johny

a good idea but surely that would lubricate the stainless tube/bush not between the tube and bolt? Maybe the oil manged to flow round the end of the tube - did you use end seals?

Gawd whats the answer then? Stainless bolt that might snap under load.....

unlubricated especially as now modern oil is like water....

the thrust generated by the clutch is the reason I dont understand why some modern cars now require the clutch to be operated before starting - surely this is the quickest way to finish off the thrust bearings?

Good service indeed! Let us know how it drives when its all bolted back in?

The only reason for leaving out the shields and seals would be when the tubes the bushes run on are stainless so will not rust (the seals arent designed to protect the bolt which not being stainless should be covered with an anti-corrosion lubricant).

I doubt that these components are interchangeable and as I said previously cant see that the spring length alone will make much difference to wheel camber. It sounds to me that, assuming the spring is correctly mounted, you have one that has had an easy life and not flattened out much. However if youre worried about the positive camber (not so much of a problem with a swing spring car) then as Clive says a lowering block or more tools/spares in the boot will help correct it.

dont forget that although the angle of the vertical link may change this is independant from the trunnion angle (because its free to rotate on its bushes) so the angle of the wheel depends purely on the angle of the half shaft. The flatter (softer) or higher (raising block) the spring the shallower the angle of the half shaft becomes and the more negative the wheel camber.

your right Doug, of course the nipple is in the vertical link and the oil is pumped out of the hole in the bottom of the threaded section where it then pools inside the trunnion. I believe Paul has mixed up the names of the vertical link and trunnion....

dont understand Paul - theres a hole in the vertical link? and how does oil get out as it should be sitting trapped in the threaded section of the bronze trunnion?

That sounds reasonable given that the bronze threaded trunnion was actually patented by Triumph so they must have put some serious thought into it!

ahhh I have a theory! On some cars disc brakes on the rear would be too powerful (the hub limits how small a disc can be fitted) so to avoid having to have a hydraulic compensator they use drums which are obviously less effective but matches the demands of the vehicle design....

yes but they used a ball joint at the top so logic would dictate that you could use the same item at the bottom! I cant believe that a bronze casting with bushes plus machined screw thread on the upright (which needs filling with gear oil every 3000 miles) was cheaper than a ball joint and taper.....

I never understood why Triumph went for the bottom trunnion design as surely it wouldnt have been more expensive to have an additional ball joint at the bottom. It would have solved all the problems of wear, play and routine maintenance and is what was used by other manufacturers in later designs.....

If its one of the chinese examples it might need a bit of fettling as it was probably made using only a photo of an engine bay....

Best go electric, he says opening the can of worms?

Reading the post is also very important. "Those who dont read correctly the posts are doomed to make mistakes"?

I suppose cost also came into the decision back in the day - the plastic jobbies must have been so much cheaper although I bet they werent originally made in China?

yes even with SS I think the bolt will seize in the tube but at least the bushes shouldnt be damaged by rusting of the tube which finishes em off in double quick time....

think the seals are only intended to protect the tube and the bolt takes its chances (presumibly its galvanised or something). So with a stainless tube no need for seals and the bolt wont be any worse off...

cant see it as I assume they changed the fan for better cooling and if that was achieved then more air must have moved. Moving more air means more load on the engine so absorbing more power not less. The weight reduction would only affect the acceleration of the engine and hence the car not the HP and then the difference would be minimal....

no lacquer just anodised which is only a surface coating and once penetrated is not repairable. About the best you can do is try reduce the gouges as much as possible maybe with a fine file while minimising how much surface you remove from the surrounding areas. Ive always thought that the bumper's finish lasts amazingly well but the downside is their fragility☹️

yes on our cars the braking difference is small as we're pretty limited in possible tyre OD increase and also most people dont want to have the hassle of speedo correction but it must have an effect on those American custom motors with wheels up to 28" diameter?

I dont know about the width factor but another way to think about the effect of overall diameter on braking is rotational speed. If you have a bigger OD then at a given speed the wheel will be turning at a slower speed and of course also the brake disc. Well the energy dissipated (heat) depends on brake design, disc speed and clamping pressure so if the first is unchanged but disc speed is reduced more clamping pressure will be required to achieve the same rate of energy dissipation (braking).

No Iain its not width theyre talking about but overall tyre diameter. If you held your drive shaft in your hands and tried to stop it rotating while someone else turned the wheel (obviously with it free) you would find it harder the bigger the overall tyre diameter even though your assistant applies the same force in each case because they will have more leverage. Its the same for your brakes as the pads will have to clamp harder for a given rate of deceleration the bigger the overall tyre diameter. However the most sensible thing is to stick as close as possible to the original overall diameter so you can avoid this and other possible issues....