Multiple Bent Pushrods

[Lordmac]

We retired folks tend to lose touch of what it was like to work every day!

Are you kidding me? I hadn't worked nearly as hard since I "retired'! I don't get a day off, I hardly go anywhere, all I do is CHORES up the gazooskie! Dang! But, I do get to make sure my Triumph is looking reeeel good . . .

 

[Lordmac]

So what I may do is save it for when I step up to a Morgo 750cc kit.

I was just wondering what might be the difference between the Morgo Big Bore Kit and the Routt Big Bore Kit, save the difference in price. I just want to know.

 

[NM Bonny]

I was just wondering what might be the difference between the Morgo Big Bore Kit and the Routt Big Bore Kit, save the difference in price. I just want to know.

I will let Speedrattle weigh in, as he’s installed them before and is fixin’ to do so again.

But speaking for myself, I like the larger cooling fins—which match the profile of the head’s fins—and supporting a small UK company devoted to putting out hard-to-find vintage Triumph stuff.

 

[speedrattle]

i know a little bit, so heres most of it.

the old sonny routt kit was from the 1960s. routt is a famous hot rodder from the 50s and 60s who was contracted in 1969 to make 750 kits for the factory racers, since he was already doing them on his own. the modern routt kit is made by aerco, i think. on the outside it looks just like the 650 barrels. keeps the tappet oil feed and comes stock at 744cc with 8.9 to 1 pistons.

the morgo kit is the only one ive personal experience with. 740cc at 9.5 to 1. the fins are extended out to match the head and the tappet oil feed is deleted, which requires you to use a later exhaust cam, which you probably ought to be doing anyway.

i think both will take standard valve sizes, but if you go bigger on the morgo you will need to open up the valve pockets on the pistons, which is easy to do. both kits are bolt-on, and can be fitted to pre-units if you use a 9-bolt cylinder head. you dont need to re-balance the crank unless your butt is more sensitive than mine.

since the original stock 750cc jugs were set at 8.6 to 1 you would want to pay attention to detonation, especially with the morgo. fitting an EI with a slower rate of advance might be all you need, else you can mess with fitting the pistons super close to the head to increase squish using different base gaskets or maybe cutting the head down some, which causes pushrod tube issues for you to solve.

i just have my cylinder heads drilled for two more spark plugs, and that solves all the detonation problems forever. cheap and easy.

 

[Lordmac]

i know a little bit, so heres most of it.

Well, now, I reckon that aught to do . . .

Isn't it prodigious how one thing leads to another when "messing about" with Triumph engines? Thanks for that good bit of comprehension on the subject, much appreciated.

 

[NM Bonny]

i know a little bit, so heres most of it.

the old sonny routt kit was from the 1960s. routt is a famous hot rodder from the 50s and 60s who was contracted in 1969 to make 750 kits for the factory racers, since he was already doing them on his own. the modern routt kit is made by aerco, i think. on the outside it looks just like the 650 barrels. keeps the tappet oil feed and comes stock at 744cc with 8.9 to 1 pistons.

the morgo kit is the only one ive personal experience with. 740cc at 9.5 to 1. the fins are extended out to match the head and the tappet oil feed is deleted, which requires you to use a later exhaust cam, which you probably ought to be doing anyway.

i think both will take standard valve sizes, but if you go bigger on the morgo you will need to open up the valve pockets on the pistons, which is easy to do. both kits are bolt-on, and can be fitted to pre-units if you use a 9-bolt cylinder head. you dont need to re-balance the crank unless your butt is more sensitive than mine.

since the original stock 750cc jugs were set at 8.6 to 1 you would want to pay attention to detonation, especially with the morgo. fitting an EI with a slower rate of advance might be all you need, else you can mess with fitting the pistons super close to the head to increase squish using different base gaskets or maybe cutting the head down some, which causes pushrod tube issues for you to solve.

i just have my cylinder heads drilled for two more spark plugs, and that solves all the detonation problems forever. cheap and easy.

I really appreciate this, as it isn’t clear on Morgo’s website that you need to change the exhaust cam. (Perhaps it’s in the instructions included in the kit; but

I will note that Morgo now offers a drop-down menu where you can select as low as 9.0:1 and as high as 11.0:1—with standard being 9.5:1 as Speedrattle informs us. I think personally I’d go with 9.0:1. Whenever they inform me of a new run of kits, I’m getting one to have on the shelf.

 

[speedrattle]

you dont always have to change the cam. all modern cams are nitrided, aiui, but triumph did it on tbeir own starting in mid 1969. the factory blocked the feed themselves in 82, i think.

anyway, any cam made after 1969 will not require an oil feed. if youre changing cams in an earlier motor, just use a newer one.