Big Engine Installations


John Friese


Thanks for the comments. Actually, figuring out this air cleaner
issue is just the latest and about last thing necessary to doing
really clean installations of the larger Triumph engines. The
elements involved include:

A stronger clutch system
Carb and intake manifold
air cleaner adapter and retainer bracket
exhaust manifold and J pipe
engine front plate for the larger engines
fan and water pump parts (as necessary)
throttle linkage conversion parts

I already sell the high performance clutch system and if there is
enough interest, I would be willing to package the entire system. I
would expect it would cost about $1500 -$1800 for the whole works.

Email me if you folks are interested at: jfriese(at)

If you want to see some more pictures, there are more at the same URL
listed below. Simply change the number in your browser from 01 - 23
to see them. Most are about the same shot at different sizes and
lighting but the first few show the carb with adapter and retainer

John Friese
67 White
67 red

cell: 1-805-570-4778

--- In, "David Chapman" <david@m...>
> John,
> That is simply the neatest and best 1296 setup I've seen, as you
say the carb looks great and very close to original, more details and
photos please ! What sort of inlet manifold, which exact Weber carb
and how did you jet it, how did you route the exhaust manifold ? I
assume it's small crank so standard clutch ?
> The 1500 is a good engine for torque but in my experience always
sounds rough when reved, makes the 1147 feel like a six !
> I'm sure by careful building some of that can be eliminated and the
1500 is common here in Triumph based road cars but very rarely seen
in racers, even the guys who supercharge the engine prefer the 1296.
> Another issue with the 1500 is most were built in the 1970s and
there were a few quality issues (understatement) in the Triumph
product at that time, hence why it all stopped in 1978. Also be aware
that there are some 1500 engines and components about there were
never properly finished, in particular there are crankshafts and
camshafts around that were not properly hardened, be very careful
when buying NOS parts for these later engines !
> David C.
> ----- Original Message -----
> From: John Friese
> To:
> Sent: Monday, July 05, 2004 8:08 AM
> Subject: [amphicar-lovers] Re: Tires For the Amphi
> Hello David,
> There are two basic variations (and more minor subsets) of the
> over here, the small crank and the large crank. Both engines have
> same stroke but the large crank version has the larger journal
> bearings like the 1500. The small crank version is more rare and
> more often used by the race car guys because of its lower crank
> which makes the engine slightly more responsive. There is a lot
> disagreement about the relative values of these variations but I
> talked to a very experienced racer who has used the large crank
> version, in racing, for years and swears by it. He claims the
> beefier journal bearings make the engine far more durable and
> it still has the same stroke, the engine is even better at higher
> RPMs. Hugh doesn't agree but I found the guy's story so
> that I just had a large crank version of the engine built up and
> be trying it out in my other car soon. I had the crank balanced
> the intake ports polished along with the usual hardened valve
> and new exhaust valves. I also put in new chrome rings. I'm
> expecting it to be a nice runner.
> I just came up with a way of fitting the Amphicar air cleaner to
> Weber downdraft carb. and I'm real happy with the results. It
> the whole engine installation look "correct". You can see a
photo of
> it at:
> The installation not only looks good but the adapter looks like
it is
> a flame arrestor. I think the whole flame arrestor thing over
> is rather silly since the air cleaner will do a pretty good job
> killing any backfire flames and nobody seems to check for them
> anyway. I've never used one on my car with the larger engine and
> wouldn't know where to find one if I wanted to.
> John Friese
> 67 White
> 67 Red
> --- In, "David Chapman"
> wrote:
> > Hello David,
> >
> > My Amphi with the 1296 is much faster and more powerful than my
> other
> > Amphi that has an 1147. The 1296 engine also has a short stroke
> > it should have identical rev. qualities with the 1147. I
suspect the
> > increased piston diameter would result in a slight and
> > inconsequential weight difference. In any case the car easily
> > reaches 80 MPH and that's as fast as I want to go. It also
> > me to climb 6% grades without downshifting from 4th. I've also
run a
> > 1500 in this car and really liked the additional power around
> > but I was worried about its long stroke and what freeway runs
at 70-
> > 75 MPH might do to it. So now that engine sits in dry storage.
> > bad since the 1500 engine makes the Amphicar almost "fast"
> > town. Since I do rather lengthy, high speed, freeway drives in
> > cars, I didn't want to worry about the 1500 blowing up and
> the
> > 1296 to be a good compromise for me.
> >
> > I've checked the speed of these cars with a GPS that reads down
> > tenths of miles per hour and find not only are my speedometers
> > accurate but I can't say the tire difference is very
> to
> > the readings.
> >
> > I have a tach in my cars and 75 MPH is about 5300 RPM. I don't
> > remember what the revs. were around 80 but I would think it
> > still be under 6000 RPM.
> >
> >
> > John Friese
> >
> > John, The short stroke 1296 is the exception ! That engine has
> GE prefix in the Triumph Herald (not sure of the Spitfire
> and revs as well as the 1147 - I didn't mention it because I
> think it was ever available in the States, I thought all the 1296
> 1500s were large crank ?, These are the engines that don't rev -
> mainly because there are some fundemental problems with
> balance that were never properly solved. The small crank 1296 is
> rare engine here because so many have been used for racing over
> last 35 years but I have one I plan to fit before long. I thought
> revs were a bit higher than 5300 at 75 but haven't checked my rev
> counter ! The other thing that makes a difference at high revs is
> engine breathing - things like the exhaust routing and that silly
> flame arrestor that is fitted to US cars.
> >
> > David C
> >
> > [Non-text portions of this message have been removed]
> ~~~~~~~~~~~~~~~~~~~~~~~
> Before posting requests for information, please check the List
> Archives:
> For more information about this List and other available services
> visit:
> To UNsubscribe from this List, just send a blank email to:
> Any other issues may be addressed to the List owner (Mike Israel)
> amphicar770@y...
> This list is provided as a free service. Please support our
sponsors at:
> Yahoo! Groups Sponsor
> --------------------------------------------------------------------
> Yahoo! Groups Links
> a.. To visit your group on the web, go to:
> b.. To unsubscribe from this group, send an email to:
> c.. Your use of Yahoo! Groups is subject to the Yahoo! Terms of
> [Non-text portions of this message have been removed]