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<p>Have a thick gasket made.. Lubbock Gasket and Supply 806-763 2801<br>
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<div class="moz-cite-prefix">On 4/7/2021 4:39 PM, Greg Lemon wrote:<br>
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<div dir="auto">If you want to save the head you may be able to
lower the compression ratio a bit by reshaping the combustion
chamber. This is theoretically, I don't know how much can be
removed, Kastner book would be a starting point, but you would
probably want to take out more than that, measure combustion
chamber size, etc.</div>
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<div dir="ltr" class="gmail_attr">On Wed, Apr 7, 2021, 5:23 PM
Dave Connitt <<a href="mailto:dconnitt@fuse.net"
moz-do-not-send="true">dconnitt@fuse.net</a>> wrote:<br>
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<div dir="auto">Hi Cliff,
<div>A lot of racers have milled the heads of wet liner
engines to increase compression. In Kas Kastner’s TR4/TR4A
competition preparation manual, he goes into much detail
about how to reshape the combustion chambers in the head
to reduce/eliminate “hot spots”. This may be the cause of
your pre-ignition. Yoy may want to get that book and read
over his cylinder head chapter. Regarding the push rod
length, the length reduction is directly related to how
much material is removed from the head so just buying
shortened pushrods won’t get you the best results. I think
you should figure out how much material was removed from
the “stock” head and shorten the pushrods accordingly. </div>
<div>I think you can certainly save the head but you will
need to do some homework reading over Kas’s competition
prep manual and find a good automotive machinist for the
pushrods.</div>
<div>Dave Connitt <br>
<br>
<div dir="ltr">Sent from my iPhone</div>
<div dir="ltr"><br>
<blockquote type="cite">On Apr 7, 2021, at 5:41 PM,
DAVID MASSEY <<a href="mailto:dave1massey@cs.com"
target="_blank" rel="noreferrer"
moz-do-not-send="true">dave1massey@cs.com</a>>
wrote:<br>
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<div> <font size="3">I went the band-aid route on
my TR3 for the same reason. But the right way
is to get a machinist to shorten the pushrods.
BPNW sells short rods for the TR6/SC engine but
at that time they didn't have any for the
wet-sleeve engine.</font><br>
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<div> <br>
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<div style="clear:both"><font size="4">Dave </font><br>
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<div
style="font-family:arial,helvetica;font-size:10pt;color:black"><font
size="2">-----Original Message-----<br>
From: Cliff Hansen <<a
href="mailto:cliff_hansen@outlook.com"
target="_blank" rel="noreferrer"
moz-do-not-send="true">cliff_hansen@outlook.com</a>><br>
To: list Triumph <<a
href="mailto:triumphs@autox.team.net"
target="_blank" rel="noreferrer"
moz-do-not-send="true">triumphs@autox.team.net</a>><br>
Sent: Wed, Apr 7, 2021 4:23 pm<br>
Subject: [TR] Advice on high compression head<br>
<br>
<div id="m_5256231747994726540yiv4309632913">
<div>
<div>
<div>The telenovela “What’s going on with
this 4A cylinder head” has developed a
new plot twist.</div>
<div> </div>
<div>The head, after cleanup, measures
3.21” from bottom to the surface for the
valve cover gasket. Stock is 3.330 (if I
got the number correctly). Some PO cut
0.11 off, because only 0.010” was
removed in this round of clean up. Now I
can see an explanation for the
persistent pinging I’ve dealt with over
the last few years (head has been milled
so compression is high, material near
intake valves has been thinned,
increasing likelihood of hot spots – I’m
getting this from Kastner’s preparation
book), which I had thought was due to
leaking intakes, carb shafts, or
operating at higher altitude.</div>
<div> </div>
<div>As is, I can’t use this head because
there is not enough slack in the valve
train to give 0.010” clearance on
several valves. I didn’t notice before,
but now that I am looking, all the valve
adjusters were nearly backed out all the
way.</div>
<div> </div>
<div>Looking for advice from the list: is
there any reasonable way to use this
head?</div>
<div>- I’d prefer to reduce compression
but don’t see any reasonable way to
accomplish that. I called GasketWorks
and he gently discouraged me from
getting a custom thick head gasket,
saying instead I’d be better off finding
a head which had not been milled so
much. </div>
<div> - Shimming the rocker pedestals to
get valve clearance feels like a bandaid
which certainly won’t address the
pinging (assuming that the pinging is a
result of the shortened head).</div>
<div> </div>
<div>Would appreciate any advice on the
way forward.</div>
<div> </div>
<div>Cliff</div>
<div> </div>
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