Featured Rickman Triumph Project

I recently acquired a Rickman Metisse, MK 3 frame and some other of the parts, bodywork from Rickman. This frame has a 2009 date, and along with the frame I've got a 1967 T120R engine that was recently rebuilt, and a TR6 single carb head that is newly refurbished. I'll soon be getting around to putting this together and appreciate any inmates with experience with this sort of thing to chime in. Thanks!

The engine I have for my Rickman build was recently rebuilt, well a few years ago - then run briefly - then taken out of a Triumph “Chopper” and sold to the PO from whom I purchased it. It is a 1967 T120R motor. May last build was a 1967 motor but had a few differences I hope some inmates can help me sort before I go too far. I have a single carb head for this, newly refurbished.

So, first thing is the stator wire comes out of the primary case differently than my other build. Rather than coming out of the top of the case, it comes out centrally and drops down through the area where the drive sprocket is housed. So, I am wondering the best way to route this back up to the top, where I’ll have an electronic ignition.

Secondly, in the primary inspection hole/oil fill hole, the PO has this interesting device assembled, that is a valve of sorts. I’m wondering the purpose/utility of this device.

Thank you for your advice and comments.

 

Iron, thank you for the information. This last year I rebuilt another 1967 motor, but the setup for the stator wires came out on top of the engine as you can see in the photo. So I am curious that these motors, both 1967, have different primary side cases. As far as routing the stator wires on this motor with the wires exiting on the bottom of the engine, do you happen to know what most builders do to route them back up to the top? Thanks for your help!

 

Iron, so it looks like this case has been converted as I found the 3 small holes drilled through the primary case. I also find that the breather, that exits from the bottom of the engine, has been blocked off. So I am wondering if the unusual valve on the top of the primary is meant to be the breather for the primary? And if so is this a good idea?

Not sure if you have any experience with Rickman's OIF, but I am trying to figure out how to route the oil lines. There is the "oil out" fitting which is on the frame under the engine, and 2 "oil in" fittings at the top of the frame. Does one have 2 "oil in" lines, or is one a breather?

Thanks again for any comments!

 

Iron, thanks again. So on the venting, if you look at the photo looking up at the underside of the engine, you will see, next to where the stator wires exit, what I believe is the regular vent hole that has been plugged by the previous owner. I know on my other 67 engine, there is just this one vent hole that exits the bottom of the engine, and in my case I routed this up to a T fitting that connected with the oil return line to the oil tank.

In the case of this engine, I am wondering if the way it is now vented is adequate, or do I need to unblock the regular venting hole and run a line there from underneath, alongside my stator wires? I know from experience that fitting a line to this vent under the engine is a bit difficult when assembled. I attached the line to my other engine before it was assembled so that I could reach it.

 

These are the piston tops on my T120R engine. Is it possible to identify them from these top markings? Thanks.

 

Thanks darkman. I should consider this. I was thinking of just putting it back to original, with the rotary breather and seal between crankcase and primary as I have on my other 67 T120R.

Thanks iron for the photos. Not sure what I'll end up doing, but seems like there are a lot of options.

 

Splitting the cases: So this 67 engine I have has a few problems. One, the 3 small holes drilled in the primary side case are in the wrong position, too low to do what they are supposed to do. Two, the original breather tube, which exits at the bottom of the engine has been plugged, and it looks like the PO put some substance in the pipe so it will need to be drilled out probably. Three, I'm not sure if there is a rotary breather disc on the inlet cam, that is the original breather system. I think the PO thought he could plug this, drill his 3 holes and then have the primary breath out of a vent on the primary oil fill hole.

When I got this engine I didn't think I needed
to take it apart but I think I do now, at least some bits. So the primary cover is off and I just took off the cylinder. So everything inside looks pretty decent, new even. There are barely any wear marks on the cams, followers, and the cylinders and pistons are clean.

My big question is this, Can I take off the primary side of the cases, that is by removing the stator, clutch, duplex chain, etc, and pull the cases apart, without needing to do the same to the timing side? Can I keep the pistons, cams and all in place in order for me to see if the rotary breather is installed? Then I would be able to plug the 3 holes drilled in the sase incorrectly, drill out the original drain pipe tube, and reassemble the cases (all without disturbing the timing side and keeping the cams in place, etc?

This is the second engine I have worked on so I know I am missing something here. If this can't be accomplished correctly then I'll take the whole thing apart.


Thank you for any advice!

 

Yes, I probably should because then I'll always wonder about the "rest." I suppose if I do, then replacing all the bearings is what I should do also.

 

Well, on another forum from a photo of my cylinder an inmate noticed the tappet block was off just a bit. So with this and the other issues it is a no-brainer for me now to take it all apart. Thanks for your advice!

 

Disassembling the engine. So I started to take this engine apart. It looks like some of the parts are good/ok and some are not. Lots of bunged up screws and bolts and some curious stuff too.

First off I’m wondering if I can re-use the pistons. They are clean and seem relatively new and apparently are standard. I don’t have a lot of experience evaluating this. I see on the piston skirts there is some wear and don’t know if this is normal or what. Here are some photos.

 

Now onto the cylinder. It actually looks relatively new. I measured it with a caliper (I know this is not the most accurate) and it both cam to just over 70mm, which I believe is a standard bore? Also, it looks like the motor wasn’t run much because the cylinder cross hatching is still a bit visible. So I am wondering if this is good to go as is or if I changed rings I suppose I’d need to cross hatch it again?