triumph original parts supplier/valve seats/unleaded

It's said all Stags have hard enough seats. And it would seem strange to specify different ones for different markets.

A guy on the Rover P6 club actually tested early Rover V-8 inserts for hardness, and concluded they were right 'in the cracks' between suitable and not.

In general, just run them and see - making sure they don't pink. After all, it will be no more expensive to have the head converted after a valve or seat burns than before - and it won't cause a complete breakdown if it happens. Perhaps if you are using it as an everyday car it matters more.

And remember that there is the 'memory effect' that will help on heads that haven't been worked on (de-coked etc.) - and the reason why all the 'snake oil' fuel enhancers / seem / to work, but we all know about that on the group anyway....

-- Just looking in.......

Not if the engine is already a variant. Fiat did it for years - All US engines had harder seats (and blanked-off EGR drillings) although just the California cars had catalysts and the full plumbing.

I've seen A series engines assembled with valve guides from different makers in the same head ! When Rover started to adopt SPC in the late '80s, it turned up an awful lot of weird practices where a huge cage pallet of raw parts was used to supply the assembly line and those on the bottom might have been sat there for years while it kept getting re-filled at the top.

With Rootes alloy head engines used in the Alpine/Vogue/Rapier/Hunter the valves themselves are likely to be more of a problem than the seats -- burnt exhaust valves were not unkown on these engines, the cast iron head engine used in the Minx & Super Minx will need inserts once the memory effect wears off.

In article , Dave Plowman writes

Yes, but he's asking about Dolomite Sprints, and that engine never went to the US market.

In article , Ken Forrest writes

Why? After all, the head is entirely different on the Sprint, and none of the Dolomites shared valves (or seats) with the TR7 because of sizing requirements.

Suggest you read my website.

Dave Baker - Puma Race Engines

Good advice I guess. Mind you the comment (elsewhere) suggestion that the exh. valves could be as vulnerable as the seats is a sobering thought. Cripes

Thanks all TT

Why? Have you added pointers to cat roadkill sites, like this one?

It's no wonder they call you Dave "Dead Cat" Baker.

Have you tried Dolomite Discussion Board - open to non-members and free to register and use. Lots of experience there and a nice friendly crowd. Do a search first to see if your question has already been answered then just jump in :-)

It looks like I may have to get a couple of seats tested, I have had no joy tracking down any records. They must have had one hell of a bonfire when leyland became rover became bmw became mg rover unless anyone knows diffrent? Any ex leyland/triumph workers out there ?

Looks like it might be easieast just to test a couple of seats. Not had any luck tracking down old triumph records,there must have been one big bonfire when leyland became rover became bmw became mg rover.Unless any ex leyland/rover workers out there know diffrent?

In article , Dave writes

Car manufacturers generally keep such records for ten years from end of production, then shred them. After all, they're of no use to them when the thing isn't being built any more.

I do know that some obscure Triumph related stuff got saved from the skip and passed on to the Club Triumph library, but I don't think it was very much.

I've never tried to research anything of this nature myself, but the BMIHT archives are considerable and would be worth enquiring at least. There are also substantial motor industry records held at Warwick University, Cheers, Bill.

-- Rarebits4classics .......just what you've been looking for

PO Box 1232 Calne Wiltshire SN11 8WA United Kingdom