Have you seen anything like this before? - Triumph Forum: Triumph Rat Motorcycle Forums
Classic, Vintage & Veteran For Coventry and Meriden Models. Anything pre-Hinckley goes.

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post #1 of 27 (permalink) Old 08-30-2019, 05:23 PM Thread Starter
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Have you seen anything like this before?

I thought I installed the oil seal too far towards the inside of the timing cover so tried to push it back out by putting a socket on the inside of the seal and lightly hitting it with a hammer. To my surprise a housing holding the seal popped out of the timing cover.

Is this normal? Have you seen anything like this before?
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post #2 of 27 (permalink) Old 08-30-2019, 05:36 PM
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Never noticed that separate piece. I will see if i have another cover in the garage and check it out.

Now,where did that bit fall off ?
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post #3 of 27 (permalink) Old 08-30-2019, 06:16 PM
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I don't know which is stranger this one or the problem TR7RVMAN had...


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post #4 of 27 (permalink) Old 08-30-2019, 06:55 PM
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I never noticed something like that I thought it was one piece. I would just clean the parts and JB weld it back in place It looks like it was glued in place there is no irregular break in the cover and the piece holding the seal looks machined.
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post #5 of 27 (permalink) Old 08-31-2019, 04:22 AM
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Hi Codeman, Yes, once at swap meet. Looked like cover fractured while driving seal in/out.

I looked at my spare timing cover & cover on my bike. It looks different where seal is. The casting is raised, but the only part machined is the actual bore for seal.

On yours the raised casting part looks machine at outer area around seal. Not seen that before.

Looking a '76, 73, 72 parts book they are all the same part # 70-9249 (E4296). I'll let you go back farther, but the oil pressure switch threads are different on earlier type. I don't know what year they changed.

Make sure the rivets are not broken on the patent plate. Broken ones are very hard to remove. The rivets are tricky to remove. If badly rusted they can fracture before coming out.
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post #6 of 27 (permalink) Old 08-31-2019, 06:45 AM
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Lightbulb Oil pressure switch threads

Hi Don,


Quote:
Originally Posted by TR7RVMan View Post
oil pressure switch threads are different on earlier type. I don't know what year they changed.
During the '69 model year.

The very first triples, although officially always '69, were built from calendar June 1968 - aiui so every US Triumph and BSA dealer would have at least one triple on their showroom floor on the September 1968 launch date.

Early triples have a pressure switch threaded 1/8"NPT (National Pipe Tapered); their part number was D1943.

Twins weren't fitted with pressure switches 'til the start of the '69 model year (there are several other changes at the same time - tacho. gearbox mounting thread from BSF right-hand to UNF left-hand, several other engine threads from British Standard to Unified, blah).

According to the parts books, all twins were fitted with the first of the two 1/8"NPS (National Pipe Straight) thread switches - part number D2133.

In reality, they weren't - my T100 is from the early '69 batch still numbered in the pre-'69 format (H-prefixed number) and the timing cover thread is 1/8"NPT. There was also a batch of early '69 650's numbered "pre-'69" (DU-prefixed number) but I can't be certain whether their timing covers were Taper- or Straight-thread or a mixture.

However, fwiw I am 99% certain all twins built after October 1968 with date-code format numbers had D2133 Straight-thread switches/timing covers originally.

I don't know why some early '69 twins have Taper-thread switches (and timing covers), when the two switches had different part numbers. However, speculating, I wonder if it was a supply problem? All '69 Triumph and BSA models have a hole for an OP switch, but the '69 singles' are filled with a (1/8"NPT) plug; for such an important component in production, they're single-source, from Smiths; triples were changed to a Straight-thread switch during '69; the singles finally got the - Straight-thread - switch from '70.

Aside, it seems the early '69 confusion between twins' parts books and reality, coupled with Meriden's habit of never putting thread details in parts books, is at least one reason why the Taper-thread switch is now supplied under the D2133/60-2133 part number; although, as I say, it was originally a Straight-thread switch.

Hth.

Regards,

Stuart
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post #7 of 27 (permalink) Old 08-31-2019, 08:35 AM
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Quote:
Originally Posted by StuartMac View Post
However, fwiw I am 99% certain all twins built after October 1968 with date-code format numbers had D2133 Straight-thread switches/timing covers originally.
I've always wondered if it's possible to identify the thread type visually, or would one need a micrometer or vernier calipers to tell the difference between NPS and NPT? Or, put another way, just how great is the NPT taper over the length of the thread?

Bruce Miller (hermit47)
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post #8 of 27 (permalink) Old 08-31-2019, 08:36 AM
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personally - i would be looking for a replacement cover --
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post #9 of 27 (permalink) Old 08-31-2019, 10:30 AM
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Hi Bruce,

Quote:
Originally Posted by Hermit47 View Post
I've always wondered if it's possible to identify the thread type visually, or would one need a micrometer or vernier calipers to tell the difference between NPS and NPT? Or, put another way, just how great is the NPT taper over the length of the thread?
NPT taper is 6% (iirc) and the switch thread is ~3/8" long ...

I need my "close-up" glasses just to read the micrometer or vernier ...

Regards,

Stuart
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post #10 of 27 (permalink) Old 08-31-2019, 01:44 PM Thread Starter
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This is a brand new timing cover that was purchased about 4 or 5 years ago from CBS or The Bonneville Shop. Made in England by LF Harris and designed to allow space for the 4 valve oil pump.
I put red Loctite on the mating surface and pressed the part back in where it was. Think it'll be ok. I'll take it for a couple more rides then check it for seepage.

Last edited by Code Man; 08-31-2019 at 02:12 PM.
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