Super Wammer Plus
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Everything posted by HoopsOnToast

  1. Depends on what speakers you are connecting it to? Personally, the standout models I have tried in that price range: Bryston B60R - Around £600, comes with 20-year transferable warranty and if you don't need monster power (>60wpc) then its the best amp I have had. Denon PMA-2000AE/2020AE/2500NE - on budget, has oodles of power, inputs, decent MM/MC stage and the 2500NE model has a great DAC built in. Sony TA-F770ES - bit older and like the Denon, loads of inputs and decent phonostage too. Audionote Oto SE - Not sure if these are still in budget, superb EL84 output amp, if you don't need much power, best all round valve amp for sensible money I have heard.
  2. For an integrated with built in DAC, the Denon PMA-1600NE would be a good shout: https://www.pinkfishmedia.net/forum/threads/denon-pma-1600ne-black.240508/ I had the bigger 2500NE for a while and it was superb.
  3. Yes, they are pretty good at the mid-range, although that is emphasized by the lean bass response. I still have the speakers but they are sitting upstairs in the spare room. The outriggers were from a pair of Rega R9s I had.
  4. Looking good! I have a pair of Frugelhorn Lites with some Veravox 3 drivers I already had, and they work quite well although they don't have the bass response of the Mark Audio units. In my room, I get reasonably flat down to around 100Hz and then it starts to tail off, even when placed in corners. The peaks at 32Hz and 65Hz are my room, and help to fill it out a bit, can certainly be a problem with more normal speakers where I have had issues with bloated bass. FHL Distortion @ 65dB (Stereo @ Seat) by Robert Seymour, on Flickr Frugelhorn Lite by Robert Seymour, on Flickr
  5. A highlights reel... Luxman PD-272 - looked amazing but sounded a bit vauge Luxman PD-272 by Robert Seymour, on Flickr Sony DVP-S9000ES - Owned now for I forget how many years, tried many CDPs and not found anything better. Sony TA-F770ES - Owned a couple of these, brilliant amps that have loads of power, decent phono stage too Sony ES System by Robert Seymour, on Flickr Denon PMA-2500NE - Owned this as well as the previous version, PMA-2000AE. Both huge, battleship style amps similar to the Sony 770ES. Real one-for all amplifier. System by Robert Seymour, on Flickr Toshiba SD-9500 - A great CDP/DVD player, only sold as I went back to the S9000ES. Toshiba SD-9500 by Robert Seymour, on Flickr Teac A-BX7R - I had this for a fair few years, great amp and good match with the VRDS. Teac VRDS-10SE - Brilliant build, and served me well for many years but some issues with old laser System by Robert Seymour, on Flickr Been quite a few other bits, such as the Sony TA-F670ES, the smaller brother of the 770ES. Also a host of cheaper bits including Sony TA-F3000ES, Teac A-H01, TA-F448e, Marantz PMA-7200A and a couple of Yamaha & Sony CDPs.....
  6. I've never really got that approach. If its a concours car and does not get driven then maybe, but if you actually want to drive it, then modern things like Electronic Ignition can be installed, and from the outside, can look pretty stock as well.
  7. Thats mainly as Saab invested in it properly, Triumph were far to bothered with all the in-fighting and internal competition in the Leyland Group. BL/Triumph had designs to replace the Dolomite in mid-70s with new slant-4 based engines in smaller sizes with a whole new model, the SD2. Remember they stopped serious development the Slant-4 engine with the Dolomite Sprint version. They had rumours of a 32V Stag based 3.0 Litre V8 for example, what a beast that would have been! You can't really compare as Saab actually developed the engine, with the Turbo for example, and the rest was history.
  8. Yes, quite often, Triumph were ahead of the time (with features on standard road cars) with things like all independent suspension, early Fuel Injection at a time when only Mercedes were doing it on road cars, early production 16V engine. It says something with the 2.5PI that you have 10-years or so of Lucas Fuel Injection on a production car and then mid-late '70s you revert back to Twin Carbs right at a time when everyone else is moving towards injection!
  9. Rust will always be a battle, but you can make classics VERY reliable these days. Electronic Ignition, modern water pumps, electric fans etc. Most of all, proper servicing. The main downfall of the Dolomite Slant engine, similar issues to the Rover K-Series is that they used different materials for the block and head. So when it overheated due to poor maintenance straight away you had a warped head and then blown head gaskets. The Rover K-Series was similar (although the different materials was in the dowels between the head and block), really efficient in its heating system but as soon as you lost a little coolant, it would quickly become an issue, that and the fact the blead point was not the heighest point in the system, on the Metro anyway! The old Triumph cast iron Straight 6 (and Herald/Spitfire engines) where relatively easier to live with, being more forgiving of maintenance issues, probably being down to the design based on a tractor engine
  10. I found it interesting going from a few 1980 model Triumphs to the 1983 Acclaim, felt a light year away. The engine was still carb fed but had electronic ignition that actually worked. Its actually quite nice to drive as well, compare it to the Dolomite 1300/1500 and its a perfect replacement. Hillarious wheelspin from the 145/80 profile tyres
  11. Yeah, I always thought the rationalisation could have been better, kept the 2dr Toledo with the 1300 & 1500 engines, 4dr Dolomite with the 1850 and Sprint. Saying that, a 2dr Toledo Sprint would have been an interesting early hot hatch competitor..... as with most British Leyland, lots of what if's
  12. I was originally thinking of a Mk2 Vitesse but being practical, with starting a family in the near future its a non starter with the lack of seatbelt options in the rear and only two seats. This also ruled out another TR7, which I really like, even with the standard 2L 8v engine, its a good cruiser, and with the 5-speed gearbox quite nice on the motorway if lacking a little fizz compared to say the Sprint or the grunt of a TR7 V8/TR8. This lead me to the 2500 saloon, and probably a 2500S, a later spec car with improved handling, power steering etc. And probably an estate too.
  13. This is something I have been thinking about, getting another classic, at the moment I have been leaning towards a 2500S Estate..... In the past 10-years I have had a few Triumphs. Started with a 1980 Dolomite Sprint, then a 1980 TR7 'Premium', a 1979 Dolomite 1850HL then after that a 1983 Acclaim. Out of all of them, run as daily driver, the Acclaim was by far the best but then all were all bought on a budget before prices really started going up. The TR7 was the best handling/ride but the 1850 probably ran the best out of the Dolomites/TR7 as I fitted it with modern Electronic Ignition (123ignition) which was superb. The Sprint should have been better but it was my first car, had no money and did not give it the work it needed. Dolomite Sprint at Kenilworth Castle by Robert Seymour, on Flickr Triumph TR7 1980 by Robert Seymour, on Flickr 1979 Triumph Dolomite 1850HL by Robert Seymour, on Flickr 1983 Triumph Acclaim by Robert Seymour, on Flickr
  14. If it takes a E88CC, I found that my favourite one I've tried is the Tesla Gold Pin E88CC: https://www.ebay.co.uk/itm/E88CC-TESLA-GOLD-PIN-NOS-VALVE-TUBE-/312197935798 That was over a Mullard Blackburn ECC88, Russian 6N1P-EV and Sylvania E88CC.
  15. No worries, they should still be here... 😀
  16. Bump @ £900, potentially interested in a PX/Swap if that helps.