Carl Heideman
Carl Heideman
3/21/18 2:55 p.m.

Story and Photos By Carl Heideman

With Jaguar E-type and Big Healey prices setting records, many of the industry’s speculators, waxers and poseurs have named the Triumph TR6 as the next six-cylinder British sports car to buy. They recommend jumping on these machines right now as their prices are bound to skyrocket. It turns out they’ve got it right, but for the wrong reason. From the way we see things, it’s all about performance potential, not capital appreciation.

The minute Moss added a TR6 application to their growing line of superchargers for British cars, we knew that the time had come to add a TR6 to our fleet. And we’ve done it for the right reason—to drive the doors off of it, not to wait for its value to peak at auction.

So we ordered a Moss supercharger and then found a TR6—in that order. Our previous experience with MGB and Midget blowers told us we wouldn’t be disappointed. Thanks to its torquey, but otherwise unimpressive, low-compression 2.5-liter inline-six, the TR6 would make an excellent candidate for supercharging.

Finding the right TR6 wasn’t that hard, but we did look at about 10 examples before we found one to call ours. We ended up a with a New White 1976 model that had been parked for several years and needed some TLC.

With 100,000 miles on the clock its provenance was proved, but the car was a little rough around the edges. It had received some serious work in the mid-1980s—body work, paint and a rebuilt engine—but little had been done during the following 20 years and 20,000 miles.

Once we got it running again thanks to a fresh battery, brake work and coolant leak repair, our first test drive told us this TR6 wasn’t propelled by a stock engine. The car was already peppy. We were worried that maybe this engine was souped up too much for the blower, but we found a tag on the firewall listing the engine specs. Our concerns were neutralized, as according to the tag the engine just had more cam; the compression ratio had not been raised. Perfect.

After some baseline zero-to-60 and dyno testing, we pulled off the bonnet and started the supercharger installation process. Supercharger installation is a bit more involved for the TR6 than for the MGB or Midget, but the project is certainly something that a somewhat experienced home mechanic can finish over a long weekend or two.

Read the rest of the story

Aktifspeed New Reader
1/15/19 10:55 a.m.

I wish the editors reposting these older articles would do a bit more research. Moss has not offered a supercharger kit for the TR6 for at least the last 8 years. 

I’ve been wanting to add one to my TR6 but I’m stuck being teased by old articles that are discussing a project that can’t be easily done anymore. 

2/7/19 5:11 p.m.

I enjoyed your article on the TR6 tuning. A very nice jump in performance from stock and a very nice power and zero to sixty times. 

I also liked the power i crease you did on tge TR6 in tge January 2007 magazine issue too and turned in a respectable zero to sixty at 8.4 seconds. I wonder if headers and head porting could have made even more improvement with the supercharger like you did with the TR6 in 2007?

Tim Suddard
Tim Suddard Publisher
2/11/19 9:15 a.m.

I'll ask that my guys do a bit more research, before posting. And yes, with headers and some head qoerk, you could figure to add 10-15 hp

Our Preferred Partners