TRIUMPH V8 ENGINES
Firstly, this is what can happen to your Triumph Stag V8 engine if you do not drain down the cylinder block. Coolant finds its way past the inlet manifold gaskets and causes tremendous corrosion, which will now be very costly to repair.
However, don't panic too much if you take your Stag off the road over the winter months. If the engine is running well, this sort of damage is unlikely to occur during a winter lay-up.
As you can see, the classic antifreeze, water and aluminium corrosion has taken place and completely filled the combustion chambers!
All engines are rebuild in-house by Trevor and Dan with great care and pride as you will find out when it comes to the running in lecture!
Triumph's designers got it right when whey developed the Stag engine. If it is build correctly and run in with good care, it will give you many years of trouble free service!
Engine Rebuild Specification
The comprehensive reconditioning of the clients own Triumph Stag engine is one of the original Faversham Classics mainstays.
Nowadays Trevor and Dan build all our engines to unleaded specification as standard, but should you require a little extra...... ask about porting and balancing. Whist your engine is being reconditioned, why not have its home repainted!
Engine compartments can be refinished to better than new standards, not easy to do when the engine is in place.
RECONDITIONED ENGINE SPECIFICATION - FOR YOUR OWN ENGINE
UNLEADED COMPONENTS FITTED AS STANDARD
All assembled with care by our apprentice served technicians - Trevor and Dan
and then fully bench tested for correct operation and performance
Cylinder block re-bored and honed
New pistons fitted with reconditioned con rods
Crankshaft reground and polished, then hardened and tested for straightness
New bearings and thrust washers
Rebuilt oil pump, and rebuilt water pump
Cylinder heads welded/skimmed as required
New valve guides, valves
Replace valve seats with hardened valve seats, ensuring unleaded capability
All new timing chains, tensioners and chain guide rails
Valve springs and cam followers all alloy bead blasted not painted
Block painted in gloss black
All parts immersion heat cleaned
New engine mountings
Refinished cam covers, replated/new fasteners as required
Replated timing quadrant and refinished oil filter bowl
New oil pressure/water temperature transmitters
The Triumph Stag V8 engine's original valve seats are considered by many component manufacturers to be just about serviceable for use with unleaded petrol. However, it is our opinion that when the cylinder heads are removed for reconditioning, it is prudent to replace the borderline components with modern high quality parts.
Faversham Classics are currently fitting 'sintered high machinability Tungsten carbide residing in a matrix of tempered tool steel and special alloy iron particles'. This valve seat combines a good hardness with good machinability and shows good wear and heat resistance.
The valve seat was designed to be fitted to Turbocharged and naturally aspirated engines, therefore suitability for the Stag is ideal.
To complement these valve seats we are fitting by first choice genuine A.E. (the original manufacturer) valve guides which are 100% unleaded friendly or bronze guides which are slightly larger in their fitting diameter enabling a good fit into worn heads.
We feel that with new stainless steel valves and these guides and seats, unleaded fuel, high stress continental motoring problems are banished.
Seats machined to three angles.
Petrol, Unleaded, Diesel
Aluminium, Cast Iron
Turbo charged engines, aspriated engines, lower to upper duty range
(High temperature resistance)
Propane, LPG, Natural gas, Petrol, Unleaded, Diesel
Aluminium, Cast Iron
Heavy and extreme duty range, high performance engines, all gas engines (Propane, LPG)
Powder Coated Cam Covers
Customers often bring us powder coated cam covers they have purchased on the internet. For their Triumph Stag.
We always advise that powder coating is not the best way to refinish these items, as unless the flame trap is removed before shotblasting (an essential part of powder coating) the flame trap will become impregnated with abrasive medium. The consequences of this being washed from the cam cover by hot engine oil into the engine is rapid wear and imminent failure of components.
We have seen this in as little as 40 miles after fitting by a DIY owner.
Please check before you fit any new cam covers