Revised 1981 TR7 wiring diagram

Thanks to Howard for his permission to use his superb revised 1981 UK and European TR7 wiring diagrams in my blog (which is also my personal source of information when working on my cars). But most importantly a big thanks to him for taking the time to revise these from the slightly confusing original diagrams from the work shop manual!

Coast-2-Coast Run 2025; The aftermath

After Club Triumph’s Coast-2-Coast Run had finished I stayed for a few more days to visit two very fine historic aircraft collections; RAF Hendon and IWM Duxford. Time for a few pictures of these two superb museums. To start with two flying boats from the collection at RAF Hendon;

Inside the Short Sunderland MR.5.

A few details from the Supermarine Stranraer.

And a few pictures from the collection from the Imperial War Museum at the Duxford Aerodrome;

Hawker Hurricane Mk I R4118 (G-HUPW) the only airworthy

Hurricane to have taken part in the Battle of Britain

Fokker Dr. I Triplane replica

Blackburn Buccaneer Mk 2B

Mitsubishi Zero A6M5 cockpit

Battle of Britain hangar

Air & Sea hangar Duxford

Panavia Tornado GR.4 (ZA469 Royal Air Force – Marham Wing, coded 029)

Leyland Retriever L4410754 (General Montgomery's Office Caravan)

Air Space hangar 1

Club Triumph's Coast-2-Coast Run 2025

Last weekend saw the 2025 edition of Club Triumph’s Coast-2-Coast Run. I hadn’t done this event till date. So when I was asked by Howard to co-drive with him in the course car I couldn’t refuse. Initial plan was to use his TR7-V8 (the late Paul Darbyshire’s car). But it turned out the wiring on that car wasn’t fit for purpose yet. Long story short; the course car was a bland but reliable modern Japanese car, a Suzuki Vitara. Which was a good thing! Being the course car we set of 2 hours before the start of the event. And as such we got the full brunt of a rain/thunder storm while traveling through the Yorkshire Dales. But the Suzuki took it all in its stride. Glad that the entrants traveling two hours behind, missed it!

But the biggest disadvantage of course was that being two hours up front, we missed the start at Ulverston and the cars at the half way stop in Doncaster. So only a few pictures of the cars arriving at the start (at the Lakeland Motor Museum in Ulverston) and the finish at the East Anglia Transport Museum in Lowestoft. To begin at the start of the event in Ulverton;

And a few from the finish at the East Anglia Transport Museum in Lowestoft;

TR7 Head removal tool

Last weekend I took part in Club Triumph’s Coast-2-Coast run (a full report including the aftermath later). I was actually invited by Howard to co-drive the course car. But when I arrived at his home before the start of the event, I was reminded of the fact that some years ago I sent him an AutoCAD DWG-file of the cylinder head removal tool for a TR7. And contrary to me, he had a go at having one made. Sadly since than he wrote of his TR7 in an accident, and got himself a TR7-V8 (the late Paul Darbyshire’s car). As a result of which he hadn’t any use for the tool. So he decided to donate it to me! Which of course is much appreciated!

Probably will do some detailing on it somewhere in the (near?) future. I also have to search for the correct fasteners. But that should be relatively straightforward, as these are mentioned in the previously mentioned file!

Stress test for ‘t Kreng’s cooling system

Today saw the final test for the cooling system of ‘t Kreng. And to be honest I wasn't looking forward to it! The weather forecast predicted temperatures off up to 32ºC in the area. Not very appealing from a driver’s comfort perspective. And with a measured maximum outdoor temperature of 31,4ºC it indeed was rather hot in the car. Though I needn’t have worried about the car itself or the cooling system. She behaved as if nothing had happened. With the water temperature gauge’s needle sitting rock steady at its normal position. But while waiting in a traffic cue at some roadworks I decided to capture the temperature gauge’s normal position. Guess what I noticed. And another pointer that I should use this car more often! (Since fitting the new water pump I have been using the car on a weekly basis. Covering on average 100 kilometres per week)

For the rest the driving even was fairly enjoyable despite the heat. And I decided to make a stop to take some pictures at an often used location for my cars;

‘t Kreng’s water pump

p.s. the damage to the spark plug caps was caused many years ago by a stone marten.
He/she was handled properly without any animals being harmed in the process!

The last time I reported on this subject there still was a small leak from the slot underneath the water pump. But it looked like it was starting to seal better after each drive. There was no noticeable drop in the coolant level every time I returned home. Though there would always be a tiny trace of coolant from the slot underneath the water pump. At least the driving always was nice!

On the driveway to the former fiefdom “Jongenhof” near Lerop - St. Odiliënberg.

A for the Euregio typical large carré farmhouse and former seat for a feudal lord.

Today I took the car for a 2½ hour drive, but not before I wiped of all traces of coolant from the slot. During this drive the temperature gauge remained rock steady at its normal position, with the needle just touching the ½ mark. The coolant light only lit up briefly when starting the car. And when I returned home late in the afternoon, there again was the mandatory check for any leaks. The slot and the area underneath were completely free of coolant traces. Success at last I hope. Time will tell!

DHC repairs #12: Start of the body repairs

Last weekend I visited the workshop where the DHC’s body is undergoing some much needed repairs. First job was inspecting the pile of body parts left over from the donor body shell. The result of drilling and grinding every evening for two weeks. A small selection of the most important parts for the body’s repairs;

The left hand rear wing.

The panel covering the front of the right hand rear chassis leg.

The strengthening on the inside of the right hand B-post

The inside of the left hand outer sill and the B-post panel.

Strengthening panel inside the front of the right hand rear chassis leg

The rear chassis legs.

And with the various parts inspected it was time to put the angle grinder into the body. But not before a simple brace was fitted to prevent distortion of the body. To check this, the doors were also fitted to the body. And some control measurements were taken.

After which it was time to put the angle grinder to the right hand sill. As you can see there is a fair amount of tin worm in that sill;

The old sill and its second hand replacement.