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Would that have been AutoWeek 10-Feb-03? No photos though. The EscapeRoad=
s article on Pete Brock says:
Today=2C Brock remembers the goals set for building the car began with=0A=
wanting to prove to the English that he and TR-250K co-creator R.S.=0A=
``Kas'' Kastner could design a good-looking=2C saleable car on the=0A=
existing Triumph frame and running gear. They also wanted to build a=0A=
show car to convince the American dealers that such a car was possible=0A=
(so they could lobby for the design with the Brits).=20
=0A=
The ultimate goal was to make it a competitive racer in SCCA C production=
=2C and finish it in time for Sebring.=20
=0A=
``We knew the world's motorsports press would see the car and put=0A=
further pressure on British Leyland to produce it=2C'' Brock said.=20
=0A=
Brock and Kastner traveled from concept to finished design in just six=0A=
to eight weeks. Getting the nod from Triumph HQ was slow- er=2C and the=0A=
boys had only 90 days to build the car for the 12 Hours of Sebring in=0A=
1968.=20
=0A=
Starting with the production Triumph TR-250 components=2C Brock says=2C=0A=
they made a ``direct descendant of the subframe I'd used on the Daytona=0A=
Cobra'' to mount the 165-hp 2.5-liter six nine and a half inches=0A=
rearward. Because of the short time=2C the heat at Sebring=2C and the=0A=
complexity of a coupe design=2C they built a roadster for the race.=20
=0A=
The design incorporated 1968's knowledge of aerodynamics. The rear-set=0A=
engine allowed for a low hood=2C which reduced frontal area. The=0A=
sweptback windshield would still look fantastic on a modern sports car.=0A=
The high deck line would provide plenty of space for luggage in the=0A=
production model and a smoother flow of air. The most intriguing=0A=
detail=2C according to Brock: ``The moveable rear spoiler was an attempt=0A=
to compensate for the lift I knew the body would generate=2C as the loss=0A=
of the coupe's upper [body] would increase the aero drag. By making it=0A=
moveable we could tune the car's downforce for any circuit.''=20
=0A=
Climbing into the car today is easy=2C thanks to the long doors. Your=0A=
view is dominated by the huge tach showing through the 15-inch steering=0A=
wheel. The car starts with a loud bark=2C reminding you this is a race=0A=
car with not a speck of fat=2C or sound insulation. The shift lever is=0A=
perfectly positioned=2C and the throttle=2C clutch pedal and steering are=
=0A=
all very light=2C as befits a 2100-pound car. Thanks to the independent=0A=
rear suspension=2C traction out of the corners is excellent and the=0A=
brakes are first-rate. Keep the spoiler fully open=2C as the rear body=0A=
can act like a sail and provide some interesting rear-wheel-steer=0A=
moments at higher speeds.=20
=0A=
The wheels came off a Chaparral and had to be machined to fit the=0A=
Triumph hubs. This turned out to be the car's downfall=2C as Bob Tullius=0A=
and Jim Dittmore found out on the 49th lap at Sebring when the broken=0A=
wheel caused a complete suspension failure in the right rear. A lack of=0A=
spares meant it was finished. The April 1968 cover of Car and Driver=0A=
trumpeted the TR-250K as the ``American Revolution in Sportscars.''=0A=
Inside=2C Leon Mandel called it ``the salvation of an empire.'' The last=0A=
Triumph rolled off the assembly line in 1981. This TR-250K exists as a=0A=
shining example of what could have been."
Mmmmm 2100 lbs. Seems a little hefty to me. I reckon that was Brock's psy=
ops on the competition.
Shane Ingate in NM
To: hottr6@hotmail.com
CC: fot@autox.team.net
Date: Wed=2C 10 Sep 2008 11:30:41 -0600
Subject: Re: [Fot] Why is the TR250K so fast?
From: wgrosenbach@juno.com
=0A=
=0A=
=0A=
=0A=
=0A=
=0A=
=0A=
=0A=
Back when AutoWeek=2C was a tabloid on news print=2C they did an =0A=
Escape Roads on the TR-250K.=0A=
Had photos of the reworked combustion chambers=2C and=2C as I recall=2C lot=
s of =0A=
detail. I think my copy is in my basement=2C somewhere. Probably be some ti=
me =0A=
before I ever get the chance to look for it.=0A=
Bill=0A=
=0A=
=0A=
____________________________________________________________=0A=
Find precision scales that can weigh anything. Click now!
_________________________________________________________________
See how Windows connects the people=2C information=2C and fun that are part=
of your life.
http://clk.atdmt.com/MRT/go/msnnkwxp1020093175mrt/direct/01/=
--_1934256b-d637-4604-8bf8-275616179bbf_
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<body class=3D'hmmessage'><div style=3D"text-align: left=3B">Would that hav=
e been AutoWeek 10-Feb-03? =3B No photos though. =3B The EscapeRoad=
s article on Pete Brock says:<br><br>Today=2C Brock remembers the goals set=
for building the car began with=0A=
wanting to prove to the English that he and TR-250K co-creator R.S.=0A=
``Kas'' Kastner could design a good-looking=2C saleable car on the=0A=
existing Triumph frame and running gear. They also wanted to build a=0A=
show car to convince the American dealers that such a car was possible=0A=
(so they could lobby for the design with the Brits). <br><br>=0A=
The ultimate goal was to make it a competitive racer in SCCA C production=
=2C and finish it in time for Sebring. <br><br>=0A=
``We knew the world's motorsports press would see the car and put=0A=
further pressure on British Leyland to produce it=2C'' Brock said. <br><br>=
=0A=
Brock and Kastner traveled from concept to finished design in just six=0A=
to eight weeks. Getting the nod from Triumph HQ was slow- er=2C and the=0A=
boys had only 90 days to build the car for the 12 Hours of Sebring in=0A=
1968. <br><br>=0A=
Starting with the production Triumph TR-250 components=2C Brock says=2C=0A=
they made a ``direct descendant of the subframe I'd used on the Daytona=0A=
Cobra'' to mount the 165-hp 2.5-liter six nine and a half inches=0A=
rearward. Because of the short time=2C the heat at Sebring=2C and the=0A=
complexity of a coupe design=2C they built a roadster for the race. <br><br=
>=0A=
The design incorporated 1968's knowledge of aerodynamics. The rear-set=0A=
engine allowed for a low hood=2C which reduced frontal area. The=0A=
sweptback windshield would still look fantastic on a modern sports car.=0A=
The high deck line would provide plenty of space for luggage in the=0A=
production model and a smoother flow of air. The most intriguing=0A=
detail=2C according to Brock: ``The moveable rear spoiler was an attempt=0A=
to compensate for the lift I knew the body would generate=2C as the loss=0A=
of the coupe's upper [body] would increase the aero drag. By making it=0A=
moveable we could tune the car's downforce for any circuit.'' <br><br>=0A=
Climbing into the car today is easy=2C thanks to the long doors. Your=0A=
view is dominated by the huge tach showing through the 15-inch steering=0A=
wheel. The car starts with a loud bark=2C reminding you this is a race=0A=
car with not a speck of fat=2C or sound insulation. The shift lever is=0A=
perfectly positioned=2C and the throttle=2C clutch pedal and steering are=
=0A=
all very light=2C as befits a 2100-pound car. Thanks to the independent=0A=
rear suspension=2C traction out of the corners is excellent and the=0A=
brakes are first-rate. Keep the spoiler fully open=2C as the rear body=0A=
can act like a sail and provide some interesting rear-wheel-steer=0A=
moments at higher speeds. <br><br>=0A=
The wheels came off a Chaparral and had to be machined to fit the=0A=
Triumph hubs. This turned out to be the car's downfall=2C as Bob Tullius=0A=
and Jim Dittmore found out on the 49th lap at Sebring when the broken=0A=
wheel caused a complete suspension failure in the right rear. A lack of=0A=
spares meant it was finished. The April 1968 cover of Car and Driver=0A=
trumpeted the TR-250K as the ``American Revolution in Sportscars.''=0A=
Inside=2C Leon Mandel called it ``the salvation of an empire.'' The last=0A=
Triumph rolled off the assembly line in 1981. This TR-250K exists as a=0A=
shining example of what could have been."<br><br><br>Mmmmm 2100 lbs. =
=3B Seems a little hefty to me. =3B I reckon that was Brock's psyops on=
the competition.<br><br>Shane Ingate in NM<br><br></div><br><br><br><hr id=
=3D"EC_stopSpelling">To: hottr6@hotmail.com<br>CC: fot@autox.team.net<br>Da=
te: Wed=2C 10 Sep 2008 11:30:41 -0600<br>Subject: Re: [Fot] Why is the TR25=
0K so fast?<br>From: wgrosenbach@juno.com<br><br>=0A=
=0A=
<meta http-equiv=3D"Content-Type" content=3D"text/html=3B charset=3Dunicode=
">=0A=
<meta name=3D"Generator" content=3D"Microsoft SafeHTML">=0A=
=0A=
=0A=
=0A=
<div></div>=0A=
<div>Back when <em>AutoWeek</em>=2C was a tabloid on news print=2C they did=
an =0A=
<em>Escape Roads</em> on the TR-250K.</div>=0A=
<div>Had photos of the reworked combustion chambers=2C and=2C as I recall=
=2C lots of =0A=
detail. I think my copy is in my basement=2C somewhere. Probably be some ti=
me =0A=
before I ever get the chance to look for it.</div>=0A=
<div>Bill</div>=0A=
<div></div>=0A=
=0A=
<font face=3D"Times-New-Roman" size=3D"2"><br><br>_________________________=
___________________________________=0A=
<br><a href=3D"http://thirdpartyoffers.juno.com/TGL2142/fc/Ioyw6i3mPT37fJSX=
k0UE32gtZGQAtxTrrotBNZBE6Rd3DKHFehDtBf/" target=3D"_blank">Find precision s=
cales that can weigh anything. Click now!</a></font><br><br /><hr />See how=
Windows connects the people=2C information=2C and fun that are part of you=
r life. <a href=3D'http://clk.atdmt.com/MRT/go/msnnkwxp1020093175mrt/direct=
/01/' target=3D'_new'>See Now</a></body>
</html>=
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