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Author Topic: Team Go Dog, Go! Modified Partial Streamliners  (Read 566615 times)
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wobblywalrus
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« Reply #3045 on: February 16, 2018, 11:35:09 PM »

The new bolts are used with new bearing shells for the first trial.  Prussian blue is spread on the housings and the bolts are tightened down to Triumph's original torque spec.  The cases are taken apart and the shells are removed.  They are not seating correctly.  There are two big problems with this.  One is poor heat transfer from the shells to the case.  The other is extra openings to bleed off oil and this lowers the oil pressure at the rod big end.

The process is repeated with Triumph's latest tightening procedure which is pre-torque followed by degree of turn.  The shells seat when the new procedure is used.

The flaking on the rod big end shells happened when I was using the old torque specs with 10W-40 synthetic, and uncoated shells.  The distress was reduced last year by using coated shells and thicker oil.  Hopefully the new uncoated shells combined with the thicker oil and the latest bolts and torque specs will eliminate rod big end bearing distress.


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charlie101
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« Reply #3046 on: February 17, 2018, 02:45:20 AM »

Wow. That makes a difference. Thanks for showing the research, method and result! I find it always interesting!

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wobblywalrus
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« Reply #3047 on: February 18, 2018, 10:48:11 AM »

The leap from qualitative to quantitive reasoning could not be done.

Qualitative:  The rod big ends can be honed to larger inside diameter to make room for bearing shells with polymer coatings.  Heat transfer from the shells to the rods and the resistance of the shells to spinning in the big ends are somewhat dependent on crush.

Quanitative:  How much crush does it have now?  How much does it need to be?  How much bore enlarging will be too much?  All of this is needed to verify if the big ends can be enlarged.  I could not find any info about how to do this.

Qualitative:  The crankcase is made from a metal that expands thermally twice as much or more than metal used for the crankcase bolts, bearing shells, and the crankshaft.  Hot running clearances might differ than cold clearances when the engine parts are measured in the cellar.  Some allowances may need to be made.

Qualitative:  This needs to be figured out.  Again, I could not find the procedures to do the measurements and the math.

The end result is simply doing what Triumph did and that is using late model bolts, bearing shells and tightening procedure.  The last was modified slightly using recommendations from the Triumph flat track engine builder.  It would have been a big mess if Triumph did not do what they did and I was on my own to figure out a solution.  It was a humbling experience.
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WOODY@DDLLC
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« Reply #3048 on: February 18, 2018, 12:28:57 PM »

WW, another useful source if you haven't found it: http://www.kingbearings.com/technical-info/

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All models are wrong, but some are useful! G.E. Box (1967) www.designdreams.biz
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