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by nang
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posted Mon 11th Jan 2016
Hey all. |
Tags - 2000 2500 2.5PI | |
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posted Mon 11th Jan 2016
reply 1 of 134
Hello Josh, Mk1 1\2 P.I.,Jaguar Mk 2, very long term restoration. Jaguar X Type estate 2.5, Hymer 564 motorhome. |
Tags - 2000 2500 2.5PI | |
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posted Mon 11th Jan 2016
reply 2 of 134
Thanks Alec. Im pretty sure my 2.5 has cross drilled main journals as well. Anywaay Ill find out for sure soon |
Tags - 2000 2500 2.5PI | |
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posted Mon 11th Jan 2016
reply 3 of 134
Don't forget that a proper PI cross drilled crank is also 'long back' in that the flywheel mounting 'boss' is 44mm using a flywheel with a 9mm deep recess. The later 'shortback' type have a 28mm boss with a 25mm beep flywheel recess. Mad Uncle Ted! |
Tags - 2000 2500 2.5PI | |
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posted Mon 11th Jan 2016
reply 4 of 134
Hello Josh, Mk1 1\2 P.I.,Jaguar Mk 2, very long term restoration. Jaguar X Type estate 2.5, Hymer 564 motorhome. |
Tags - 2000 2500 2.5PI | |
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posted Mon 11th Jan 2016
reply 5 of 134
Quoted from josh18 Did I miss what the cause was?? Last I picked up was a coil failure, but the mis-fire was still there afterwards. Cheers Schadenfreude expert and collector of assorted rusty Triumphs on the Essex/Suffolk Border. |
Tags - 2000 2500 2.5PI | |
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posted Mon 11th Jan 2016
reply 6 of 134
Quoted from thescrapman With any luck his miss-fire will be a burnt valve making a rebuild worth while (whistle) I think Josh might be a spirited driver ![]() 1981 Triumph TR7 V8 DHC��work now started (dance) work now stopped(dizzy) work started again(woot) work stopped again (what) work started again (dizzy) work stopped again ![]() ![]() ![]() ![]() ![]() 1971 Triumph 2000 Sport |
Tags - 2000 2500 2.5PI | |
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posted Tue 12th Jan 2016
reply 7 of 134
Thanks guys. Alec I looked up cross drilling last night and it's not what I thought it was. I thought by cross drilling it meant the journals were drilled through, not that the mains and big ends were joined by a passage. I'll check out the crank I have- I was told it was cross drilled. Does anyone have a pic of the brass plugs I should be looking for. |
Tags - 2000 2500 2.5PI | |
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posted Tue 12th Jan 2016
reply 8 of 134
Glad you solved it - as they say 90% of Lucas injection problems are the ignition 1965 Mk1 2000 2.7PI - broken engine ![]() 1969 TR6 PI Signal Red 1970 Mk2 2.5PI Estate Wedgewood 1972 Stag - engine build in progress 1973 Mk2 2100 EFI Howling mad Daily Driver. 2002 Land Rover Disco TD5��- rattle , rattle, sip, sip�� ![]() http://triumphwestoz.blogspot.com |
Tags - 2000 2500 2.5PI | |
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posted Tue 12th Jan 2016
reply 9 of 134
Thanks Andy. What do you think about the recessed block? Should I get it and the pistons decked or try to use a big bore recessed gasket? The one from WBC say you can only go to about 76.5 or so with a recess. |
Tags - 2000 2500 2.5PI | |
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posted Tue 12th Jan 2016
reply 10 of 134
Quoted from josh18 Hi Josh The cross drilling is on the big end journal. The original drilling from the main to the big end is always there on the Triumph crank. However the big end has a blanking plug closing off this route and then a "cross drilling" goes through the big end journal. If you look at a cross drilled big end there are three holes, but the middle one is blanked off with a plug. I think thats the one Alec referred to. This gives higher oil flow to the big ends at the cost of (slightly) lower pressure, as the oil can come out of either hole. I'll try to post a picture later today. Richard ps. Thats a nice lookiing 6-3-1, whats the benefit of the longer secondaries? Triumph Hoover, Location: Billingshurst West Sussex |
Tags - 2000 2500 2.5PI | |
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posted Tue 12th Jan 2016
reply 11 of 134
I'm no expert on these engines at all Josh, but as a rule of thumb I'd be surprised if it were okay to leave the pistons proud of the block, even with a thick gasket. With high rpm the rod's will stretch, at which point you may find a touch going on with the valves or head, depending on exactly how much the block / head have been decked. 62 Vitesse 1600 - Slammed & modified67 2000 - Fitted with 2.5 o/d - 2012 RBRR, 2015 Essex Rally, 2016 HCR, 2016 RBRR 67 2000 Estate - Dormant 70 Herald 13/60 - First car, many bits 77 CZ 125 Sport - 70 miles on the clock 77 Kawasaki KM90 - Shop hack 81 Yamaha DT125 - Many bits 88 Ginetta G4/4 - Dead 88 BMW E30 320i - For Sale 89 Citroen AX GT - Rally car! 90 BMW E30 318iS - Building to FIA spec 90 Mazda Eunos 1.6 - 'Popeye' 93 BMW 530i - Donor 95 BMW E34 540i - 4L V8 |
Tags - 2000 2500 2.5PI | |
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posted Tue 12th Jan 2016
reply 12 of 134
Thanks guys. |
Tags - 2000 2500 2.5PI | |
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posted Tue 12th Jan 2016
reply 13 of 134
... |
Tags - 2000 2500 2.5PI | |
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posted Tue 12th Jan 2016
reply 14 of 134
About 15 years ago I was helping the local mechanic overhaul a highly modified Holden V8 racing engine and this engine had separate fire rings with a gasket cut clear of the rings. |
Tags - 2000 2500 2.5PI | |
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posted Tue 12th Jan 2016
reply 15 of 134
Josh, have you considered boring out your existing engine to fit the Mazda pistons? Narrabri, NSW, AustraliaRemember, it's not a bodge if no one finds out! 1969 Herald 13/60 (Signal Red). Built as CKD in New Zealand, imported to Australia in 2008. 1972 US-spec GT6 Mk3 (Green). Nearly finished, with 2.6L, EFI, a Supra 5-speed gearbox and Subaru diff. |
Tags - 2000 2500 2.5PI | |
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posted Tue 12th Jan 2016
reply 16 of 134
Quoted from junkuser Sounds like you are describing Wills Rings https://en.wikipedia.org/wiki/Wills_Ring Quite a common solution on engines with very high CRs or forced induction. Not necessarily used in direct contact with the combustion though. As regards deck height, my current Vitesse engine runs 0.005" pop-up and there has been no piston/head contact even at rpms exceeding the original red line. This is a 2L so not quite the same animal. Pop up was achieved, somewhat long winded and expensively by - skimming a recessed block enough to make it flat. - Doing a dry assembly to measure pop-up and swapping rods and pistons around to give the most even starting combination - skimming the pistons to give a consistent 0.005" across all 6. Had I been starting with a flat block I'd have just done a dry build, got the best starting combination and skimmed the block for a maximum 0.005" on the highest piston. The variation was only about 0.002" anyway. I did come across references to people running as much as 0.010" but wasn't brave enough. I'd have no hesitation running a 2.5 flush. Done partly because I'm using a 2500S head (219016) as a start point and it needed a very big skim to get a half way decent CR for the standard cam and I dared not skim it again for the higher CR needed for a more aggressive cam. Other reason was I'm a big believer in squish promoting efficient combustion. Sounds like your 2.5 just needs a hone and rebuilding with new rings and shells Josh. Nick Nick Jones Somerset UK Vitesse Mk 1.5 Convertible EFI, Survivor of RBRR 2008, HCR & 10CR 2009, HCR 2010, 10CR2011, HCR 2012, 10CR2013, 10CR2015, HCR 2016 & HCR 2017. GT6 Mk3 Roto - project in progress Spitfire MKIV son's project now on the road as a daily driver 2.5 PI Saloon now EFI (PIe?), Engine rebuilt and running sweet. Diff howling...... Survivor of HCR 2013 & 2014 Gone to live in Swansea http://www.tengaston.plus.com |
Tags - 2000 2500 2.5PI | |
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posted Wed 13th Jan 2016
reply 17 of 134
Thanks Nick. |
Tags - 2000 2500 2.5PI | |
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posted Wed 13th Jan 2016
reply 18 of 134
Mal, thanks for that. I did read about a similar method somewhere but I reckon getting the block decked would be easier/ more reliable. |
Tags - 2000 2500 2.5PI | |
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posted Wed 13th Jan 2016
reply 19 of 134
Personally I would stick with Triumph sized pistons despite two of my engines being 77mm bore - headgaskets are very expensive and Racetoration , Wishbone and Greg Tunstall supplied ones have failed on me or friends fairly recently. Racetorations ones had a large batch of poorly made ones where the fire ring had no support , Wishbone had an issue with bore centres out of place (and now doesn't want to talk to me after supplying 10 useless gaskets) and Greg Tunstalls supplied one about 10 years ago that looked to be made of cornflake packets and ally foil - I refused to fit it but Humph did - it failed in a week. His may be better now as he made a lot of 2.7 engines and I may have been unlucky. 1965 Mk1 2000 2.7PI - broken engine ![]() 1969 TR6 PI Signal Red 1970 Mk2 2.5PI Estate Wedgewood 1972 Stag - engine build in progress 1973 Mk2 2100 EFI Howling mad Daily Driver. 2002 Land Rover Disco TD5��- rattle , rattle, sip, sip�� ![]() http://triumphwestoz.blogspot.com |
Tags - 2000 2500 2.5PI | |
![]() posts: 462 non member |
posted Wed 13th Jan 2016
reply 20 of 134
Thanks Andy I reckon that's the way I'll go (Triumph). Really would I notice a difference between .020 and .060 oversize? |
Tags - 2000 2500 2.5PI | |
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