Am wondering if the entire system described in Triumph Service Bulletin 324 for the 69/70 push rod tubes with internal O ring, different tappet blocks, "wedding bands" etc cannot simply be retrofitted to a 66 model TR6?T120 Engine DU 33XXX
My block is an E6305 (I believe this is identical to E6304) this seems correct for the swap. I would need new tappet blocks E9252/3 and I already have t a set of tubes E9349and "wedding bands" in my stock.
I realise my head E3925 (stamped 67 date) would probably have a slightly different seat for the later E9349 tubes which take an top O ring in place of the white silicone square section ring, but IMO O rings under compression generally seal perfectly against a flat surface. The height of the later pushrod tube and earlier E600 (which is correct for 66/67) from bottom to the top lip is almost identical, such that jiggling with various thicknesses of top O ring and bottom silicone square section seal would get me to my magic 0.040" 'crush' before tightening.
Am wondering if the entire system described in Triumph Service Bulletin 324 cannot simply be retrofitted to a 66 model TR6?
Given enough time and money, anything can be made to fit anything.
But why would you want to? The pre-'69 bits work as well/badly as any of the collections Meriden devised; the reason for Service Bulletin 324 was the original '69 collection turned out to be a balls-up; the triples had the pre-'69 prt sealing parts throughout the range's life; tG no-one thought it was a good idea to inflict the '69-on collection or modifications on them.
Re: Using Bulletin 324 Components on 1967 TR6?
[Re: Peter Gee]
#701972 07/16/1711:18 pm07/16/1711:18 pm
What Stuart said - why would you want to? There are enough issues to work with, without 'manufacturing' more.
In my experience of the 67 motor, any oil that does come out is not coming out of the pushrod tube seals.
Rather, the gasket surface on the rocker-boxes is very thin around the inside of the hole for the head stud. No reason why it should be - the gasket face on the heads is a consistent 3/16" (5mm) or so, and most of the gasket face on the rocker-boxes is nearly that wide. So, you end up putting 25 foot-lbs through about 1/16" of aluminium, onto a composite gasket, which won't stand this (or if the stud hole has clearance, then there's even less mating surface than the rocker-box allows). Oil then runs down the studs and comes out at the head joint.
I had the gasket face made wider at the thin point with some short beads of aluminium weld, and cleaned the face up. I also got copper rocker-box gaskets (same part number, C suffix), to handle the head studs better.