[zb]
anorak:
Carryfast:
In what way was the 5 series more modern than a Triumph 2.5 saloon with the new 2.3 and 2.6 6 cylinder engines and Rover V8 in it in 1977 ?.The BMW didn’t even have rack and pinion steering it still used 1950’s Zodiac style steering box just klike the E3 before it and had been in production since 1972.It then continued on in different marks and developments for decades to date.
The 5 Series came out in 1972, the Triumph 2500 in 1963- that modern. The Triumph went out of production in 1977, because it was old. The version with the Rover engines is a figment of your imagination. It did not exist.
Carryfast:
The TL12 went out of production in 1983.Remind me when Edwardes left and when that decision would have been made.
Do you have evidence that the TL12 was not made after 1983?
Carryfast:
So you’re saying that the RR was ok to 2,600 rpm.
I quoted the opinion of the race mechanic- Google it, if you don’t believe me. He said the engine would do 10 laps of Donongton Park without blowing up, if you stuck to 2600rpm. The Fiat doing higher rpm in a production vehicle is on YouTube, somewhere.
Carryfast:
It was obviously no problem at 1,950 where its peak power was produced up to 400 hp so WTF is all your tensile load bs v TL12 all about.
Tensile loads, as a result of centrifugal acceleration, are used to calculate the fatigue life of various engine parts. I hope that answers your question, which was somewhat garbled.
Carryfast:
When the TL12 couldn’t get past 273 hp at 2,000 rpm without either blowing it’s head off and/or wrecking it’s ends.
B.S.
Carryfast:
As opposed to the fact that putting the TL12 out of its misery was the only thing that Edwardes got right and he only did that because the bankers wanted their T45 development cash back before closing the doors and handing over to DAF.
What bankers? BL’s losses in the 1970s were covered by the taxpayer. How would stopping production of the engine have somehow regurgitated money that had previously been invested anyway? I know- they delivered vehicles without engines, but charged the same money for them, putting the cost savings in their piggy bank, until they amounted to the development cost. That makes sense.
The Triumph 2.5 Mk1 was introduced in 1967.The Mk2 shortly before the 5 series in 1970.
You didn’t answer the question in exactly what way was the 5 series more modern as opposed to its inferior backward steering box and linkage set up.
The fact that it was put out of production in favour of the retrograde live axle SD1 when the V8 and the Triumph developed 2.3 and 2.6 engines all fitted is the point.Let alone going full ■■■■■■ with Acclaim and 800.
The TL12 was dropped from the Roadtrain in 1983.Where else was it used.
Why would you need to rev the RR Eagle to 2,600 rpm when it delivered its peak power of up to 400 hp at less than 2,000 rpm.What is the relevance of what a race mechanic said it would do at 2,600 rpm.
Also when was the TL12 ever even used for racing.
Why would the so called centrifugal tensile fatigue loads be any worse at 1,950 rpm than the TL12 at 2,000 rpm.
You do know that you don’t drive a truck everywhere all the time at peak power rpm.Peak torque rpm is far more important as to where it will spend more of its working life and that’s all about compressive loads just like 400 hp at 1,950 rpm is.Remind me what was the TL12’s best shot specific peak torque as opposed to the Eagle’s.
The state had a majority holding not a 100% holding obviously with the intention of selling out to the foreign competition.
Even the government used more than just tax payers’ cash to bail out Leyland.It’s obvious that DAF also had a stakeholding in the firm long before the handover which was then increased to a majority holding.
They obviously didn’t want the Roadtrain competing with the 2800/3300 at launch but they also wanted their investment cash back from what they’d put in and the TL12 wasn’t going to do that for them especially after the introduction of the 38t gross limit.
All very convenient.
). The 5 Series was almost a decade more modern. Even in the mid 1970s, Triumphs were old men’s cars. People who had done well for themselves bought 2000E Cortinas. Regarding the TL12, it was still in production for years after Edwardes left BL. Buy the book and read it, otherwise these discussions are futile: “your bs answer is that Acclaim and 800 were great cars and the RR couldn’t have survived at 1,900 rpm without throwing con rods.”. I didn’t say any of that; you did. The truck racing technicians in the 1980s said that the RR engine was safe to 2600rpm. At 2800 it was not safe to race. You need to read about that too. If your only research tool is YouTube, you might find a video of a hooligan driving a Fiat V8 at 2800rpm, without any problems.
