RUNNING
ADJUSTMENTS
Various adjustments are necessary from time to time in order to keep the
mechanism in efficient running order. The periods between depend largely
upon the manner in which the car is used and no definite time
can
be given here
for carrying out these corrections. The car should be examined however
every 6,000
miles (10,000
km.)
and any adjustments which appear necessary
can then be made (see page
35).
ENGINE
Decarbonising and
Valve
Grinding
It is recommended that the cylinder head be removed for decarbonising and
valve grinding after the first
5,000
miles
(8,000
h.).
This is chiefly to give
attention to the valve seats, the metal of which becomes stabilised during
this
period. Thereafter it will be found that decarbonisation will be required
only after a period of about
20,000 miles (32,000
km.).
Providing that the en-
gine is running satisfactorily after this period and that
each cylinder gives
a
normal compression, showing that the valves are seating reasonably well, it
is
much better to leave it alone.
The grinding of the valves becomes necessary in order not
only to increase
the efficiency of the engine, but
to prevent a badly seating valve becoming worse
and getting burnt.
We recommend that the work should be carried out by the skilled
mechanics
at your nearest Triumph Dealer. For those who desire to do this work them-
selves, the main points to watch are
outlined below:
The procedure of turning the crankshaft in o
will
"
break
"
the seal of the cylinder head sh
this design of engine.
Once the cylinder head has been removed it is important that the
crank-
shaft is not rotated unless the cylinder sleeves are firmly clamped down
against their
seatings. This
can
be accomplished by using two tubes and
washers fitted over the cylinder head studs marked
4
and
5,
Fig.
15,
to overlap the adjoining cylinder liners, each being secured with a
cylinder head nut. If this precaution is not observed the sleeves may
rise, with consequent risk of water leaking into the crankcase after
assembly. On removal of the head and withdrawal of the push rods,
the passage ways in the
block
leading to the camshaft and thence to the
crankcase and sump must be sealed off with a clean sag or
masking tape.
The same applies to the rocker shaft
oilway, both in the head
and the block,
to prevent the entry of carbon particles which could do serious harm
to
the engine.
A
stick of soft solder is the most suitable tool for removing the carbon. On
no account should emery cloth or sandpaper be used.
It has been found advantageous to remove the tappets and clean the insides
just prior to refitting the cylinder head to
ensure that any chips of carbon
which
may
have fallen into the chamber
are removed from the push-rod
seatings.
25
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