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<div style=3D"FONT-FAMILY: Arial; COLOR: rgb(0,0,0); FONT-SIZE: 12px"><div>=
the o/d issue sounds like too tight a tollerance in the position of your ca=
se mounted interlock switch.<br />A little shift in rod position and the sw=
tich disconnects (not pushed in far enough) or.. it's simply loos connectio=
n and the harness being moved under load (engine lean) shifting connectors/=
contact <br /></div><div> <br /></div><span>Paul Tegler<br />ptegler@=
verizon.net<br />www.teglerizer.com</span><div> </div><div style=3D"bo=
rder-top:1px solid #bcbcbc;margin:5px 0px;"></div><span style=3D"font-size:=
12;font-family:arial;color:#000000;">On 10/15/15, <span>Andrew Uprichard<=
;auprichard@uprichard.net></span> wrote:</span><div> </div><div sty=
le=3D"font-size:12;font-family:arial;color:#000000;"><div class=3D"WordSect=
ion1"><p class=3D"MsoNormal"><span style=3D"font-size:14.0pt;font-family:&q=
uot;Calibri","sans-serif"">Just by the way =E2=80=93 I would=
n=E2=80=99t say =E2=80=9C;</span><span style=3D"font-size:14.0pt;font=
-family:"Calibri","sans-serif"">#2 and 4 are perfect=E2=
=80=9D. They look kinda black to me.</span></p><p class=3D"MsoNormal"=
><span style=3D"font-size:14.0pt;font-family:"Calibri","sans=
-serif""> </span></p><p class=3D"MsoNormal"><span style=3D"font-s=
ize:14.0pt;font-family:"Calibri","sans-serif"">Andrew U=
prichard</span><span style=3D"font-size:14.0pt;font-family:"Calibri&qu=
ot;,"sans-serif""></span></p><p class=3D"MsoNormal"><span style=
=3D"font-size:11.0pt;font-family:"Calibri","sans-serif"=
;color:#1F497D"> </span></p><div><div style=3D"border:none;border-top:=
solid #B5C4DF 1.0pt;padding:3.0pt 0in 0in 0in"><p class=3D"MsoNormal"><b><s=
pan style=3D"font-size:10.0pt;font-family:"Tahoma","sans-ser=
if"">From:</span></b><span style=3D"font-size:10.0pt;font-family:"=
;Tahoma","sans-serif""> Triumphs [<a class=3D"parsedLink" hr=
ef=3D"mailto:triumphs-bounces@autox.team.net"; target=3D"_blank">mailto:triu=
mphs-bounces@autox.team.net</a>] <b>On Behalf Of </b>Rye Livingston<br /><b=
>Sent:</b> Wednesday, October 14, 2015 6:02 PM<br /><b>To:</b> <a class=3D"=
parsedEmail" href=3D"mailto:triumphs@autox.team.net"; target=3D"_blank">triu=
mphs@autox.team.net</a><br /><b>Subject:</b> [TR] what happened?</span></p>=
</div></div><p class=3D"MsoNormal"> </p><div><p class=3D"MsoNormal"><s=
pan style=3D"font-family:"Helvetica","sans-serif"">Last=
week was Triumphest in San Diego. I'd been rebuilding my 1960 TR3 in=
preparation for this event with a pretty tight timeline. I got the engine =
in the car a week before and was out getting some break-in miles and it was=
running very strong, but I discovered it was burning oil like it was going=
out of style. Took out the plugs and 2, 3 and 4 were perfect - a dus=
ty white color, and #1 was so buggered up I don't know how it was firing. &=
nbsp;It was such a mess it was clear the oil ring didn't go on right. =
So on Saturday I pulled the pan and the head, pulled #1 piston out an=
d yep, the oil wrong was not right. The red and green ends to the oil ring =
and overlapped and only one color was showing. Nothing appeared t=
o be damaged, and in effect with it not fully expanded it wasn't making any=
kind of a seal, thus why the oil was blowing by and burning up.<=
/span></p></div><div><p class=3D"MsoNormal"> </p></div><div><p class=
=3D"MsoNormal"><span style=3D"font-family:"Helvetica","sans-=
serif"">Before I reassembled it I put the piston in as an ex=
periment with OUT having the overlap right, to see how it felt lo=
ose, and I didn't even need the ring compression collar. So then =
I put the collar on and tapped the piston back into the sleeve, t=
hen pushed it back up so the compression rings came up, but not the oil rin=
g, and tested to check the fit. It was very snug, so it should be all=
good. Put the collar back on and tapped it back down in place, attac=
hed the connecting rod to the crank, and then had to wait. This was S=
aturday and I needed a head gasket, which I ordered Monday with overni=
ght delivery and got it at 10am Tuesday. We were leaving for Triumphe=
st at 8AM Wednesday, 1000 mile round trip.</span></p></div><div><p class=3D=
"MsoNormal"> </p></div><div><p class=3D"MsoNormal"><span style=3D"font=
-family:"Helvetica","sans-serif"">Tuesday I got it all =
back together, torqued the head, adjusted the valves and it seemed to be ru=
nning well. Went down to the British Motorsports garage and Dave was =
doing a final tune up on to the carbs and timing. He had it idling fo=
r about 20 mins while he was revving it up and tuning things, all good. &nb=
sp;Engine purring like a kitten. Being a new engine there was a littl=
e smoke as he revved it up but very little, and I asked him how l=
ong it would do that as the rings bed in. With that question he =
revved it 2-3 more times and on that 3rd time, all of a sudden TONs of whil=
e smoke come rolling out, like a cartoon, a smoke screen. What the? &=
nbsp;The mechanic was flabbergasted as to what could have all of a sudden h=
appened. Now it was running rough and spewing out white smoke. This w=
as at about 5:30 PM, and we were both at a total loss as to what could have=
happened. I drove it home, about 15 miles, pulled the plugs and took=
the photo which I've attached. The #1 plug is on the right in the ph=
oto, and as you'll see both 1 and 3 are a mess, while #2 and 4 are perfect.=
Obviously something is not right. What I really don't understa=
nd is how #3 got bad too. I didn't touch #2, 3 and 4 and they were pr=
efect before? </span></p></div><div><p class=3D"MsoNormal"> </p>=
</div><div><p class=3D"MsoNormal"><span style=3D"font-family:"Helvetic=
a","sans-serif"">Anyway, there was no ugly noise. Noth=
ing broke. It can be sorted out. But can't go on a 1000 mile drive to=
San Diego with it like that. So I left the next morning at 8AM in my=
non-Triumph back up car and had a great time at Triumphest, but not in my =
TR3.</span></p></div><div><p class=3D"MsoNormal"> </p></div><div><p cl=
ass=3D"MsoNormal"><span style=3D"font-family:"Helvetica","sa=
ns-serif"">This weekend I'm planning to do a compression test and my&n=
bsp;brother has a leak down tester so I'll do that too before dis=
mantling again.</span></p></div><div><p class=3D"MsoNormal"> </p>=
</div><div><p class=3D"MsoNormal"><span style=3D"font-family:"Helvetic=
a","sans-serif"">Any thoughts on what may have happened? &nb=
sp;What I should look for?</span></p></div><div><p class=3D"MsoNo=
rmal"> </p></div><div><p class=3D"MsoNormal"><span style=3D"font-famil=
y:"Helvetica","sans-serif"">And yes, some of you may ha=
ve seen my post over a week ago about the OD transmission I put in at the s=
ame time with the new engine. The one that seems to either downshift =
by itself under load in 3rd gear, or not shift into OD in 4th under load. &=
nbsp;That clearly become a non-issue with this engine problem, bu=
t something I plan to get addresses after the engine is squared a=
way and running properly.</span></p></div><div><p class=3D"MsoNormal"> =
;</p></div><div><p class=3D"MsoNormal"><span style=3D"font-family:"Hel=
vetica","sans-serif"">Thanks for the help,</span></p></div><=
div><p class=3D"MsoNormal"> </p></div><div><p class=3D"MsoNormal"><spa=
n style=3D"font-family:"Helvetica","sans-serif"">Rye</s=
pan></p></div><div><p class=3D"MsoNormal"> </p></div><div><p class=3D"=
MsoNormal"> </p></div><div><blockquote style=3D"margin-top:5.0pt;margi=
n-bottom:5.0pt"><div><blockquote style=3D"margin-top:5.0pt;margin-bottom:5.=
0pt"><div><div><p class=3D"MsoNormal"><img height=3D"1224" id=3D"_x0000_i10=
25" src=3D"driver?nimlet=3Ddownload&fid=3DINBOX&mid=3D110956&pa=
rtIndex=3D0.1&disp=3Dinline" width=3D"1632" /></p></div></div></blockqu=
ote></div></blockquote></div></div><br /><hr size=3D"1" /><br /><br />** <a=
class=3D"parsedEmail" href=3D"mailto:triumphs@autox.team.net"; target=3D"_b=
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