Tim Suddard
Tim Suddard Publisher
8/5/11 11:02 a.m.

Every vintage race car restoration comes to a certain crossroads: Should the engine remain period correct, or is it better to shell out some extra dough and take advantage of modern technology?

We decided to follow the first path and return our 1969 Triumph GT6+ to its original race trim. We wanted to duplicate its exact state from the moment it won the Sports Car Club of America’s 1969 E Production national title. Every step of the way, in fact, we have tried to restore this Group 44 Inc. car to its original specifications.

Our research on the car turned up a good benchmark. When Group 44 Inc. wrapped up their Triumph GT6 program at the end of 1973, New England SCCA racer and engine builder Harvey Thompson bought one of the engines for use in his own Runoffs-bound GT6. Before leaving for that event, he freshened the engine and had it dyno tested at Coleman Racing Engines in Seymour, Connecticut. The engine made 162 horsepower at the flywheel.

Harvey Thompson now works for Vintage Racing Services and is still building engines. In fact, he’s one of the nation’s most noted builders of British engines. He’s been responsible for all of Kent Bain’s screaming Spitfire engines for the last 18 years. He can also put together a mean Lotus Twin Cam, six-cylinder Triumph, Formula Ford, or BMC A- or B-series powerplant.

He also built the engine for our GT6+. When strapped to the dyno, we saw a familiar figure: Maximum output was 162 horsepower at 6200 rpm. Folks, this is a vintage-legal engine.

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GregW Reader
2/1/12 12:45 p.m.

Did you use a stock or aftermarket torsional vibration damper? Some six cylinder crankshafts can self destruct due to torsional resonances.


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