

Latest - Mk2 PI Estate on Bay of evil
by Philat32
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![]() posts: 1703 Australia joined on Sat 25th Sep 2004 |
posted Wed 13th Jan 2016
reply 21 of 134
Biggest improvement after the exhaust is a decent cam - that is a can of worms in itself - TR5 is very good as an all rounder as you have found - if you want a bit more top end punch you can try the Newman hybrid (special order) - Nick has details - bit lumpier but very torquey especially with a 2.5 Andy Thompson, Perth WA So many cars so little time1965 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 22 of 134
With the much less machining needed for the 2.5 I could probably splash out for a cam. Is the Newman available in australia? I know heavy things like that will cost a lot in shipping. Is there still anyone in Oz that does cam grinds for these cars? I noticed Wade Cams is no longer. |
Tags - 2000 2500 2.5PI | |
![]() posts: 1703 Australia joined on Sat 25th Sep 2004 |
posted Wed 13th Jan 2016
reply 23 of 134
Cam is 40-80 70-30 PH3 inlet and PH2 exhaust - you need to get it ground on a new blank at Newman and best to used heavy duty steel followers. You need to contact Newman - Nick may have details of who best to talk to there . About 350 quid I think but haven't bought one recently - postage isn't too bad. 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: 8769 Wessex (Bristol & Bath) group joined on Sat 19th Nov 2005 |
posted Wed 13th Jan 2016
reply 24 of 134
I think it's Ken Newman I usually speak to. He's always been very helpful. 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 | |
![]() posts: 462 non member |
posted Thu 14th Jan 2016
reply 25 of 134
Thanks guys. |
Tags - 2000 2500 2.5PI | |
![]() posts: 462 non member |
posted Thu 14th Jan 2016
reply 26 of 134
Nick could you please pm me Ken's details? I think I need to have a chat to him about cams. |
Tags - 2000 2500 2.5PI | |
![]() posts: 462 non member |
posted Sat 16th Jan 2016
reply 27 of 134
Ok guys, engine is on the stand and today I got all the pistons and cam out among a few other things. The pistons look pretty good really, they have wear on the sides that rock in the bore, which I dont know is a deal breaker or not. All the rings were free. I have noticed a very slight lip at the top of the bores and the cross hatching seems much fainter in the top half of the bore. The pistons came out through the top easily though so it cant be too much. I'll measure the bores when i get it fully stripped but I think I might find taper. |
Tags - 2000 2500 2.5PI | |
![]() posts: 462 non member |
posted Sat 16th Jan 2016
reply 28 of 134
Here is the wear typical of some of the other lobes |
Tags - 2000 2500 2.5PI | |
![]() posts: 462 non member |
posted Sat 16th Jan 2016
reply 29 of 134
Also of note, the wear on the cam is on the closing ramps. I would have thought it more likely on the opening ramps or the tips. Could the wear, particularly the bad patch be a symptom of the lifter leaving the cam ie valve float/ bounce? |
Tags - 2000 2500 2.5PI | |
![]() posts: 3333 non member |
posted Sat 16th Jan 2016
reply 30 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 | |
![]() posts: 462 non member |
posted Sun 17th Jan 2016
reply 31 of 134
Hey Alec, Yeah I was thinking that. The gear box is originally out of a 2500tc so I guess with all the short and long back cranks etc it could be wrong. Does an early crank require a longer input shaft? If so does anyone have a pic of one so I can compare it to mine? |
Tags - 2000 2500 2.5PI | |
![]() posts: 1703 Australia joined on Sat 25th Sep 2004 |
posted Sun 17th Jan 2016
reply 32 of 134
This is a Mk1 crank - sticks out 16mm or 5/8" 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 Sun 17th Jan 2016
reply 33 of 134
Thanks Andy. I think maybe the PO has had the flywheel modified. The crank is the long back type and had a spigot bush in the end- just floating about loose. Then when I pulled the fly wheel off I noticed it also has a bush in it. I reckon he's had it machined so a gearbox with ashorter input shaft can be used. The car was originally an auto going by the numbers if that makes any difference. Anyway I'll get it sorted. |
Tags - 2000 2500 2.5PI | |
![]() posts: 1703 Australia joined on Sat 25th Sep 2004 |
posted Sun 17th Jan 2016
reply 34 of 134
You need to get the crank measured with a micrometer for ovality 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 Mon 18th Jan 2016
reply 35 of 134
Thanks Andy, i've got all the measuring tools, just wasn't sure about the look of the journals- ie they are not mirror smooth but dont look worn either. |
Tags - 2000 2500 2.5PI | |
![]() posts: 2547 joined on Fri 2nd Jul 2010 |
posted Tue 19th Jan 2016
reply 36 of 134
Quoted from andy thompson And for taper along the length of each journal. I have never in all my 50 years of car work ever found this a problem ......... until I checked the crank in my Mk1 PI estate which is of course cross drilled. Apart from one journal being comletely sha**ed ![]() With a cross drilled crank make sure that your oil pump is in absolutely tip top condition ..... blueprinted? These cranks have a reputation for getting low oil pressure after a while and after all the problems with my own engine I gave this some thought. I came to the conclusion that while the standard pump is fine for normal use, with the extra cross drilling and therefor ability to flow greater quantities of oil, once there is wear of even the smallest amount - which probably would not be an issue with a non cross drilled crank - the pump has problems coping with the greater demand and the pressure drops. With luck it will stay within limits but if not it can cause significant problems with the crank. The crank in my engine which 50,000 miles previously had been reground to 30 thou and for most of the 'recent' mileage with previous owners low oil pressure had been an issue. When stripped we found journal five was heavily worn/scored to beyond redemption and three of the other journals had issues. Crank was a scrapper and I had real fun and games finding a good replacement not helped by one machine shop messing up the regrind on the first one I located. Second one was like new thankfully. Apparently the TR boys prefer non cross drilled cranks because of all these problems, and if it was not for the fact that I want to keep my car (and engine) to all original spec. because of the cars rarity I would have gone down that route. MUT Mad Uncle Ted! |
Tags - 2000 2500 2.5PI | |
![]() posts: 462 non member |
posted Tue 19th Jan 2016
reply 37 of 134
Thanks Ted I'll check it out. At least my oil pressure was pretty good previously so it shouldn't be too bad. Ive been doing my research on how to gauge the finish of the journals along with where to measure and what sort of tolerances to look at. I had a quick measure of some of the pins and journals tonight and everything i saw looked good, but I'll do it properly on the weekend when I have a bit more time. As for blueprinting the pump, I have not measured it yet but noted there is a bit of wear on the end housing which i have seen from another video can be lapped out and reduces losses a lot. Im hoping that's all my pump needs. |
Tags - 2000 2500 2.5PI | |
![]() posts: 2547 joined on Fri 2nd Jul 2010 |
posted Tue 19th Jan 2016
reply 38 of 134
I would recommend the pump is blueprinted to Chris Witor's standard. He carefully matches parts and get machining done to ensure everything within tolerances but not cheap. Mad Uncle Ted! |
Tags - 2000 2500 2.5PI | |
![]() posts: 462 non member |
posted Wed 20th Jan 2016
reply 39 of 134
Thanks Ted. I have the old Vizard book on tuning Triumphs and am pretty sure it gives all the blueprinting clearances. I have two pumps so I will measure both and may be able to mix and match parts too. I measured the other pump I have a while ago and remember its clearances were pretty good. But like I said before I had good oil pressure before with some pump wear and bearing wear. I think I need an oil cooler for hard use too as the pressure at idle does drop a bit after a good thrashing, but I think it;s more the hot oil's fault rather than the pump. |
Tags - 2000 2500 2.5PI | |
![]() posts: 5464 non member |
posted Wed 20th Jan 2016
reply 40 of 134
What does Witor do to the pumps, Ted? Old Blue. 1995-2001 Silverback. 2001-2007 SofS. 2007 - to date. |
Tags - 2000 2500 2.5PI | |
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