Hi I got a 1967 Mk1 Triumph 2000 three days ago. With regard to the previous comment, I run it on Optimax Unleaded with Millers VSP plus, which both substitutes for the lack of lead and ups the octane by two points. (I need the high octane as mine is modified). Anyway Millers blurb goes on about flame front and different burn characteristics of unleaded fuel. Perhaps this has something to do with the run-on problem? (Assuming your carbs and everything else is set up properly.)
"Michelle" was later to change hands via eBay following a minor collision (LHF), selling for the princely sum of $200. It moved from Melbourne to Adelaide where it became Triumph No 1 of 7 in the new owner's stable of Triumphs.
Although it was a runner it was probably the roughest car in the stable overall, and became a potential parts car.
However the new owner couldn't bring himself to actually start dismantling it, and it was shunted around under its own power until one day the centre tore out of the flex plate and the car could no longer be started.
Having removed the engine and auto trans the car became a side project, to re-power it with either a V6 or V8.
The obvious choice was a Rover V8 - a strong possibility, but so common as to be a little boring. With this in mind a 4.4 litre P76 motor and auto was acquired.
Other possibilities that were considered were Nissan's 3 litre V6 (ex 300C or 300Z), 3.2 litre Holden Rodeo OHC V6, and even looked at Mazda's very wide V6 (SOHC & DOHC).
BUT, then fate stepped in and somebody stole daughter's Commodore and torched it. The cremated 3.8 litre V6 and auto were salvaged (complete with melted sensors) to see if it would fit. First trial fit (less sump and oil pick-up) looked extremely promising.
Further trial fittings showed heaps of promise for the Commodore motor, with motor and gearbox mounts having been made using RH Commodore mounts (NB With air-con mounting bracket removed a RH mount can be used on the LH side of motor). The only body mods required were removal of the battery box plus some minimal reshaping in the transmission tunnel.
The motor has about three quarters of an inch clearance under the bonnet and sits back nicely in the engine compartment, with standard exhaust manifolds just clearing steering shaft (but snug to side rails) - even able to use 95% of the standard Commodore Y piece back to the cat converter! Unfortunately air-conditioner compressor fouled the side rail by about half an inch and was removed - but causing no dramas as a non-aircon drive belt was purchased. (Power steering pump was not required but left in place as an extra idler - or to be utilised with power rack later.)
Current situation has the sump being modified to shallow front/deep rear. Sumps are available but at a price greater than spent on everything so far (including the car's original cost!!).
Willing to discuss swap with others - phone 0403302573. :-)
I'm looking for some dimensions on the hub caps fpr a MK1 2000, will they snap on a TR3 wheel??
The Alfa 2600 was discontinued long before the Mk1 2000. (I have one, BTW - '69, made in Australia by AMI). The Alfa competitor to the Triumph was more likely the Giulia and later the Berlina. (I have one- 1750, 1972.) A brilliant car, easily outpaces, outhandles, out brakes the Triumph, with a smaller, more powerful and torquier motor. Twin circuit dual-boosted brakes, 5 speed box, all alloy engine, etc, etc. These engines are bulletproof, pistons are quite cheap, though not as cheap as Triumph, but then there are only 4. Twin 2 choke Weber 40's.