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About astontr6

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  • Location
    Burnham, Bucks.
  • Cars Owned:
    1973 TR6 from new.

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  1. astontr6

    Knock knock

    Hi Tim, My TR has had an oil cooler fitted from new but it has also a non return valve fitted in one of the flexible pipes, known as a flapper valve along with the spin on adaptor/filter. I have never had any knocking on start up! Even with the engine not started for months? You can get drain down from the oil pump, is this your problem? Bruce.
  2. Hi Waldi, I bet that very few if any use a relay to operate the Wosp Starter Motor??? Bruce.
  3. Hi Waldi! That's what their spec sheet says, this what I queried, as already stated but when engaged it then drops down to 11 amps. Bruce.
  4. Hi Paul, I would get onto WOSP direct to see if they will put a new power fitting on for you, if you send the motor back to them or take it back ! I have found them very helpful when I had a problem with the klick and lock plug. The hard part was to find out where they were in the UK, see below: Luke Motor sport.Unit 8 Anglo Business Park, Seaton Close, Aylesbury HP19 8UP Tel; 01296415044. My ignition S/W burnt out due to the supply current required to activate the solenoid. When I was at WOSP, I asked for a data sheet on my Starter Motor to my surprise the Start/pull current to the solenoid is 41 amps? I queried this and they said that this was correct and you should always use a relay? But it does not tell you that in your fitting instructions? I have now corrected this on my car!!!! Bruce.
  5. astontr6


    Hi Mark, I agree with Sean! Are you sure that the M/S pipe from the bulk head to pump is not blocked or restricted or the M/s pipework through the bulk head, as this fitting rots and collapses. I have had problems in that area in the past, and would only use s/s replacements now. Lastly make sure that the heater valve is fully open in the open position? Bruce.
  6. Thanks Derek, that is exactly how my Radiomobile was fitted in 1973! Bruce.
  7. I did a trial test on a Vickers hardness M/C. It appears to me that the shaft was case harden( 50+VPN) and the hardness layer was not very thick maybe under 007" thick. If Moss are selling shafts that are not heat treated i.e.natural, this will be another job for Roger. I have not replaced my original shaft but it is worn. 


    1. michaeldavis39


      Thanks for that information Bruce. Im the one thats currently selling a spare rocker shaft complete with rockers on Ebay- after what you have told me if it doesnt sell this week i will keep it and refurb the rockers as there is hardly any play in the shaft - i cant believe that after having 5 people watching it for the past week that no one even bidded on it- perhaps they think its junk like most of what is sold on the bay but ive never sold junk - who knows anyway once again thank you very much for the information.

      Best Wishes


  8. That Zinc alloy block is a night mare, I had all the threads on my 6 in a poor state. I re-did them in UNC with Heli-Coils and deeper. On the set screws, I used very heavy washers made out of 3mm steel to cut down distortion on the timing cover. No leaks so far! But of course I was taught that soft metals require course threads. Then I found out that TR GB remake the blocs in Mild Steel, which is the way to go as they will take more torque on the threads. This is a major leak area on a 6. Bruce.
  9. You would be very foolish to do away with the recesses as they were put their to use the later Payen or Coopers( OEM) design gasket to stop compression leakage which was based on formula 1 fire ring design with the strengthen block to give far better sealing as against the original design. BL had a lot of warranty claims for this problem. During the development of the later design I was an apprentice toolmaker and helped with the modification of the original tooling. The later design of gasket will not seal properly with a flat block that's why the recesses (counter bores) were put there!!!! In my view you could argue that the old design flat blocks should be counter bored to use the later design gasket. Bruce.
  10. But the real issue for me is was the original BL shaft hardened as I believe that it was but have not tested it yet but I will check its Rockwell hardness . If it was not I would suspect that it would have been made from a high grade tensile steel. I my experience Moss have a very bad record on harness, you only have to look at the saga on lay shafts which went on for 25 years before they got the message. It was me that sorted that out? Bruce.
  11. Hi Jochem, I am surprised that the standard Moss shaft is not hardened but their Triumph Tune catalogue shows one as an alternative!. Also surprised that the rockers bores are not reamed to size? But then again this is Moss quality again ? Something that I have complained about for 25 years! The TR shop sell a complete assembly, has this a hardened shaft? Does anyone know? Roger I think that is another job for you on the quality Team. Bruce.
  12. PS. I assume that your car has an A type overdrive which is known for its harshness of engagement and Laycock modified this action at least 3 or 4 times. Are you certain that your OD is as original spec. and has not been changed backwards??? That is why BL went over to the J type.as Volvo did not like the A type, Laycock's biggest customer. Bruce.
  13. Hi Gavin, My OD unit was rebuilt by ORS in the UK and I believe that the engagement pressure can be adjusted and I know that ORS have a test rig to do this. I think that you would be well advised to phone them as they are very helpful and are ex Laycock and ask for Peter. I see that you are in NZ but that call could save you a lot of aggro!!! Another point if you use engine oil SAE30, I assume that it is not a gear oil? You run the risk of the engine oil starting to break down and form a sludge type mess which blocks up the oil ways in the OD. I have seen this a number of times where TR owners suffer this fate, which turns out into a very expensive exercise. If you want to use engine oil only use mini oil which was also designed for gearbox use as it has hypoid additives in it, as a TR has hypoid cut gear teeth. Tel. 01142 482632, email: info@overdrive-repair.co.uk Good Luck, Bruce.
  14. Hi Nigel. I worked for a Gasket company called Coopers Mechanical Joints Ltd for the OEM market, you will known them as J Payen Ltd for the after market, same product off the same tooling. The blocks and cylinders heads were not very rigid on CP engines, hence this is why they were strengthen and fire rings added as per formula 1 car engines which they also made. There were too many warranty claims. I would always prefer a CR engine especially a very late one as it had the last of the BL mods. But I am not certain that they cured all the problems!!! Bruce.
  15. astontr6

    Gearbox Noise

    Hi Ross, The favourite problem in the TR gear box is whining in the first 3 gears then disappears in fourth as the gear box goes into direct drive. This is usually caused by the lay shaft needle rollers going through the hardness layer on the lay shaft, My car suffered from this after 96K and 44 years of use. I had the gearbox/od rebuilt by ORS who also did the Stag mod to my lay gear by adding another needle roller to cure this known problem on a more permanent basis. But be warned there has been years of soft replacement layshafts being sold by the usual suspects which ended up in me having a big row with Moss who in my opinion were the main supplier of soft layshafts as they had sold me one which I had tested for hardness v my old original one in a non used area. There also have people on this Forum who suffered from soft lay shafts which have failed within 500 miles and examples of where the gear box guru has been caught out!!!! Bruce.
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