Thanks for this series of videos, Chris. I didn't realise how much the quality of the honing process affected the bedding-in of the rings. I thought a hone was a hone. Thanks for the heads-up and, boy, do I understand your frustrations in working with these machines. I look forward to seeing this beautiful bike fired-up and running smokeless.
Classic motorcycles generally have a coarser hone as the rings are cast iron and cut their way through the rough edges of the hone to bed them in. More modern vehicles have much finer hones as they use steel rings (I think).
@@Chris.rooke150Aged 18, I aquired a 1967 T120 in 1981 and immediatlely had it rebored (dropped valve problem). I had no idea what I was doing but the local Triumph dealership (Rayners Lane, Middx) sent the block away to their trusted engineering company. It was returned to me with what looked like a fairly course hone and a pair of genuine Hepolite 9:1s. With minimal tools, and still some damage in the combustion chamber, I bolted it all back together. With Campbells silencers and balanced downpipes replacing the 1.75 inch straight-through Mac's I inherited, and running the original 389 Monoblocs, this bike ran very sweetly, and extremely quickly! Soon after that triumph, I was taking a mate, as pillion, up to Birmingham Uni to visit my bro and sample the delights of the Students Union bar. 40p a pint, probaby. All went well. Folks were interested in this 'classic' bike that was, maybe, 16 years-old at that time. Some, I took for a quick spin 'around the block'. I remember one chap asking me where had I purchased the tank badges (these were wrong for the year) and I told him they came with the bike. This was, of course, pre-internet when people were desperate to find stuff that was difficult to locate. So, party over, it was time to head back down the A41 towards London. The old banger was on song, until it wasn't. I had rebuilt this engine and thought I knew everything about it but couldn't account for the sudden loss of power and then resurgence of power that nearly threw my pillion passenger off the back. Imagine 15hp and 45hp kicking-in intermittedley. Nightmare. I didn't know what was going on. Eventually, the engine ran on just the one cylinder and we struggled back the last 80-90 miles with unburned petrol washing through one of the bores. Various hairy bikers jiggled the points gaps at some service station but to no avail. Ultimately, it was a failed Champion plug cap that had nearly tossed off my passenger.
Not far off now. Obviously in real time this took place previously, but you can feel the apprehension in your voice. Fingers crossed the smoking is cured.
That doesn’t sound too promising for a success in the next episode.☹️ How frustrating, annoying, time consuming & expensive!😱. Bring out the Honda!lol.😂
Hi Chris, Just been watching your video on T160 reassembly You mention weld seal. Where can you get it from. Did you do a video that covers push rod tube seal assembly Think I've got a similar oil leak on a T150 I've got, but might be tube seals. Cheers Neil.
If you suspect your pushrod tubes might be leaking then use X ring seals on them, also known as Cross ring seals, available from LP Williams. Stag Wellseal (gasket sealant) is generally available in the UK, but harder to track down in some other countries. Good luck.
As the Trident is so renowned for smoking due to bad rings, and as it happened to me before, and as I'd never had smoking caused by any other problem I just assumed that the problem was the rings. Also the valve guides, valves and valve stem oil seals were all replaced first time round. Easy to be wise with hindsight.
Right. I just caught the last caption "Oh, how prophetic those words would turn out to be!!!" If Chris has re-honed the barrels and fitted yet more new rings, the smoking gun has to be the valve stem/valve guide clearances on the outer cylinders. That, of course, is assuming the valve guides are sound within the head.
@@DaveFiggley I read that too on the last slide........he must just have it running as he edited the vid........guess the head shall come off again for guides/valves.........have to revisit the original vid to recall the cyl head status.
Thanks for this series of videos, Chris. I didn't realise how much the quality of the honing process affected the bedding-in of the rings. I thought a hone was a hone. Thanks for the heads-up and, boy, do I understand your frustrations in working with these machines.
I look forward to seeing this beautiful bike fired-up and running smokeless.
Classic motorcycles generally have a coarser hone as the rings are cast iron and cut their way through the rough edges of the hone to bed them in. More modern vehicles have much finer hones as they use steel rings (I think).
@@Chris.rooke150Aged 18, I aquired a 1967 T120 in 1981 and immediatlely had it rebored (dropped valve problem). I had no idea what I was doing but the local Triumph dealership (Rayners Lane, Middx) sent the block away to their trusted engineering company. It was returned to me with what looked like a fairly course hone and a pair of genuine Hepolite 9:1s. With minimal tools, and still some damage in the combustion chamber, I bolted it all back together. With Campbells silencers and balanced downpipes replacing the 1.75 inch straight-through Mac's I inherited, and running the original 389 Monoblocs, this bike ran very sweetly, and extremely quickly!
Soon after that triumph, I was taking a mate, as pillion, up to Birmingham Uni to visit my bro and sample the delights of the Students Union bar. 40p a pint, probaby.
All went well. Folks were interested in this 'classic' bike that was, maybe, 16 years-old at that time. Some, I took for a quick spin 'around the block'. I remember one chap asking me where had I purchased the tank badges (these were wrong for the year) and I told him they came with the bike. This was, of course, pre-internet when people were desperate to find stuff that was difficult to locate.
So, party over, it was time to head back down the A41 towards London. The old banger was on song, until it wasn't. I had rebuilt this engine and thought I knew everything about it but couldn't account for the sudden loss of power and then resurgence of power that nearly threw my pillion passenger off the back. Imagine 15hp and 45hp kicking-in intermittedley. Nightmare. I didn't know what was going on.
Eventually, the engine ran on just the one cylinder and we struggled back the last 80-90 miles with unburned petrol washing through one of the bores.
Various hairy bikers jiggled the points gaps at some service station but to no avail.
Ultimately, it was a failed Champion plug cap that had nearly tossed off my passenger.
The good thing is, all this tension is good for the viewing figures! Subscribed 😀
😂😂😂
First start engine fires up , two burly blokes on the seat , straight off the stand and a 100 mile ride around the peak district !
😁😁😁
Chris,
I'm wondering if you could tell me what piston clearance you have on your Trident engines you build.
Thanks
To be honest I'm not quite sure. I tend to leave that to the engineers who do the reboring and honing for me.
Not far off now. Obviously in real time this took place previously, but you can feel the apprehension in your voice. Fingers crossed the smoking is cured.
Don't be too optimistic...☹
That doesn’t sound too promising for a success in the next episode.☹️ How frustrating, annoying, time consuming & expensive!😱. Bring out the Honda!lol.😂
@@Chris.rooke150 oh no!!!!!
Hi Chris,
Just been watching your video on T160 reassembly
You mention weld seal. Where can you get it from.
Did you do a video that covers push rod tube seal assembly
Think I've got a similar oil leak on a T150 I've got, but might be tube seals.
Cheers Neil.
If you suspect your pushrod tubes might be leaking then use X ring seals on them, also known as Cross ring seals, available from LP Williams. Stag Wellseal (gasket sealant) is generally available in the UK, but harder to track down in some other countries. Good luck.
Why not check valve guides, seals (if fitted) and the head casting for porosity before bolting it back together?
As the Trident is so renowned for smoking due to bad rings, and as it happened to me before, and as I'd never had smoking caused by any other problem I just assumed that the problem was the rings. Also the valve guides, valves and valve stem oil seals were all replaced first time round. Easy to be wise with hindsight.
@@Chris.rooke150 a quick look on the triumph forum offers many possibilities for a smoking T160. I hope you've nailed yours.
Right. I just caught the last caption "Oh, how prophetic those words would turn out to be!!!"
If Chris has re-honed the barrels and fitted yet more new rings, the smoking gun has to be the valve stem/valve guide clearances on the outer cylinders. That, of course, is assuming the valve guides are sound within the head.
@@DaveFiggley I don't think he's fired it up yet to find out.
@@DaveFiggley I read that too on the last slide........he must just have it running as he edited the vid........guess the head shall come off again for guides/valves.........have to revisit the original vid to recall the cyl head status.