69vitesse
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If the standard brakes on a 13/60 won’t stop it on a sixpence, they’re knackered and need servicing.
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Obvious question..... Has anyone cut open one of these perished pulleys to see what the state of the rubber internally is?
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MGF hubs are a glut on the market. Most scrapers will give them away at £10 a corner - and you get 4 meaty studs too.
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How much would a pair of lobro to triumph flange adapters be, Or are the drawings available to machine your own?
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In 1989, the factory was long gone and yes, ‘extinct’ engines were farmed out to remanufacturing outfits - some good, some , like the infamous ‘Heathrow Engines’, aweful. The faults you describe could just as easily affect a new Triumph btw. My then new Sprint ate it’s engine at 44 miles when an unhardened oil pump drive let go. Friend of mine had a Stag that broke its crank, it had been shipped with a missing crank shell. A set of new main bolts I bought for a Sprint were supplied unhardened - I wonder how many sets of them made it onto the production line? The end of the Leyland Years were a bit if a QC lottery, a ‘strike car’ was Often a vale of tears. Two days PDI and rectification work in the workshop and bodyshop for a new car was quite normal in the late 70’s. The old mans new Toledo spent a week in PDI/rectification and needed its front wing and a sill repainting as they were already rusting.
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Genuine Gold Seal engines were a better bet than the OEM engines as during the rebuild process, all the parts had to be measured and be within tolerance, something not guaranteed with a ‘new’ engine. Any wear outside 0.020” got a new part rather than a regrind. They were also run on a test bed for half an hour before crating up and shipping- so at least you were sure all the piston rings and bearings had been fitted. On new Leyland cars, Any major mechanical upset in the first 3,000 miles was supposed to got a replacement engine. But that, thanks to the often high problem rate meant there was frequently a shortage of ‘Gold Seal’ remanufactured engines, so new engines would be painted gold and put into the ‘remanufactured’ supply chain. Not hard to see why Leyland went broke!
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Any good aftermarket bearing will be fine. We’re not exactly running up umpteen thousand miles in then and they are easy enough to replace once you switch to the MG style.
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Put me down for a pair of adapters please.
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Yes, running an engine hard with a lean mixture will burn out your valve seats - even if it was running on 5 star leaded. Lean mixture burns slower - more heat transfer to valves and head - mixture still burning when exhaust valves open exposing seats of valves and head to the very hot flame front and eroding them.
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‘Lead memory’? Snort The amount of lead in Petrol halved between 1965 and 1974, then dropped again in the early 80’s to a trace amount. Any car running on ‘leaded’ Petrol in the 80’s was only getting 0.1gpg lead vs 2.5 gpg in the 60’s. Triumphs sold in the USA after 1975 had to use unleaded gas, and no, no hardened valves seats were fitted to iron engines. One TR250 has ran up over 200,000 miles on its original engine.
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The iron in the Triumph heads is a harder grade than the Austin rubbish. Taken 8 6 cylinder engines apart in the last couple I’d decades. No sign of recession on any engine, but one head scrapped for a cracked seat. The Americans have been using unleaded for ever and didn’t have the issues claimed in the UK motoering press when unleaded came in. ‘Valve recession’ is up there wirh Y2K windows hysteria. Very few people actually had a problem, avd it was just as likely down to a soft seat as a lack of lead just like back in th3 days if 5 star leaded.
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What Andy said. A satin black to hide the oil leaks. 😉
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Yiu can see the pump here. Sorry , link no longer available
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Yiu can see the pump here. Sorry , link no longer available
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I got one with the better cast iron impeller from a place in Blackpool Markus put me on to. Didn’t cost much as I recal. FWIW, you can reduce cavitation by machining away the vanes around the factory impeller Boss, they just make the water froth, and setting the clearance carefully on the impeller shaft. It’s often rather random.