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Home  »  Readers' Drives  »  Pierre's TR5  »  Engine, Transmission including Annular release  »  Engine rebuild

Engine rebuild

Engine rebuild

ENGINE  REBUILD

Pierre has introduced some interesting improvements to his engine as detailed here

The purpose is not to increase the net power, without much interest for daily use, moreover with a speed limit here of 110 KM/H and many mountains, but more to flatten the curve. The gearbox and axle ratios will do the rest. Just fine-tuning the assembly and improving reliability. To do this, of course, lighten everything that is mobile (especially the connecting rods and timing alternative parts) and strengthen the main bearing caps, balance the crankshaft and the flywheel (which has also been changed to a lighter steel one).
 
Of course, put larger thrust washers of the crankshaft which is a known weak point. (but first, don't start engine with clutch pedal depressed!!). This is explained in more detail HERE.
In use, the most important point is to have good engine breathing. A standard CP camshaft was used and very slightly timed in advance.
 
All inlet manifold butterflies have been removed and the manifolds fitted tightly to the cylinder head and plenum. Installation of valve seats, bronze guides and light tulip-shape valves.
 
The diameter of the plenum has not been modified, but a perforated partition has been installed at the end of cylinder No. 6 side to do a chamber which breaks the rebound of the wave and thus smooth the air stream. (anti-resonator!) The color of 5 & 6 spark plugs testifies to a very well balanced richness.
A single 85mm butterfly installed at the inlet of the plenum and of course an oversized air filter offers no air resistance even at high revs. All of this is very important for the non-depletion at high rpm of the LUCAS MKII injection which is very sensitive to depression. This is confirmed by my Air Fuel Ratio (AFR) indicator, even at 6,000 RPM which I voluntarily limit as it would run more....)  And as a bonus no more synchronization problems!
 
Obviously the principle of a good induction can only work with a good exhaust system. For this I used Neil's RTR2042 system which is perfectly matched. There are some tweaks to make for installation, but it's easily manageable. Moreover, I do not have the problem of throttle link rods, as only one drum on the mono-butterfly- The sound is very linear, quite low-pitched, very acceptable and very pleasant in road use. Obviously it rises when you push rpm's, but never in the treble and even at high rpm the sound remains very smooth and very pleasant- The engine runs very flexible and very free whatever the speed or the position of the accelerator from 1000 to 6000 rpm, according to the sound of exhaust. FYI, I had on hand a double outlet big bore stainless steel transverse silencer from Phoenix that I also tried instead of Neil's "silencer" (same inlet diameter of 57mm). The advantage is that for purists it keeps the original look, but it's really the only one. There is a non-tuning at certain revs and the engine accelerates much less linearly. The sound is horrible (not smooth, a terrible unpleasant cacophony that resonates below 3000 RPM) and noise, (not a sound) excessive above 3000 rpm. So I reinstalled the RTR product with satisfaction and added a flexible support on the inlet side of silencer. And all my friends wholeheartedly applauded Neil's system back again...............
 
For the ignition, I installed a fully programmable 123 distributor, activating the depression curve which is used when the engine is at partial load. We can clearly feel the difference, but the adjustment is sharp with the current fuel, and I have to go up to 40° or more!! Ditto for the adjustment of the injection curve it is sharp to find a good compromise everywhere, but there too, it is quite manageable!! On the photos, the clever ones may notice a pressure sensor and a micro-pump...... for my homemade altimetric corrector.
 

Footnote

Pierre had made some impressive alterations to his engine and fueling, not least being his amendments to the metering unit to include fuel/air ratio compensation for altitude. A most ingenious alteration
 
J. Neil Revington 

  Part No. Description and Comments Price Add to Cart
RTR1012CP

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RTR Upgrade
FLYWHEEL ALLY TR5-6 CP

Revington TR information: TR250, 5, 6. Aluminium flywheel for increased engine response and reliability. Superbly machined with steel clutch face, these weigh 4.2kg (Standard TR5-6CP weight 9.6kg with ring gear). The Flywheel is supplied machined to fit a standard... READ MORE

£652.01

Ex VAT @ 20%
£543.34


RTR1012CR

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RTR Upgrade
FLYWHEEL ALLY TR6CR

Revington TR information: TR6 Late. Aluminium flywheel for increased engine response and reliability. Superbly machined with steel clutch face, these weigh 4.9kg. (Standard TR6 CR with ring gear is 12kg). The Flywheel is supplied machined to fit a... READ MORE

£575.52

Ex VAT @ 20%
£479.60


Available to order
RTR1007

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RTR Upgrade
THRUST WASHER MOD CAP ONLY 6CYLTR

Revington TR information: Cost to modify a 6-cylinder engine to incorporate an extra thrust washer. This cost applies if the cap only requires machining. See RTR1008 if the block and cap need machining. Please note that the cost may... READ MORE

£465.13

Ex VAT @ 20%
£387.61


Available to order
RTR1008

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RTR Upgrade
THRUST REPAIR BOTH CAP/BLOCK TR6

Revington TR information: Cost to modify a 6-cylinder engine to incorporate an extra thrust washer. This cost applies if the Crankshaft/block/cap all require machining. This procedure may be needed if the thrust washers have already fallen out and are... READ MORE

£686.90

Ex VAT @ 20%
£572.42


Available to order
RTR1129

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RTR Upgrade
VALVE INLET 6 CYL 36.53MM DIA

Revington TR information: TR5-6 Inlet Gas flowed stainless steel. 36.53mm head diameter. Standard size.

£52.55

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£43.79


RTR1129A

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RTR Upgrade
VALVE INLET TR5-6 38MM

Revington TR information: Higher flow version of RTR1129 with 38mm head diameter. 11% higher flow than comparative products when tested on the flow bench.

£53.21

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£44.34


RTR1130

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RTR Upgrade
EXHAUST VALVE 6 CYL 32.39MM DIA

Revington TR information: TR5-6 Exhaust Gas flowed stainless steel 32.39mm head diameter.

£51.04

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£42.53


RTR1039

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RTR Upgrade
VALVE GUIDE SET BRONZE TR5, 250, 6

Revington TR information: All TR250, 5 and 6 (as well as 2000, 2.5 etc.) Bronze Valve Guide set of 12. This Valve Guide set suits All TR250, 5 and 6 (as well as 2000, 2.5 etc.) heads. The set... READ MORE

£152.42

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£127.02


Available to order
RTR2042

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RTR Upgrade
6 >1 EXTRACTOR MAN+SYSTEM SS TR250, 5, 6

Revington TR information: TR250, 5, 6 Exhaust System comprising: - 6 into 1 Extractor Manifold (RTR2044), and Exhaust System (RTR2045) all manufactured from stainless steel with a main bore internal diameter of 54mm. The system has one silencer orientated... READ MORE

£1688.21

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£1406.84


Available to order
RTR2042FK1

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RTR Upgrade
KIT FITTING TR250

Revington TR information: Fitting kit for RTR2042 TR250.

£125.93

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£104.94


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RTR2042FK2

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RTR Upgrade
KIT FITTING TR5-6CP

Revington TR information: Fitting kit for RTR2042 TR5-6CP.

£152.96

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£127.47


Available to order
RTR2042FK3

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RTR Upgrade
FITTING KIT CR WITH J TYPE O/D

Revington TR information: Fitting kit for RTR2042 TR6 CR/CF

£137.93

Ex VAT @ 20%
£114.94


RTR8537-B1

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RTR Upgrade
123 DISTRIBUTOR 6 CYL BASIC

Revington TR information: Programmable Electronic TR250,5,6 distributor from 123. This basic distributor in fully electronic with 16 different curves already programmed in. A vacuum facility is provided This distributor does NOT have a mechanical tachometer drive and is therefore... READ MORE

£732.77

Ex VAT @ 20%
£610.64


RTR8537-B2

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RTR Upgrade
123 DISTRIBUTOR 6CYL PROG'BLE

Revington TR information: Programmable Electronic TR250,5,6 distributor from 123. This distributor is fully electronic with the facility to enter your own curve. A vacuum facility is provided This distributor does NOT have a mechanical tachometer drive and is therefore... READ MORE

£794.78

Ex VAT @ 20%
£662.32


Available to order