Clive Woods T3 Course

[Bixxer Bob]

Did one of Clive Woods' T3 courses yesterday;  great day out, great value for money and met some top T3 owners, mainly of the early Speed Triple variety.

The main benefits?? Totally demistifies valve clearance, head removal, liner reseating, gear selector fork replacement and sprag change.  All easily done in a day once the engine is clean and on the bench.

Clive emphasised the importance of good quality, good fitting tools to avoid rounding fastners (goes without saying, but to be fair, most will have been grollied by previous owners anyway).

I was astounded at how many parts are interechangeable with almost all other models and how a lot of stuff you read about was debunked.

Interestingly, Clive had never come across the soft valve seat issue experienced by a few owners; but did say that he has had a lot of valves go soft thus giving the same result ie not being able to get the clearance to stay set for more than a few miles. 

He is a staunch advocate of genuine oem (but not necessarly Triumph) parts for gaskets, seals, filters etc because pattern parts do not always resolve whatever issue you are chasing and, if you are investing the time and energy to strip an engine, why scrimp on a few quid that might mean having to do it again???

All in all, well worth the few quid it cost and would thoroughly recommend it.

[rf9rider]

Good review, thinking about doing it next year.

Was it held at Sutton Bridge?

(I haven`t forgot the engine case)

[London_Phil]

How did you get in touch with him to book a place?, I cant work out if its run as a separate venture than the shop he runs.

[threepot]

I'd like to attend one too. Phil,he has his own website. Bob,can you elaborate more on the valve issue? I have that problem with my Super3. Had 3inlets with negative clearance last time I checked. I did phone Clive,and he mentioned fuel softening the valves? All the exhausts were OK,as he predicted.

[Bixxer Bob]

I told him it had been suggested that a few early heads had soft valve seats.  He didn't say it was    just that he'd never heard of it whereas he said that once the valves need shims less than 255s the valve's ground face (on the valve itself) has gone soft and so the valve needs replacing.  He said that's why it's easy to get hold of 255s, 260s, 265s, but the thinner ones are harder to come by.

He also said bite the bullet and buy genuine Triumph ones.

[Chris Canning]

What a great idea applied to just about any motor so long as you find someone to do it.

[rybes]

(I haven`t forgot the engine case)

but what about the speedo cable 

[Bixxer Bob]

but what about the speedo cable 

Oh f**k,      what speedo cable??????

There is a random cable hanging up in my garage but I don't think it's speedo 

[NeilD]

Good review, thinking about doing it next year.

Was it held at Sutton Bridge?

Swineshead just a bit further west along the A17...

if any of you 'do' facebook he has a page on there...  his next course is for the 675 bikes, he normally runs courses during the winter before things get busy..

[rybes]

Oh f**k,      what speedo cable??????

There is a random cable hanging up in my garage but I don't think it's speedo 

not you mate. the recipient of the engine case. hello RF 

[rf9rider]

not you mate. the recipient of the engine case. hello RF 

Sorry Rybes, completely forgot, message me your address again and i`ll post it first thing Monday along with the other things you wanted. 

[rybes]

Sorry Rybes, completely forgot, message me your address again and i`ll post it first thing Monday along with the other things you wanted. 

didnt forget about the engine case tho did ya 

[Sparky]

Did one of Clive Woods' T3 courses yesterday;  great day out, great value for money and met some top T3 owners, mainly of the early Speed Triple variety.

The main benefits?? Totally demistifies valve clearance, head removal, liner reseating, gear selector fork replacement and sprag change.  All easily done in a day once the engine is clean and on the bench.

Clive emphasised the importance of good quality, good fitting tools to avoid rounding fastners (goes without saying, but to be fair, most will have been grollied by previous owners anyway).

I was astounded at how many parts are interechangeable with almost all other models and how a lot of stuff you read about was debunked.

Interestingly, Clive had never come across the soft valve seat issue experienced by a few owners; but did say that he has had a lot of valves go soft thus giving the same result ie not being able to get the clearance to stay set for more than a few miles. 

He is a staunch advocate of genuine oem (but not necessarly Triumph) parts for gaskets, seals, filters etc because pattern parts do not always resolve whatever issue you are chasing and, if you are investing the time and energy to strip an engine, why scrimp on a few quid that might mean having to do it again???

All in all, well worth the few quid it cost and would thoroughly recommend it.

Sounds interesting and right up my alley so what exactly happens on this course, full tear down of an 885 triple ?

Any tips or tricks you would like to share as I plan on removing the cylinder head on my Steamer to address oil usage.  I already have the Triumph gasket kit and have been studying the shop manual, seems straight forward so far the biggest difference being the cylinder liners vs a standard block.

[Bixxer Bob]

Yup did a complete strip and rebuild.  To be fair a lot of prep work had been done but it looked very straight forward.  If you have a Triumph dealer manual and can read you'll be fine. 

As for pointers, don't drain the oil till the end, that way the water won't sit on the metal bits.

Do use the drain screw front left side of the barrels to get rid of most of the coolant before you take it apart.

You WILL need to re-seat the liners.

Once the head is off it is possible to pull the liners without any special tools; Clive used two plastic screwdriver handles as levers (under the lip of each liner in turn using the adjacent liner as a fulcrum to prise them out).

After putting a bead of Blue Hylomar on each liner re-insert them but leave them proud 8mm or so until all three are in then push them all down at the same time thus ensuring the sealant doesn't get rubbed off or messed up.


No doubt others such as Mustang will have other tips.

[Sparky]

Excellent info thanks.

Do you or anyone else know where to get piston rings ?  Triumph in the US want $56.00 per set which is not the end of the world just curious if Wiseco, Hastings, Prok or any others make replacement rings ?

I plan on removing the head, pistons and liners have a machine shop check tolerances then repair or replace parts as necessary, I'm hoping the valves, valve seats and guides are in good condition and the head can be reassembled with new valve seals.  If the pistons and liners are within spec I was going to do a hone and new rings while I'm that far into it.  This is all a wonderful plan on paper but until it comes apart and everything is checked who knows what I'm in for.

I was planning on taking lots of pics if anyone is interested.