:1 axle this is about a 10% change 4) when you go from 3.08:1 to 2.85:1 axle this is about a 5% change
So, 1) a standard TR8 gearbox driven gear has 22 teeth, 2) a TR8 gearbox driven gear with a 3.45 axle should have 24 teeth, 3) a TR8 gearbox driven gear with a 2.85 axle should have 21 teeth, 4) a TR7 gearbox driven gear with a 3.9 axle should have 23 teeth, 5) a TR7 gearbox driven gear with a 3.45 axle should have 21 teeth, 6) a TR7 gearbox driven gear with a 3.08 axle should have 19 teeth but the lowest value available is 20, so 5% under-reads, just like my TR7V8-) 7) a TR7 gearbox driven gear with a 3.9 axle could use 22 teeth (seems to be closer to reality in my TR716VSprint) 8) a TR8 gearbox driven gear with a 3.9 axle should have 26 teeth (have to use 25).”
Note also that the reason we can mix and match our speedometer gears is that the speedometers themselves are calibrated to be directly replaceable whether they be for TR8 or the various different ones offered in TR7's over the years...” - Mark Elbers
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Speedometer – Pinion Seal – 4 Spd
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Application: TR7 1975-1977 Triumph Part #: 108757 and NKC105A Other Part #’s: NKC105A Other Vehicles: References: eBay
Comments: “You are purchasing a NOS (New Old Stock) Triumph speedometer pinion oil seal for the speedo gear in the transmission (in the side of the gearbox) for many British cars: Triumph TR2 TR3 TR4 TR4A TR250 (Over Drive and Non O/D), TR6 (Non O/D and Type A Over Drive CP/CC 1969-72), TR7 (4 speed, 5 speed and automatic), Stag (A Type, J Type, Type 35 and 65), Spitfire (non O/D and J Type), MGA all, MGB (all 4 speed and Over Drive 68-80) MGC all MG Midget 1500, Austin Healey 100-6, 3000, BN4, BN6, BN7, BT7 Non O/D.” - eBay (August 2015)
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Transmission – 4 spd
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Application: TR7 –1975-1978 Triumph Part #: RTC24000 Other Vehicles: Herald/Spitfire/GT6 References:
Comments: Interchangeable with Herald/Spitfire/GT6, but with different gears. J type overdrive from the Spitfire can also be added to TR7 with a shortened drive shaft and additions to the electrical system. J type overdrives were also used in Fords and Volvos of the same period.
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Transmission – 5 spd
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Application: TR7/8 - 1979-81 Triumph Part #: ULC1817 (TR7), UKC9078 (TR8) Other Vehicles: Rover SD1 References:
Comments: The Rover LT77 5spd transmissions used in the TR7, TR8 and V8 Rover SD1 all transmissions interchange, but TR7 requires different speedometer gears due to rear axle ratio. TR7 gear change is longer than the TR8 or SD1. The TR7 bellhousing is different from the Rover V8 cars and not interchangeable as is the through bearing carrier and the clutch pivot pin. Later (1981) transmissions were upgraded with better syncros and different 5th gear ratios, which can all be retro fitted into earlier gear boxes.
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Transmission – 5 spd gear oil
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Application: TR7/8 - 1979-81 Triumph Part #: N/A Other Vehicles: Rover SD1, TVR References: thebritishcar.com, WWWedge e-mail list, various other forums.
Comments: The following paragraphs appeared on a thebritishcar.com forum and was added here in October 2014.
“Also, the box was originally
filled with gear lube (75w90) but cold shifting complaints prompted the
factory to switch to Type G automatic transmission fluid. However, the
transmission was not designed for ATF so there are metals inside that may
wear prematurely. The current lubricant of choice for the LT77 is GM
Synchromesh. It appears to be ATF-based and pours like ATF but, through the
miracles of modern chemistry, meets 75W90 gear oil specs. It has the proper
viscosity for low temperature operation and also contains the proper
additives for synchronizer performance and the protection of any yellow
metals in the transmission. No matter what the counter jockey may say, this
is *not* GM ATF fluid (Dexron II or III). What you want is "GM
Synchromesh Transmission Fluid", part number 1#12345349, available from
your friendly GM dealer at $7/qt. Pennzoil is supposed to be marketing a
cheaper version but I've not looked for it.
“You want Pennzoil Synchromesh Transmission Oil in the yellow bottle. Pennzoil #3501” - Wayne Simpson (Sept, 2015)
“When I rebuilt, after many suggestions from the list of what they actually use, I ended up using Red Line’s MTL (manual transmission/transaxle lubricant). It’s a synthetic oil, looks like automatic transmission fluid but a little bit thicker I think. I have it in and running since 2009, no problems.” – Michael Madden (Sept, 2015)
Trawling various forums: An alternative part number for the GM transmission fluid may also be 1#109534465.
In the UK Castrol Syntrans Multivehicle 75w-90 (Used to be called SMX-S) and Motul Gear 300 seem to have a popular following. In addition to the Pennzoil already mentioned, Royal Purple, Amsoil, and Redline may also carry a suitable substitute in their product lines.
2 litres should be enough to complete a full oil change, although some people jack up the car and reportedly increase the amount to, just under, 3 litres. Care should be taken never to top up the oil level on a wedge 5spd unless you know what is already in it. If in doubt, drain fully and refill with new oil.
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Transmission - Borg Warner T5 conversion
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Application: TR8 Triumph Part #: See comments. Other Vehicles: 1990’s GM F-body Chevy Camaro/Pontiac Firebird, 5.0 Mustang. References:
Comments: The Borg Warner T5 from a 1990’s GM F-body Chevy Camaro or Pontiac Firebird is a Rover V8 bolt up using the early 1960’s BOP (Buick Oldsmobile Pontiac) belhousing used on the Buick 215. Clutch and gear shift position may need to be modified along with the rear transmission mount. Custom belhousings are also available to swap in the Ford version of the T5 which uses different belhousing bolt pattern from the GM.
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Transmission – R380 conversion
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Application: TR7/8 Triumph Part #: See comments Other Vehicles: late model Rover SD1, Range Rover References:
Comments: The R380 was Rovers replacement for the older LT77.
The gearbox itself is (more or less) a straight swap (for the LT77), the things to deal with are the shifter extension length and a minor fouling of the rear support bracket. – Odd Hedberg (June 2013)
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Transmission – Rear Mount
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Application: TR7/8 (all models including TR7 16V) Triumph Part #: TKC1044 (TR7) Other Vehicles: Rover SD1 (Auto with GM180 – ie Not Borg Warner), Triumph Dolomite Sprint (Manual Only), Triumph Dolomite 1850 (O/D Only), Triumph Dolomite 1500 (O/D Only) References: WWWedge e-mail list
Comments: Warning: it appears that later reproductions may not have been manufactured to original factory specifications. They might be a lot firmer and there are indications that increased transmission noise in the cockpit can result. (2014)
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