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Wes' Tr6 Bits


Home Page: Wes Gray   Gold Member USA
South San Frncisco, california, USA
Total Posts: 2 Latest Post: 2017-12-09
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Pushrods Fracturing

Wes Gray   Gold Member USA — Posted on The Triumph Experience
Saturday December 9, 2017 2:20 AM



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Member Comments on Journal Entry: Pushrods Fracturing   ↵
Rated 8 out of 10 based on 1 ratings
2017-12-09 11:18:28 # 46809
Comment by Tony M
"but i do wonder at source catalogs touting uprated valve springs, hotter camshafts etc... when do these help the street car? they need to explain this.regardezwes"This might be a topic for general discussion. But bare in mind topics do drift as new members join in the conversation half way, and do not necessarily refer back to the OP.That is the nature of forums.But to give you MY opinion on your question, Uprated can mean many things. Often it can mean "this item is better quality than the cheap junk we are also seeling to compeat with competitors 'cheap junk' In the case of valve spring it 'may' mean the spring is stiffer to help eliminate valve bounce at very high rpm, or it could mean the springs coils will not bing if used in conjunction with an 'uprated' high lift cam.So basically it can be just a Buzz word like 'Super' or have meaning full or even dangerous attributes for the buyer.One great thing about these forums is we often get the chance to learn from others experiences thing that vendors Do not
2017-12-10 08:59:53 # 46835
Comment by Jim Harris
Rating: 8/10
I feel the need to comment since I feel that my experience with a broken OEM style pushrod (not "touted" or uprated) was the inspiration for this. I agree that any modifications from original performance warrant a holistic approach to ensure that all parts in the train are up to the task. Although the replacement camshaft was one level "hotter" than stock it did not require any uprated parts (springs, keepers, pushrods, rocker spacers, etc) nor did it appreciably change the operating RPM range. An OEM spec camshaft was simply not available. And all that was confirmed by the Moss tech department when I bought the cam and lifters and pushrods. And really, it's up to the buyer to decide how to compromise parts availability and performance; it seems we agree that "super" is not necessarily better. But I will add the quality control of new "as original" reproduction parts is not as easy to manage. How can we ensure that the material properties, hardness treatment, and manufacturing tolerances are up to OEM s
2017-12-10 20:54:46 # 46844
Comment by Wes Gray
in a long roundabout way, that is exactly what i am qiestioning... "upgrade" etc... the truth, my own rebuilding my engine... which in truth was just reassembling... i paid no heed in the end to pushrod positions, though i tried in the beginning...the rockers maintained position, but pushrods not, and replaced the tappets...my focus what bothers me again these vague statemets of benefits from suppliers, do this do that... i really am sorry you had thT pusrod fail, then dang we wouldn't be talking......i have rebuilt a few English engines.. and re useda lot of valvetrain stuff. (usually was main and conrod bearings....crankshaft)... a few new oilpumps along the way... no problems....your new pushrods... maybe that is a total fluke thing that one fails new nose...but bothers all of us.. I can picture myself for example going ape shit with new engine work and a vital thing breaking... not pretty, and wish it on no stranger...regardezwes...
2017-12-11 00:55:39 # 46847
Comment by Tony M
Looking closely at the picture you posted of the broken cup on the pushrod, I now see the bright (witness mark) ring in the cup. Obviously the ball of the rocker was not fully seating in the cup. This would incur huge outward force on the sides of the cup in operation, and if the cup had not failed you would have seen rapidly increasing rocker clearances up until the rocker ball wore itself fully into the pushrod cup's seat.Neither is acceptable.I strongly suggest that you check the other pushrod cups for similar wear 'rings' and replace of ammend ASAP if they exist.In the last 25 years I have encountered MANY substandard or out of spec components sold as 'replacment parts for our cars. Some, such as wheel bearing oil seals are so out of spec in size they cannot physically be fitted (so the problem becomes little more than a nuisance ) Others such as oversized and fewer in number, transmission laygear roller bearings can require the transmission removal, dismantling, machining and re-sleeving the laygear clu
2017-12-11 01:21:30 # 46848
Comment by Tony M
Seems comments on a journal entry are limited by word count :-(

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External Rocker Oil Feed Line And Othe Adventures

Wes Gray   Gold Member USA — Posted on The Triumph Experience
Sunday November 26, 2017 6:56 AM



Member Comments on Journal Entry: External Rocker Oil Feed Line And Othe Adventures   ↵
2017-12-03 09:42:54 # 46611
Comment by Steve Ludeker
good rambling. Sounds like the carbs were sucking oil. I just vent the valve cover to the outside, if engine is tight, not much pollution. May be unlawful some places, was good enough for 3's and 4's !
2017-12-04 00:06:05 # 46657
Comment by Wes Gray
yeah, but then again fir purposes tr6 1974 an years before and beyond... those hoses had a reason...and crankcase pressure or lack tberoff led to carb intakes and had an effect....i have tried to make my macinhe "stok". not circumventing anything...no honor there, just a concern that then i embark on ebndless compromises o everything...i was out twice today.... the machine was at worst shaming others... mo way to explain it...it istracale at low speec in fourth gear, maintains momemtum gear one tyru for, nothing to complain aboutijust hAnging the valve cover vent out... ,maybe no apparent running issue, but why resort to it first place.friendly question.ol dumb wes

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