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About JohnD

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    Loves monkeying with his car

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    Serial Vitesse racer
  1. This isn't a dig at our American cousins, far from it. I'm sure that many new Triumph owners in the Uk would not know what "fuse wire" was! The origina post was on the 19th April, so it can't have been Fooling! https://www.triumphexp.com/phorum/read.php?8,1527360 To understand what was meant you need to go to this link, and the Janspeed vidoe No.4, just after one minute in: http://gerardsgarage.com/Garage/tech.htm And it's an interstisng idea! Triumph owners, especiall the six cylindered, and after being bored out, fear gasket failure between cylinders. This dodge comes with the authority of Janspeed and David Vizard himself, so can't be discounted! John
  2. That reminds me, Roger! I have used your standards and labelled all my micrometers with a correction factor. Now I can measure to one thou from one to six inches, and reliably! I'll. Return your little devices, with thanks! John
  3. Trigger Wheel Mounting Vitesse

    Oooh! Yes! Just went to my Start button or the W10 equivalent, found Excel and clicked on it - and got the same "not configured" message. My W10 has lost Excel! And Word!! And PowerPoint!!! I went online to Microsoft, and thier chatline, and they have reinstalled Office for me. That's one advantage of their leased programmed concept - I don't have to struggle with CD-Roms anymore And yes, I see the Excel spread sheet now - it'll need some detauled reading. Thnaks t=for thr tip. John
  4. Trigger Wheel Mounting Vitesse

    Thanks, Alan! My PC downloads am '.xls' file . But oh, horrors: Error message "The operating system is not presently configured to run this application" I told my PC to shut down this AM while I went away; came back to find it still "Shutting down". Had to use the hard reset, of holding down the on-off button to get to do anything, which was shut down with a big loud click. After an hour's rest, it took ages to restart, with the hard disk being hammered 100% of the time, a common restart phenomenon these days. In Task manager, nothing was using the disc that mhuch. And now this. Is It cursed? John
  5. I've just realised that Club Triumph, ever the "Club That Does" has organsied a Coast-to-Coast Drive, from Anglesey Circuit to Southwold in Suffolk, overnight this Saturday/Sunday! To coincide with Drive-It day. What a great idea! Well done, CT! An addition which I hope will happen again to join your RBRR and 10CR runs as classic events! The route and details are at: https://club.triumph.org.uk/menu/18746/item/598361/view?messagepage=1#num3 John
  6. ebay

    If you have something worth a significant amount, or want to canvas a wide market, try eBay, but sometimes there are things that are worth little, but may be valuable/useful to a few people, like Triumph parts. Rather than bin them, if I've found a 'buyer', say through here or another site, I've been happy to send it, for the promise of a donation to charity. You lose a little, but consider it as part of the donation? OR, there is the Buy & Sell forum, here: http://sideways-technologies.co.uk/forums/index.php?/forum/30-wanted-or-sale-cars-parts-and-spares/ JOhn
  7. Not yet, Steve! Still have to develop the testing rig! As my cousins will say, "Softly, softly, catchee Great Ape" John
  8. Right, link to here inserted on the Technical Articles thread. Looking forward to some criticism please! John
  9. You may recall, I asked people to contribute to this survey earlier this year. I can now publish the results and have done so on the "Technical articles and Reviews Forum" But apparently, that is restricted in some way - it was originally the private publishing site of Dave Sideways himself, and while I can put things there, there are still some restrictions. I posted a Word document there but others couldn't read it, so put the report in as a plain post, asking for comments - and others can't reply there! SO! Please go and have a read at http://sideways-technologies.co.uk/forums/index.php?/topic/7830-survey-on-crank-damper-pullies/&tab=comments#comment-103143 And post your comments here? Thanks! JOhn
  10. The Real Triumph Rocker Ratio

    Thank you, Alan! If I had realised the depth of your expertise in forecasting, I don't think I would have ventured a comment! And as you say, the variation on ratio across the range is a fascinating phenomenenon. Given the action of rocker on valve stem, while the rocker rotates about a fixed shaft, I expected a change but one that varied as a sine wave, as the absolute distance from contact point, either push rod or valve stem, to rocker shaft varies with angle. But yopu have proved otherwise! John
  11. I'm told that despite that link seeming to work fine for me, it is a delusion and it just opens the file from my own PC, and is unreadable by others. So here goes for it as a post. As I feared, it suffers in terms of layout and format, sections in bold or underline that I can't correct, but I think it's readable Please go to to comment. as there are some restrictions here in this special forum - of whihc I was unaware! JOhn Introduction A reciprocating engine is subject to different types of vibration. The crankpin is inherently unbalanced, so web extensions in the opposite direction to the journal can achieve static but not dynamic balance, as the shaft spins and journals in different planes cause a twisting moment about the shaft. The crank will also be subject to primary and secondary vibration due to piston movement. The piston accelerates at each end of its stroke, reacting against the crank, and that motion is faster at the top than at the bottom of the stroke, so that secondary vibration occurs twice as fast as primary. The straight-six engine is the equivalent of two three-cylinder engines with all those forces opposing each other, so that it is uniquely smooth running, but the longer crankshaft allows torsional vibration to become important. As each piston descends in the power stroke, against the load or just the inertia of the rest of the drivetrain, it bends the journal on the main bearings of the crankshaft, which rebound and oscillate in the same way as a struck tuning fork, at the ‘natural’ frequency of the part. A vibrating tuning fork will cause another of the same size to resonate, at the same frequency as the first. If the input frequency into the journal is the same as its natural frequency, then it will resonate, amplifying the vibration. Resonance can shatter a wine glass at its resonant frequency, and there may be several “critical speeds” at which a crankshaft will resonate with the frequency of firing strokes. Torsional vibration dampers absorb the energy of vibration and dissipate it as heat. There are many different designs, which depend on: Viscous friction Solid Friction Fluid viscosity Tuned elastomer mass dampers The last is most commonly used for production car engines, as it can be made cheaply, is relatively light in weight and requires no maintenance. Survey of crank damper pullies A survey was devised and placed on the website Survey Monkey. It was publicised via websites and message boards in the UK and America, and on Facebook pages, all devoted to the Triumph marque. Users were invited to visit the survey and complete it. The purpose of the survey was to find a denominator for the incidence of failed crank damper pulleys in Triumph engines. To promote compliance, it only contained five questions, four factual and a last question on their opinion if the broken crankshaft was due to the faulty damper. The Survey ran from the beginning of January to the end of February 2018. A total of 207 owners responded to the survey. Results Q1. Duration of ownership Q.2. Models owned Q.3.Faulty crank dampers seen Q.4. Known fractured crankshafts Q.5 Opinions on cause of crank failure Q.6. Free Text This unstructured text box allowed responders to write what they liked. 109 responders offered opinions, difficult to categorise, but showing several had owned more than one Triumph for many years, rebuilding up to seven engines, all without any sign that the dampers were faulty. A rebuild involves finding TDC, to time the camshaft and ignition, so a faulty damper would be found if the builder compared that with actual piston position. Several commented that the outer edge of the rubber in the damper showed signs of deterioration, being swollen and cracked (see title page). Some had replaced the damper, either by having it rebuilt, with another, better looking damper or with a non-Triumph damper pulley. One had shaved off the swollen cracked edge, found the rubber beneath in good condition and used it again, with no apparent ill effect. Three commented that they had seen broken crankshafts, one twice, but they were in racing Triumphs. Another had seen one while the car was still under the manufacturer’s warranty. The last had seen one in an earlier Triumph, a TR3A, but that was an earlier, four-cylinder engine with no damper. Others commented on seeing faulty dampers on other cars, including the Volvo B21 red-block engines, Ford F150 V8 and Triumph Stag. Conclusion The owner who had seen a crank broken under guarantee thought that this might have been due to a faulty damper, but this seems unlikely so early in the car’s life. It is more likely to have been faulty manufacture of the crank, not deterioration through age. The survey showed that nearly two thirds of responders had owned one for more than twenty years, so their experience may be expected to be typical. However, they owned a range of those vehicles that is not in line with the known production figures: Model % Produced of Total % Owned in last 20 years Saloon 2L/2.5 66 14 TR5/6 19 51 GT6/Vitesse 15 35 The attraction of a “British sports car” as a preservation project in the TRs and less so in the GT6 and Vitesse models contrasts with how few of the saloons have survived. This, however is not relevant, as all these cars had very similar viscous rubber mass dampers, only varying slightly as the 2.5liter engines had wider pulleys Of those who responded, there were 41 (20%), known crank damper failures, and 32 known crank failures (16%), but only 12% of responders considered the damper failure as the cause of the crank fracture. They were not asked to amplify what other cause might have led to such a major malfunction, but despite the obvious association there are many other potential causes, and a list would have been only confusing. The opinion of experts, while not contradicting the experience of owners, contradicts each other and is not helpful in this matter. The statistics must decide, and that a fifth of the owners of surviving cars had known of a failed damper is a large proportion. The concern of owners on this problem is justified. However, the worried owner has no method of resolving his concern. Inspection of almost any used Triumph damper will show apparent deterioration of the rubber, but four out of five will still function adequately. A method of testing dampers is needed, to reassure owners, or to demonstrate that the expense of a new damper is essential. This project justifies further research to discover such a method.
  12. Do we need a new forum? After Alan's research on rocker ratios, I can offer mine on crank dampers. This project brought together my own interest and my need for one as a subject for the main assignment of second year at Uni. That paper is now complete, but I'll be grateful for the opinions of the Common Room of the Faculty of Sideways, that would let me polish it before submission next week. I've stripped out a lot of extra verbiage, references etc. to leave an explanation of the need for a crank damper, as I fear this isn't common knowledge even among experienced Triumpheros, plus the survey results and my conclusions. I've uploaded it as a Word document, as it's easier to keep the charts in place. Just click on the link and it should download to your PC. So, criticise away, please! John Survey of crank damper pullies - MsB version.docx
  13. The Real Triumph Rocker Ratio

    "Facts are sacred, but comment is free" I don't doubt for a moment your careful research, Alan, and the validity of your data. But to discuss what you have found, and how you have interpreted it. Here's another way of displaying your own data. Blue line, cumulative cam lift, brown, cumulative valve lift. I've posted a large chart, so that the linear trend line of the latter can be seen as a dotted line. As you say, the ratio over the whole range, is 1.51:1. But this display shows how little it deviates from that. You could chose other trends , which would deviate more, such as an exponential, but I see no evidence that this plot is anything but linear. This means that we can extrapolate the lines, by adding more cam lift steps and using the overall ratio to calculte valve lift. This simulates high lift cams, and by adding another 0.06 of lift in two steps, you would see this: No sign of dramatic drop off in extra valve lift, which I suggest you cannnot assume from your observations, but my assumption is that there will be no greater deviation than in the observed range. As usual, "More research is needed"! Oh, and I can't tell how you derived that highlighted "1.51" but an average of averages is a mathematical fallacy. You didn't use the Excel command "=AVERAGE(F8:F14)", as that gives the wrong answer of 1.42. The overall ratio in range is 0.363/0.240, which is 1.5125, or 1.51, as we are not interested in the miniscule. Small details are important, and as you say, if you want to change your cam, this is important. My next engine will have a high lift cam shaft - the first rule of research is that it should be verifiable and repeated, so I will follow your lead and see where we go! JOhn
  14. pinky

    Welcome, pinkey! Youll find plenty of mates here. John
  15. Ah! Now I see why "Shark's Tooth"! I would have thought those were more for dealing with wall wetting, by launching pooled fuel into the air stream. No idea why the angled plate, unless that was supposed to direct the flow at the lower side of the duct to drive fuel into the flow. But they are awfully like the many snake-oil "Fuel economy" devices that charlatans sell, like "vortex geneartors", along with pellets in the fuel or magnets or "fuel ionizers"! Were all production TR8s carburettor driven? And all sold to the USA, which by that time was getting emissions regulations? Did Triumph fit these, or are they aftermarket devices , like the charlatans' products? Here's a really good example of such a product, the FuelShark -showing how totally useless it is! AND, a video of a charlatan selling them! John