In article ,
Willy Eckerslyke wrote:
It's a different head, IIRC, so perhaps the old one failed.

I was told that the previous owner had fitted it as an unleaded
conversion, and remember reading on here once that the TC didn't like
running on anything less than 5* fuel. The lack of originality is a
shame, but I could live with it. And it would be an advantage if I ever
went for an LPG conversion...

Early TCs had a high compression ratio designed for 5 Star, but then so
did early V-8s. And IIRC, the compression on the four is determined solely
by the pistons, and the TC was certainly still made after the change to 4-
Star only.

There's also mention of a blowing exhaust manifold, suggesting it just
needs a gasket, but I remember changing the manifold on a friend's
2200TC once because it had cracked badly. We had to reject two
scrapyard ones before finding a sound one, suggesting that these are
a weak point.

Think you're right.

I had a very good look. Nothing to worry about, I could hardly even hear
it blowing. Also, it appears to be wearing the SC's manifold which looks
a simpler affair than what I remembered of the TC.

Yes - IIRC the entire top of the engine is different. Perhaps the exhaust
system too. The TC had quite a bit more power than the SC.

Incidentally, I didn't realise the undersides of these were so
streamlined. At first I assumed someone had plated the floorpan, but it
looked too genuine for that. I'm talking about the curvy panels below
the seats, where other cars are all channels and folds.

Yes - it's pretty smooth. The first place rust usually shows is inside the
car at the joint between the floor and sills - you'll have to peel back
the carpets to check. Many are crudely plated here. The other thing is the
original jacking points. If these are sound, there's a good chance
everything is. Few bother to repair them even when doing a 'good' job on
the inner sills.

--
*If a pig loses its voice, is it disgruntled?

Dave Plowman London SW 12
RIP Acorn