IGNITION

unillustrated articles

Ill.no.	Partno.	Part	Quantity required	Info	Price
NI	MR-LS2	ELECTRONIC IGNITION KIT, PERTRONIX IGNITOR, DELCO D302, NEGATIVE EARTH	1		CHF 293.05
NI	9MR-LS2	ELECTRONIC IGNITION KIT, PERTRONIX IGNITOR II, DELCO D302, NEGATIVE EARTH	1		availability request (add quantity to basket, offer follows)

Ill.no.	Partno.	Part	Quantity required	Info	Price
31	RKC66R	DIST.AC D.TR7 COU	1	European models	availability request (add quantity to basket, offer follows)
NI	517913	O-RING	1	sealing distributor base	CHF 6.40

Ill.no.	Partno.	Part	Quantity required	Info	Price
32	GCS106	POINT SET, CONTACT BREAKER	1		CHF 23.65

Ill.no.	Partno.	Part	Quantity required	Info	Price
33	GSC104	CONDENSER	1		CHF 10.80

Ill.no.	Partno.	Part	Quantity required	Info	Price
34	GRA111	ROTOR ARM	1		CHF 59.25

Ill.no.	Partno.	Part	Quantity required	Info	Price
35	GDC110	DISTRIBUTOR CAP 4-CYL. (CONNECTIONS UPWARDS)	1		CHF 22.80

Ill.no.	Partno.	Part	Quantity required	Info	Price
39	GHT167	IGNITION CABLE SET	1	7 mm cable (to 1978)	CHF 38.10
39			1	8 mm silicone cable (to 1978)
39	GHT183	IGNITION CABLE SET	1	7 mm cable (from 1979 on)	CHF 43.20
39	TT15721	HT LEAD SET TR7 COBALT BLUE	1	8 mm silicone cable (from 1979 on)	availability request (add quantity to basket, offer follows)

Ill.no.	Partno.	Part	Quantity required	Info	Price
40	148672	CABLE RETAINING CLIP 2-FOLD			CHF 18.95

Ill.no.	Partno.	Part	Quantity required	Info	Price
41	148673	CABLE RETAINING CLIP 4-FOLD			CHF 9.55

Ill.no.	Partno.	Part	Quantity required	Info	Price
42	HU706P	SCREW 1/4UNF X 3/4 STEEL	1		CHF 4.75

Ill.no.	Partno.	Part	Quantity required	Info	Price
44	N12YC	SPARK PLUG CHAMPION, 19MM REACH	4	standard engine with 8 valves	CHF 13.75
44	S9YC	SPARK PLUG CHAMPION TRIUMPH DOLOMITE SPRINT	4	standard 16V engine (engine prefix VA and CH)	CHF 13.75
44	S59YC	SPARK PLUG CHAMPION TRIUMPH DOLOMITE SPRINT FAST ROAD	4	only for "fast road" tuned 16V engine (engine prefix VA and CH)	CHF 16.90

Ill.no.	Partno.	Part	Quantity required	Info	Price
45	GCL132	IGNITION COIL (USE WITH SERIES RESISTOR)	1	European models	CHF 55.75

Ill.no.	Partno.	Part	Quantity required	Info	Price
46	516867	VACUUM UNIT	1		availability request (add quantity to basket, offer follows)

Ill.no.	Partno.	Part	Quantity required	Info	Price
31	RKC66R	DIST.AC D.TR7 COU	1	European models	availability request (add quantity to basket, offer follows)
NI	517913	O-RING	1	sealing distributor base	CHF 6.40
32	GCS106	POINT SET, CONTACT BREAKER	1		CHF 23.65
33	GSC104	CONDENSER	1		CHF 10.80
34	GRA111	ROTOR ARM	1		CHF 59.25
35	GDC110	DISTRIBUTOR CAP 4-CYL. (CONNECTIONS UPWARDS)	1		CHF 22.80
39	GHT167	IGNITION CABLE SET	1	7 mm cable (to 1978)	CHF 38.10
39			1	8 mm silicone cable (to 1978)
39	GHT183	IGNITION CABLE SET	1	7 mm cable (from 1979 on)	CHF 43.20
39	TT15721	HT LEAD SET TR7 COBALT BLUE	1	8 mm silicone cable (from 1979 on)	availability request (add quantity to basket, offer follows)
40	148672	CABLE RETAINING CLIP 2-FOLD			CHF 18.95
41	148673	CABLE RETAINING CLIP 4-FOLD			CHF 9.55
42	HU706P	SCREW 1/4UNF X 3/4 STEEL	1		CHF 4.75
44	N12YC	SPARK PLUG CHAMPION, 19MM REACH	4	standard engine with 8 valves	CHF 13.75
44	S9YC	SPARK PLUG CHAMPION TRIUMPH DOLOMITE SPRINT	4	standard 16V engine (engine prefix VA and CH)	CHF 13.75
44	S59YC	SPARK PLUG CHAMPION TRIUMPH DOLOMITE SPRINT FAST ROAD	4	only for "fast road" tuned 16V engine (engine prefix VA and CH)	CHF 16.90
45	GCL132	IGNITION COIL (USE WITH SERIES RESISTOR)	1	European models	CHF 55.75
46	516867	VACUUM UNIT	1		availability request (add quantity to basket, offer follows)
NI	MR-LS2	ELECTRONIC IGNITION KIT, PERTRONIX IGNITOR, DELCO D302, NEGATIVE EARTH	1		CHF 293.05
NI	9MR-LS2	ELECTRONIC IGNITION KIT, PERTRONIX IGNITOR II, DELCO D302, NEGATIVE EARTH	1		availability request (add quantity to basket, offer follows)

Commission Number	The commission number is located on the right hand front strut mounting. (USA cars used a different range of commission numbers)
ACG1	- and future to 1978
TCG100001	- 200000, 1979 only
VIN200001	- 402000, 1980 only
VIN402001	- onwards, 1981 and future

Body Number	The body number is located on the front panel above and to the left of the radiator cooling fan.
T1CG	- onwards
1CG	- onwards

Engine Number	The engine number is located at the top of the cylinder block on the right hand side. (Engines for USA, Canada, Australia & Japan used different engine number prefixes)
CG1	- onwards

Gearbox Number 4 speed	The 4 speed gearbox number is on the top right hand side of the gearbox housing next to the top cover plate.
CG1	- onwards

Gearbox Number 5 speed	The 5 speed gearbox number is on the left hand side at the front of the main gear case.
CL1	- onwards

Automatic gearbox number	The Automatic gearbox number is on the manufacturer's plate on the left hand side of the casing.
027M1	- onwards (type 65)
076N1	- onwards (type 66)

Rear Axle Number	The rear axle number is located beneath the differential case.
CG1	- onwards (3,63:1 ratio; 4 speed manual)
CH1	- onwards (3,9:1 ratio; 5 speed manual)
CT1	- onwards (3,27:1 ratio; automatic)

Trim Colour	The trim colour of your car is identified by a three letter code on the commission/VIN plate. If you've got black, navy or one of the contrasting check materials then you should be able to sort it. Golden Tan (a colour used after 1979) and beige (a colour used between 1975 and 1980) are a little more difficult if you haven't a sample to go by. The solution is easy, on your commission/VIN plate, 'AAA' is beige, 'AAM' is golden tan (and for the record, 'RAG' is golden tan with check inserts).

Production Details
The TR7, revealed in January 1975 was totally different to any TR which had gone before - indeed many said that the car should not have borne the TR title since it appeared to be in no way related to its forerunners. From the original design of Sports 20 TR1 (designed by the team of Walter Belgrove and first seen at Earls Court in October 1952) to the TR6 'brick' there was a continuity of design.

Chassis
The chassis altered gradually underneath each new body design. The mechanical changes were intertwined with uprated engines, but here was a totally new concept facing up to the challenges of the North American markets. The car was styled by Harris Mann of the Austin Morris division, mechanical design was entrusted to Charles Spencer ('Spen') King of Rover, a devout believer in a well located live rear axle (hence the apparently retrograde step from the independent rear suspension of the TR4A, TR5 and TR6).

Bodywork
The bodywork consisted of a strong unitary construction bodyshell which gained extra rigidity from the roof (specified to deal with expected Federal roll over regulations due to be announced shortly after) and included strengthening pillars inside the doors to guard against injuries during broadside road accidents. Early prototypes of the Fury (an earlier design project) had proved that this construction would be sufficiently strong for use even without a roof; an important point for later production of the convertible models introduced in 1979 (USA) and 1980 (UK).

Engine
The engine was an overhead cam, alloy head unit of 1998cc, inclined over at 45°, variations of which were being used in the Saab 99 (jointly developed by Saab), and the Dolomite 1850. It had also been used in an experimental Spitfire as far back as 1966. Compression ratio for Non Federal markets was 9,25:1, twin SU HS6 carburettors were fitted to produce 105bhp. Federal markets opted for Zenith Stromberg carburettors and lots of emission control which sadly dragged the power output down to 92bhp as well as increasing fuel consumption.

Gearbox
The gearbox was originally a four speed unit - as used on the Marina and Spitfire, and was used in conjunction with a light duty rear axle and the Spitfire rear differential ratio of 3,63:1. Rear brakes fitted to the axle used 8" x 1,5" drums. The optional five speed unit (becoming standard in 1978 when production of the TR7 & new TR8 moved to Coventry) used a stronger rear axle with a 3,9:1 differential ratio coupled to rear brake drums of 9" x 1,75". The '77mm box' (so called because of the spacing between the mainshaft and layshaft centres) was also used on the new Rover 3500, became well known as a reliable long lasting unit. Fourth gear was a direct drive with fifth an overdrive gear. For competition use the early TR7's used the Dolomite Sprint gearbox with overdrive until 1976, when it was replaced by the Rover 3500 '77 mm' gearbox. Alongside the five speed box was an automatic transmission version using a 3,27:1 rear differential. The Borg Warner 65 type three speed unit had been available from 1975.

Brakes
Although the rear brakes varied depending upon the axle used, the front brakes of the TR7 used only 9,7" discs (the TR8 used thicker discs of similar diameter with larger pads). The brake system incorporated a direct acting servo unit and had dual line hydraulics as standard.

TR7 Production
The TR7 was built in three different locations starting at the Speke plant in Liverpool (last car built: ACG44328). Production shifted to Canley in Coventry (first car built: TCG100000) in late 1978 after a crippling strike led to the closure of the Speke plant. Bodies were then produced by Pressed Steel Fisher. In 1980 production moved to the Rover plant at Solihull and continued there until the end of production in October 1981. For some time, the TR7 was produced concurrently at Canley and Solihull. TR8 was also built at all three factories (a handful of prototypes were built at Speke). As a final point of interest it has often been said that build quality reached a pinnacle during the Canley years and, was at its worst during the Speke production period, a worthwhile point to remember when purchasing a TR7.

TR8 Production
Although some TR8's escaped from strike bound captivity via MG at Abingdon to the USA in 1979, the TR8 was introduced mainly to the USA in convertible form during 1980. It incorporated the Rover 3500cc V8 engine coupled to the five speed box and axle ratio of 3,08:1. The only major external differences were in the bonnet pressing and badging, plus an extra exhaust pipe!