--- Johntr6@aol.com wrote:
>
> Well, the engine's out and mostly stripped. The major discovery was tappet #8
>
> stuck in its sleeve and ground through by the camshaft! What a sight!
> Naturally, the camshaft is a goner...that "lobe" is 1.33 mm lower than the
> others. Curiously, I then examined the camshaft that came with the extra
> engine and found that it too was worn at that rearmost point. Then I
> remembered (it takes a while) that a few years ago I replaced the camshaft on
> the TR6 because the rearmost lobe (lifter?) was badly worn. Is this a
> congenital flaw in this engine series, due to inadequate oil flow maybe?
Wish I knew the answer to that question, as I'm about to rebuild the engine in
my TR4A too ...
> Anyway, I guess I need a new cam. Should I get a rebuilt one, a new one, or a
> "hotter" one as advertised by Moss? Is there another option?
BFE offers more choices in cams, and I think BPNW does as well. And of course
there is always TriumphTune and other UK suppliers
> I've been reading Kastner's Competition Prep Manual and am intrigued. Or was
> intrigued. I spoke to the machine shop today about shaving the head and
> matching the ports. Very pricey and he didn't think it would be worth the
> money.
On my SAH tuned engine, the intakes were port-matched and polished, so they
obviously felt the modifications were worthwhile!
> What do you all think? Kastner writes as if the grinding and matching
> operations could be done by hand; of that I am very skeptical. If I do shave
> the head, that changes the rocker"geometry" , right?, meaning more machining
> of the push rods.
>
> Am I barking up the wrong tree? Since I've got the engine out, will pay to
> rebuild the head, will install oversized pistons, and have to buy a new cam,
> it makes sense to me to do what I can to boost the power.
My personal opinion is to go for it ... for what my opinion is worth! (that and
a quarter might get you a cup of coffee!)
Raymond Lucas Hatfield
65 TR4A IRS
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