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captain_70s

Rusty Triumphs in Scotland - Pistons out - 07/09/19

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Well that makes Captains oil pump look brand new! 

 

 

1 hour ago, PhilA said:

 I think your main killer there would be mega low oil pressure once it warms up- if you don't care and just need it to get there then whang it back together, lap the valves in hard and stick the thickest treacle oil you can find in the sump and hope for the best, keep the throttle pressed as lightly as possible and the revs low.

 

--Phil

I think Triumphs generally have low oil pressure especially at idle once hot, it's why they never had oil pressure gauges, they had an ammeter instead where a third gauge was fitted. BMC stuff often had oil pressure gauges and they just make you paranoid. Worry gauges as a friend used to say. It is much better that you don't know! 

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11 minutes ago, Yoss said:

Well that makes Captains oil pump look brand new! 

 

 

I think Triumphs generally have low oil pressure especially at idle once hot, it's why they never had oil pressure gauges, they had an ammeter instead where a third gauge was fitted. BMC stuff often had oil pressure gauges and they just make you paranoid. Worry gauges as a friend used to say. It is much better that you don't know! 

Well, low as in none.. but there would be oil flow so as long as there's something stuck to the bearing surface it should be able tolerate light loading for a short distance

 

It would probably end up being one of those engines you put back together, expect to run 50 miles and it goes on until it's removed 5000 miles later in preference of something less worn out

--Phil

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On 9/12/2019 at 4:30 PM, Yoss said:

....I think Triumphs generally have low oil pressure especially at idle once hot, it's why they never had oil pressure gauges, they had an ammeter instead where a third gauge was fitted. BMC stuff often had oil pressure gauges and they just make you paranoid. Worry gauges as a friend used to say. It is much better that you don't know! 

Confucius say: Driver with one oil gauge, always know pressure. Driver with two oil gauges, never certain.

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4 hours ago, captain_70s said:

Christ, That looks like it was pumping sand...

That's a pump that's been run dry. Your pump looks like it's never been run dry but was pumping some very dirty oil for some time. 

Going by your pics and in your state of financial ill health I'd be doing the following. Rebuild the bottom end with all new shells, your shells are fucked but the journals don't look too bad. Use a proper assembly lube too go give everything a chance at first startup. Hone the bores and refit the pistons and rings as is. Replace all oil seals and gaskets. Refit any old head after lapping in the valves. Remember that the head of your original engine looked totally fucked but the engine was still running with that head when the bottom end failed.

That will give you a running engine that should last for a thousand or two miles. It might smoke and use oil but you'll have a running driving car again for probably under £100. It'll turn a liability into an asset and take a bit of pressure off you. Use it sparingly and you'll have a backup car for the acclaim for some time to come. If finances improve you can properly rebuild another engine and if they don't then you'll have a running driving fully legal car that's an asset that you could sell.

Two stories of knackered engines.

Mate #1 many years ago had an MG midget with knackered big ends. Shells worn out and journals miles out of spec. He got a full year commuting out of it by dropping the sump and lobbing new shells in it once a month for a whole year. It was still running like that when he sold it on. 

Mate#2 worked as a diesel fitter for the council. A bin lorry lost its sump plug at the tip and seized  solid and my mate had to rebuild it. It got new pistons and liners and my mate wanted to get the crank ground because it looked like a ploughed field. His boss refused because of budget and insisted he cleaned up the journals with emery cloth and just throw new shells in. This he duly did and much to his amazement that wagon ran constantly for the next three years without that engine having a single problem.

I have a honing tool if you need a hand cleaning the bores up. Just drop me a PM if I can be any help.

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21 hours ago, blackboilersuit said:

Mate#2 worked as a diesel fitter for the council. A bin lorry lost its sump plug at the tip and seized  solid and my mate had to rebuild it. It got new pistons and liners and my mate wanted to get the crank ground because it looked like a ploughed field. His boss refused because of budget and insisted he cleaned up the journals with emery cloth and just throw new shells in. This he duly did and much to his amazement that wagon ran constantly for the next three years without that engine having a single problem.

This was the sort of thing my late grandpa used to do. I remember helping him with OYM145Y a BMW E21 323i he brought back from Spain in 1992-ish (swapped his LHD BX for a the Beemer as UK reg & RHD); it started knocking and him and his best mate stripped the engine down at home, and refinished the crankshaft journals with progressively finer emery cloth, checking roundness with a micrometer to the next size down. It took them both about a week as I seem to remember they had to supervise me lapping the valves and a few small top end job. He used it for another year or so before PXing it against a new mingebag spec XM diesel, and was on the road until 1998.

Sorry for Fred Hijack

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1 hour ago, dozeydustman said:

This was the sort of thing my late grandpa used to do. I remember helping him with OYM145Y a BMW E21 323i he brought back from Spain in 1992-ish...

Also OT....my oul 635CSi was "OYM 71Y". Was your Grandpa's E21 supplied by Motortune Ltd. by any chance?

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38 minutes ago, Tadhg Tiogar said:

Also OT....my oul 635CSi was "OYM 71Y". Was your Grandpa's E21 supplied by Motortune Ltd. by any chance?

That I can't tell you. He moved to Spain in an Avenger in 1987, then in 1990 he bought a BX, and moved back to the UK in 1993 when he bought the 323i back, and first thing he did was have new plates made up.

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On 9/12/2019 at 2:44 PM, PhilA said:

Suggests #2 spent a good while not firing (or not firing well) and the thing was run mostly on 3. Do the rings rotate in their grooves on all the pistons? What does #2 bore look like compared to the rest? Could have been something as simple as a bad spark plug too.

I've not spotted anything noticeably different regards No.2's piston/bore, although I've not looked massively closely yet. The plugs that were in it consisted of three NGKs and one elderly Champion.

On 9/15/2019 at 8:28 PM, blackboilersuit said:

I have a honing tool if you need a hand cleaning the bores up. Just drop me a PM if I can be any help.

PM senterated.

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I came through Glasgow on the A82, I missed the Erskine Bridge turning, in the BX with a caravan. Didn’t see anything of interest until Outside Edinburgh, when two Cavaliers were spotted on the A720. Wasn’t too far from Annisland.

 

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There was a demo at brands hatch years ago . Two capris were drained of oil and sent out around the track...One had been treated with Slick 50 the other nothing.. One seized up after  half a lap but the Slick 50 car kept going for 20 laps before pitting. Then the shells were inspected, and the treated engine shells were better than new ,  Apparently..;-)

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15 minutes ago, Tadhg Tiogar said:

I looked at that photo again. Were you indicating right at the junction, or had one of your front marker lights failed?

Indicating right. The sidelights are so dim you'd not be able to tell they were on...

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