Here's the place to chat about all things classic. Also includes a feedback forum where you can communicate directly with the editorial team - don't hold back, they'd love to know what they're doing right (or wrong of course!)
sierra3dr wrote:...I suspect when doing valve clearances,it will be touch better
'Fraid not. Still shims and buckets but as the same cam opens one exhaust and one inlet valve per rotation so the adjustment at the direct (inlet) end of the rocker arm could be spot on even if the one at the other (exhaust) end were wide or short of tolerance and - think about it - increasing the thickness of the shim on an exhaust valve would decrease the clearance at the inlet end so it can be a lengthy and frustrating process for anyone who's only ever done the 8 valve ones in 99s and Dolomites/Stags.
J "Home is where you park it", so the saying goes. That may yet come true..
back in the day (about 1979) had a one owner serviced by BL from new 74 Dolly sprint, ate water pumps untill I fitted a compertition one, went to do a head gasket and one of the steel studs had corroded through the ally head into a water way and to avoid a new head an engineering friend cold pressed in a steel sleeve into the head that worked untill it then dropped its thrust bearings on the M1 and the engine was scrap by the time I pulled over. Oh and at the time I worked as a mechanic at a BL dealership in the work shop so it wasnt lack of knowledge on the service needs of the model. Put me off Triumphs for life - that is untill I got a TR6 about two years later but that another story.
aha...you see this is where it shows that I don't have hands experience on Classics. I'm only acquainted with Ford Cologne and OHC(pinto) engines. Just been educating myself http://forum.triumphdolomite.co.uk/viewtopic.php?t=8984
JPB wrote:so it can be a lengthy and frustrating process for anyone who's only ever done the 8 valve ones in 99s and Dolomites/Stags.
sierra3dr wrote:Oh lovely. You might be able to write an article of those fond memories
Yes I might, I guess I was lucky that I caught the tail end of the old BMC/BL period when we still had loads of cars in for servicing like the 1100/1300, Austin Healys, MG,s back to the Magnets lots of sixties Jags Rovers and Triumphs even back to a Renown that used to belong to an old chap and would turn up for a service every six months. I do recall doing the PDI on the last P6 that we sold a white 3500s with black vinal top and one of the special orders on the car was fitting the spare wheel carrier on the boot lid and I remember the last XJ6 coupe which sat in the show room unsold for six months as no one wanted a discontinued model mind you with the poor paint job it had with visable runs all over it you could see why such was the poor standards comming out of Leyland at the time, I might put all this in a new thread some time.
