TR6 TR6 Valve Springs

[Hap Waldrop]

It looks like that is correct. I would still like to find mine, as I seem to remember them coming out all the way. But TRF does use the shims as shown here:

TRF Head Rebuilding

Yeah it looks like they make a collar if you will, that locatse the inner spring on the bottom, and/or locates the ID of a given shim, the shim on the Rimac valve spring tester looks alot like the ones used on MG 1275, which has a large ID, so the homemade collar would locate that shim and keep it in place and centered. I done the same sort of thing on Spitfire race heads using aftermaket race valve springs, but with the TR6 stock valve springs, the inner spring is just barely larger than the valve guide's OD, hence no way to use a inner spring locator like the one pictured in TRF site. Not that I needed to see it, but the TRF site did confrim the seat pressues I'm looking to get.

 

[Hap Waldrop]

The camshaft used in this engine is a new (not reground) BP270 suppiled by BPNW, after talks with Leyton at BPNW asking him for cam specs for this cam, so I could degree the cam, he emailed the cam spec page for the new BP270 cam, these cams are done by Piper in the UK, ok to say the specs were vauge would be a enormous understatement, no cam ground on center line was givien, no recommended cam timing was offered, just some goofy deal about where to align the crank gear and cam gear to achive correct timing and even then no quote as to what it should be when checked,

Ok, I want to clarify myself a bit here, this may have sounded like I was dogging BPNW out, and in that case I want the board to know I think the world of them and buy alot of parts form them, I think are great vendor to deal with, offer uprated parts, and have great prices. My complaint above is not so much with them as the cam supplier to them for this cam and the specs given, most cam suppliers give you lob ground on center numbers then a final timing numer to adjust to, almost always advanced of that lobe center ground on degree number, in this case the cam supplier kinda kept me in the dark as where I should be on cam timing, in other words they gave you the procedure to set the cam, but didn't not confirm it by giving you numbers to check it by, I'm sure the supplier could easily change this if made aware of it, it would be very general information. I often years ago used a very popular race component supplier that would only give you at .050" ATDC number on his race cams to see if the cam was properly timed, this method took you alot longer to time these cams as you searched for that number, while giving ground on lobe center numbers, and recommneded final timing number would have been much easier. So in closing, in no way did I mean to speak of BPNW badly, and sorry if it sounded like that, BPNW are great to deal, just a litte whining about the specs some cam suppliers give to both the vendor and then us to work with.

 

[Brosky]

Hap, check your email.
PR

 

[DNK]

I think Paul, got all that junk, which is what I think he was emailing you about.
Seems it's SOP now days. My new cam last year had the same story

 

[simpson]

Hap,
Did the TR6 rebuild have a happy ending?

 

[simpson]

Anyone using upgraded double valve springs, what are you doing when it comes to the two piece upper collars for the exhaust valves? The springs nest nicely in the intake collar, but on the exhasust side the inner spring does not nest into the collar.
I don't like the thought of the inner spring floating freely and potentially causing problems.

Doug,
How did you sort the upper spring collar issue out? Bentley mentions that the later double spring set ups went with the single upper collar that the intakes have, and which happen to have an inner ridge that locates the inner springs nicely. I ordered 6 of these to replace the double collar exhaust valve arrangement. Found them at Rimmers for about half of what TRF charges for each, and with postage still a good savings.

I see though, that some double collars might have a feature that centers the inner valve spring, as from the looks of Brosky's head. Is it just me or does the double collar place a tad bit more pressure on the exhaust spring stack? Seems they cause the installed spring height to be just a wee bit shorter than the single collar. does anyone know what the purpose of the double collar is all about?

 

[simpson]

Just gave it a bit more thought. Having an inner collar may allow the valve to spin more easily as the inner collar does turn quite smoothly in the outer. I can see this with a single spring, but the double spring setup - inner spring may bind up the inner collar and reduce its ability to spin.