Landracing Forum Home
November 25, 2017, 04:21:54 AM *
Welcome, Guest. Please login or register.
Did you miss your activation email?

Login with username, password and session length
News:
BACK TO LANDRACING.COM HOMEPAGE
 
   Home   Help Search Calendar Login Register  


(Note: Donations are not tax deductible)







Live Audio Streaming and Archives of Past Events
Next Live Event: TBD
Pages: 1 ... 168 169 170 171 172 173 174 175 176 177 178 179 180 181 182 183 184 185 186 187 188 189 190 191 192 193 194 195 196 197 [198]   Go Down
  Print  
Author Topic: Team Go Dog, Go! Modified Partial Streamliners  (Read 521571 times)
0 Members and 1 Guest are viewing this topic.
wobblywalrus
Hero Member
*****
Offline Offline

Age: 64
Location: backwoods Oregon
Posts: 4451





Ignore
« Reply #2955 on: November 24, 2017, 10:56:35 AM »

This post is for anyone who does this crank conversion.  Triumph changed the engine breathers midway in the Bonneville series.  The crankcases and side covers changed as well as the breather itself.  A part of the breather is attached to the end of the crank.  Some part number research shows that the crank part number was the same before and after the breather change.  This morning I verified this.  The scrambler crank with the chipped gear is a 2014 270-450 crank and the one in the picture is a 2003 360-360 one.  The ends measure to to be the same.  The picture shows an end.  The parts needed for the conversion are the staggered crank, the two balancer shafts, a flywheel with staggered ignition triggers, an ignition module programmed for staggered firing order, and two appropriate cams.  The two different cranks will work with either style of breather.   


* 2018 Build 027.JPG (320.55 KB, 1280x960 - viewed 20 times.)
Logged
wobblywalrus
Hero Member
*****
Offline Offline

Age: 64
Location: backwoods Oregon
Posts: 4451





Ignore
« Reply #2956 on: Today at 12:01:01 AM »

The left cylinder rod bearing shells have always been problematic.  The babbitt flakes off the shell.  Custom "Top Loader" rods were installed so I could renew the rod shells every year without tearing the bottom end apart.  It was a pain in the arse and I was really worried about it with the new motor.  The new engine has 600 rpm higher redline and puts out 20 more horsepower.

Used rod shells were sent in to an industry expert.  He told me to set the journal to shell clearances between 0.017 and 0.022.  He also told me to have the shells coated.  Polydyn was one of the recommended sources and they did the shells.  He also mentioned some different brands of oil.  Joe Gibbs was one and that is what I chose.
 
The motor was ran at B'ville and did a lot of dyno pulls.  Close inspection of the shells shows that these changes did not completely cure the problem.  They made a vast improvement, though, and the issue is maneagable.  Hopefully the problem will go away with the new crank.

Coating the bearing shells and using the recommended oil are now standard operating procedures.         
Logged
Pages: 1 ... 168 169 170 171 172 173 174 175 176 177 178 179 180 181 182 183 184 185 186 187 188 189 190 191 192 193 194 195 196 197 [198]   Go Up
  Print  
 
Jump to:  

Powered by MySQL Powered by PHP Powered by SMF 1.1.21 | SMF © 2015, Simple Machines
Simple Audio Video Embedder
Valid XHTML 1.0! Valid CSS!


Google visited last this page November 24, 2017, 10:01:22 PM