haggis

Thanks John, was looking for reassurance here and you gave it, much appreciated. And Pete happy new year always helps, and to you fine fellow, going to ring you soon. Thanks hag

Hello everyone, I have decided to update my post with some information regarding my oil starvation problem. Firstly in the end I have removed and fully stripped my engine as nothing I did solved the problem. Its been in the machine shop and has been 'written off' by the shop! Well it all came down to the Cam, the cam journals were completely mashed up by the Kent cam and as the engine was modified I think the previous person just 'chucked' a cam in without checking the journal & cam tolerances first. Now in response to this I have bought a second hand engine to remanufacturer (you may have seen my other posts about engine compatibility and pistons?) all appears fine including the cam journals but they are on the edge of tolerances, the question is if I plan to introduce a different cam at some point, should I as a matter of course get the cam housing 'Line bored' to receive cam bearings? and if so does anyone know a decent stockist? Thanks again, Hag

Hi Pete, good offer for the tea, might even bring some biscuits along too. Just need to get past another Christmas, hopefully in the new year! oh and happy birthday for the other day. Thanks Clive & JohnD, Ill take a look. Hag

Hi all, so I've only gone and done it and bought a gearbox with D type overdrive for my GT6 on eBay. now I've read all the stuff about checking the overdrive solenoid etc for the overdrive unit but can't find any info on physically checking the gearbox, are there any checks that I do to check the gearbox without it being fitted in the car? I dread the idea of fitting it along with the engine going a mile up the road and having to return home & removing it immediately. I guess the simple answer is just to take it to Mike Papworth (there are other gearbox people out there but none as good in my opinion), but there must be some way to check it prior to this inevitable journey. Its a late 3 rail gearbox for a vitesse, with oil in! (Which I thought was a good sign) You never know it might be perfect, but hold on I did buy it off the dreaded Fleabay. thanks Hag.

HI Doug. It defies my simple theory, if you changed the pistons to flat tops and didn't change the head the Compression Ratio would have too low and I would imagine it would have run like a snail. but you've had no problems, sounds like they either swapped heads or they are actually domed pistons and that 10% error has crept in. I've had a vitesse for 28years i've had the head off probably 10 times and I can't remember what pistons it has installed. Thanks though, good to hear from you. Hag

Another pic of the Flat top piston cylinder head water hole variation, in this one, the kind of large tear shape hole to left of the inlet valve is just a simple hole at the top (in the biggest bit) on the domed piston head, I honestly can't logically see there is any major difference as both engine blocks have the same holes in them, but I'm sure someone out there will have done something like this and can hopefully advise if there are any potential issues. Thanks Hag

Hi Kevin, I've managed to work out how to download a picture but only one at a time! This is the shorter head for flat top pistons. On the bottom row the two outer holes show signs of erosion from the block but no holes, the taller head block (domed pistons) has holes. Can they or do they need to be drilled out? originally a GT6 MkIII engine KE (domed) in a MK1 body, they obviously have some potential overheating issues just wondered if this would make any difference. The head and Flat to pistons I want to install are from a MKii Vitesse HC (flat). Its just down to the best parts I have available. Thanks Hag.

Hi kevin, the holes are on the mating surfaces where the head gasket goes, I'll try and post some pics, tried before without success but have another go. The domed piston head has more water way holes than the flat piston head, although there are erosion marks on this head in exactly the same places. I'll try some pics hopefully that will help explain. Thanks Hag

Thanks JohnD, Seriously warphi1970? not sure that's gonna help me get any answers, but at least you hopefully managed to learn a thing or two. Hag Ps No one has said I'm stupid so I think my plan is a goer, just need to know about the different water holes in the head, to drill or not to drill is the question?

Hi john, thanks again, so if I have a shorter head, I.e the one that came with the flat top piston engine, then I can just fit this one instead of the taller head for the domed piston engine.maybe I should explain a little more. I have two complete engines including heads one domed and one flat top Pistons, the block on the flat top piston engine is not good, but has brand new hepolite Pistons and a really good gas flowed head, the domed block is good but needs new Pistons and head, hence my dilemma. Good quality engine parts are in scarce supply and my machine shop have suggested using the new flat top Pistons if possible on the block that had domed Pistons in, hence my compatability questions between the two engines. The only difference I can see is the additional water way holes in the domed piston head. Appreciate your help Hag

Has anyone ever done this? swapped flat top pistons & head on a domed piston recessed block? Im a bit nervous as my machine shop need me to make a decision and its going to cost lots, don't want to get wrong, arrrgh!. I looked at the heads at it would appear the only difference other than height is there are water holes blanked off on the flat top version, does anyone have any idea if this matters, or I can drill them out maybe? Any advice greatly welcomed. Thanks HAg

Hi John, thanks for that, yes I read up on the domed piston, from what I understand the CR is also increased with the domed Pistons on the 2.0l and would be better for a modified engine? I have also read there are some 'burn' issues and that flats are best for modified engines and generally better although their CR is less. I would also assume that some head skimming would increase the CR on the flat version and this may be the best all round solution. So basically I'm thinking: Flat Pistons in domed piston block.(better block) Recessed head gasket. Shorter push rods. Shorter cylinder head for flat tops skimmed ( by expert) to increase CR, as this suits the good parts I have out of two engines, Does this sound like nonsense? Thanks Jason

Hi kevin, thanks I thought so, I guess I just need a head gasket for the recess? Jason

Hi all, can anyone tell me if you can fit flat top Pistons in a block that previously had domed ones in? The only difference in the blocks seems to be the little recess around the bores. I have both heads from either piston type., Thanks hag

Hi Clive, I've looked but can't find the tolerances WSM says go to triumph dealer, anyone else out there know the tolerances? Thanks Hag

Hello again, anyone have an idea about the weight of a 6 cylinder engine for the purposes of a crane & engine stand? the stand will only take the full engine but the crane will do gearbox as well. Thanks Hag

Hi Clive, the Gt6 engine coming out is KE21720HE, the only difference I can see so far is the top of the bore of the HC doesn't have the little recess of the KE engine, but everything else looks very similar. They are both Flat top pistons, both lucas distributors, and I was planning to swap the cam for my Kent one but initially I'm tempted to leave the original in and see how it goes first. Any idea about the tolerances?? Thanks Hag

Hi and thanks for the responses, Its a late vitesse engine no HC 57762he, I bought it as it was a good opportunity for a spare engine as I have a vitesse and GT6 (I know its greedy), I'm currently stripping it down for peace of mind as it has been machined a few years back but never run and want to check the bearing tolerances to make sure this has been done correctly. Can anyone confirm what the tolerances are for the big & small ends? Thanks Jason

Hello again, following oil pressure problems I'm now looking at changing my engine. Currently running (or not as the case my be) a KE engine, found a good rebuilt HC engine to go straight in, does anyone know if all the parts are compatible? as I have some goodies on the KE I would like to transfer across. Thanks Haggis

HI pete, I think you've managed to respond to two posts in one, as I'm assuming the rhythmic puffing and the valve test might be in response to James's post about loss of power, but I may be wrong. And they say men can't multi-task. I'm still dealing with low oil pressure, but have shelved my problems until the weekend. I will look into the crankcase breathing again, thanks for your help. Hag