Triumph TR6 Rocker Gear

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Part No.: GRID600009

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21
Rocker shafts are tubular in construction.
The ends of the shaft must be plugged to form an oil gallery inside the shaft.
Oil is fed via the rear rocker pedestal into the shaft.
Drillings in the shaft allow lubrication of the rockers.
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214559
In stock
£22.50 ex VAT£27.00 inc UK VAT
Quantity
21
Tuftride hardened 6 cylinder Triumph Rocker Shaft fitted with end plugs.
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214559UR
In stock
£45.50 ex VAT£54.60 inc UK VAT
Quantity
22
Complete, ready to fit, all models.
This assembly is built with reconditioned rocker arms and pedestals.
All other components used are new.
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214559RASSY
No longer available
27
Fit these shims between Rocker Pedestals & Cylinder Head to maintain valve to rocker geometry. Originally these were .060 when our catalogue was written, however now only available in .030. Specially designed to maintain oil flow to Rockers.

For use only if the Cylinder Head has been over-skimmed or when using High Lift Camshaft.

1 or more shims required per Rocker Pedestal, these fit both 4 and 6 cylinder Triumph engines, please order as many as you need for your engine.
Qty Req-6, Item Info 2-if required
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144973SHIM
In stock
£3.55 ex VAT£4.26 inc UK VAT
Quantity
28
Screws into drilled rocker pedestal.
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104859
In stock
£4.25 ex VAT£5.10 inc UK VAT
Quantity
32
Anyone rebuilding a rocker shaft assembly for a TR250, 5, 6, Spitfire MK IV/1500, or Midget 1500 will have to deal with rocker arm to shaft clearance. The stock rocker arms were never bushed, and the tolerances specified are based to the cast iron on steel interface. The TR6 and Midget 1500 workshop manuals give the shaft diameter as 0.5607” to 0.5612", and the rocker arm bore is given as 0.563” to 0.564". This translates to a clearance of 0.0028” to 0.0033". If your rockers are worn, they must be replaced. If the bore diameter in the new rocker is on the high side, and your new rocker shaft is on the small side of the range, the clearance will approach the maximum allowed. In addition, the stock un-bushed rocker arms wear more quickly than rocker arms fitted with bushings. This will in time reduce your oil pressure.

Our supplier decided to address these issues by arranging for special rocker arms to be made. These are identical to the OE rocker in shape, but are fitted with a bronze rocker arm bushing. The challenge was figuring out how to deliver bushed rocker arms that would have the proper clearance when fitted to a new rocker shaft. We know that the optimum clearance between the bushing and the shaft is generally given as 0.002” to 0.003”. Rocker shafts are made to a standard dimension, with some tolerance. That means the actual diameter of the shaft will vary a little bit. If we honed these rocker arms to fit a “standard” rocker shaft perfectly, they really would not be perfect when they were installed. The actual clearance would vary from shaft to shaft. That would be OK, but that was not what we were trying to achieve. We supply these rockers with the bushing un-honed, meaning they will not fit any rocker shaft. You will need to have the bushings homed to fit a specific rocker shaft. Tell your machinist you want a finished clearance of 2 thousandths (0.002”).

The advantages are numerous. The rocker arms and the rocker shaft will last longer. You will not lose as much oil pressure as you would with the stock un-bushed rocker arms. The other critical area for wear is the tip which comes in contact with the valve stem. The tips are very hard, 50-52HRC (Rockwell C scale), which is the same as new unused rocker arms.
Qty Req-6, Item Info 2-1, 3, 5, 7, 9, 11
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109024UR
In stock
£14.50 ex VAT£17.40 inc UK VAT
Quantity
33
Anyone rebuilding a rocker shaft assembly for a TR250, 5, 6, Spitfire MK IV/1500, or Midget 1500 will have to deal with rocker arm to shaft clearance. The stock rocker arms were never bushed, and the tolerances specified are based to the cast iron on steel interface. The TR6 and Midget 1500 workshop manuals give the shaft diameter as 0.5607” to 0.5612", and the rocker arm bore is given as 0.563” to 0.564". This translates to a clearance of 0.0028” to 0.0033". If your rockers are worn, they must be replaced. If the bore diameter in the new rocker is on the high side, and your new rocker shaft is on the small side of the range, the clearance will approach the maximum allowed. In addition, the stock un-bushed rocker arms wear more quickly than rocker arms fitted with bushings. This will in time reduce your oil pressure.

Our supplier decided to address these issues by arranging for special rocker arms to be made. These are identical to the OE rocker in shape, but are fitted with a bronze rocker arm bushing. The challenge was figuring out how to deliver bushed rocker arms that would have the proper clearance when fitted to a new rocker shaft. We know that the optimum clearance between the bushing and the shaft is generally given as 0.002” to 0.003”. Rocker shafts are made to a standard dimension, with some tolerance. That means the actual diameter of the shaft will vary a little bit. If we honed these rocker arms to fit a “standard” rocker shaft perfectly, they really would not be perfect when they were installed. The actual clearance would vary from shaft to shaft. That would be OK, but that was not what we were trying to achieve. We supply these rockers with the bushing un-honed, meaning they will not fit any rocker shaft. You will need to have the bushings homed to fit a specific rocker shaft. Tell your machinist you want a finished clearance of 2 thousandths (0.002”).

The advantages are numerous. The rocker arms and the rocker shaft will last longer. You will not lose as much oil pressure as you would with the stock un-bushed rocker arms. The other critical area for wear is the tip which comes in contact with the valve stem. The tips are very hard, 50-52HRC (Rockwell C scale), which is the same as new unused rocker arms.
Qty Req-6, Item Info 2-2, 4, 6, 8, 10, 12
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109023UR
In stock
£15.50 ex VAT£18.60 inc UK VAT
Quantity
40
Replaces springs on rocker shaft to remove the side tension and allow the rocker arms to rotate easier, whilst also keeping the rocker arms more centrally in position.
Qty Req-1, Item Info 2-replaces items 37 to 39
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119313XK
In stock
£38.00 ex VAT£45.60 inc UK VAT
Quantity
41
The complete rocker assembly is replaced with this kit.
The new rocker arms use roller tips and internal rollers on an all new steel shaft.
The rocker ratio is increased from 1.5 to 1.65:1 giving greater valve lift.

Note: the external rocker feed kit (RR1340) should also be fitted with this conversion together with uprated valve spring kit 149633URK and alloy valve caps RW3001
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RR1511
Usually in stock at our supplier, allow 1 week for delivery
£1,250.00 ex VAT£1,500.00 inc UK VAT
Quantity
42
These lightweigt tubular push rods are stronger than the originals and are suitable for high compression heads.
Qty Req-12, Model-All CP Models
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149513UR
No longer available
42
These lightweight tubular push rods are stronger than the originals and are manufactured slightly shorter to make them suitable for high compression heads.
Qty Req-12, Model-All CR Models
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148916UR
No longer available
43
It is vital that a camshaft & its followers are properly lubricated when installed
and run in an engine for the first time.
Use ‘Cam Lube’ (RX1358)

This is the larger diameter follower at 800" OD.
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143552
In stock
£3.30 ex VAT£3.96 inc UK VAT
Quantity
43
These Tappet/Cam Followers are Tuftride Hardened and have an oil drain hole in the side.

It is vital that a camshaft & its followers are properly lubricated when installed and run in an engine for the first time.
Use ‘Cam Lube’ (RX1358).
Qty Req-12
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143552UR
In stock
£6.50 ex VAT£7.80 inc UK VAT
Quantity
43
These Tappet/Cam Followers are Tuftride Hardened and have an oil drain hole in the side.

It is vital that a camshaft & its followers are properly lubricated when installed and run in an engine for the first time.
Use "Cam Lube" (RX1358).
Qty Req-12
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14355212URK
In stock
£77.00 ex VAT£92.40 inc UK VAT
Quantity
43
These Tappet/Cam Followers are Tuftride Hardened and have an oil drain hole in the side.

It is vital that a camshaft & its followers are properly lubricated when installed and run in an engine for the first time.
Use ‘Cam Lube’ (RX1358).
Qty Req-12
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1435528URK
In stock
£48.00 ex VAT£57.60 inc UK VAT
Quantity
44
If you rocker gear is worn and noisy, this kit allows a significant saving to buying all the parts individually. It includes new rocker shaft, 12 rocker arms, shaft springs and end plugs.
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RR1312
In stock
£150.00 ex VAT£180.00 inc UK VAT
Quantity
68
A remote mounted kit for increased lubrication to rocker gear.

Excessive rocker shaft wear is a classic complaint about the Triumph push rod engines. The external rocker feed kit is an effective and easy to fit solution to the problem. It works by piping oil from a plug hole in the cylinder block main oil gallery up to the cylinder head, thereby maintaining a higher oil flow installation. The kit is so good, it looks as though it should always have been there!

The Rocker Feed Kit and Oil Consumption
When the supplementary oil feed to the rocker gear is fitted, an increase in oil consumption is often encountered. This is attributed to oil being drawn down worn valve guides. The extra amount of lubricating oil flowing through the valve and rocker chamber, as supplied by the feed kit, exaggerates any tendency for oil to be sucked down worn valve guides past worn valve stems. The best solution is to fit new valves and guides, but this is not always on the top of the repair priority list. To assist in the reduction of oil being sucked down the guides a method of valve stem oil seal is required. We offer the simple do-nut rubber ring that is used so successfully on MG sports cars. Its part number is AEK113, one per valve stem. Now the clever bit... How to fit them without removing the cylinder head from the car?
Each seal needs to be fitted to the valve stem above the valve guide but below the valve spring upper retaining cap(s). Remove the rocker cover, rocker gear and the spark plugs. Cover the holes that the push rods come up through so nothing can be dropped down into the engine. Turn the crankshaft so that number one piston is at bottom dead centre (BDC). Feed a length of clean, pliable rope down the spark plug hole of number one cylinder, leaving a bit hanging out so you can retrieve it. Now, slowly and carefully turn the crankshaft clockwise by hand, a resistance will be felt as the rising piston in that bore compresses the rope against the combustion faces of the two valves in that cylinder, holding them against their seats. The valve collets and spring caps of that cylinder can now be removed without the fear of losing the valves down the bore. The valve stem oil seals can be fitted to these two valve stems and perhaps a new set of valve springs. Be honest, this tip has saved the cost of a decoke set! Once the valve stem oil seals and other parts have been refitted to this first pair of valves satisfactory, simply turn the crank anticlockwise to BDC, withdraw the rope and repeat the process on the remaining cylinders and pairs of valves. To be sure that the rope has compressed sufficiently against the faces of the valves, attempt to push the valves by hands, as if being acted on by the rockers before removing the spring caps or collets, this is the fail safe check. This method can be adopted anywhere as it does not require the use of compressed air, special tools or luck.
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RR1340
In stock
£39.95 ex VAT£47.94 inc UK VAT
Quantity
12 month warranty
Worldwide shipping
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Customer Comments
"Thank you very much for helping me to maintain my Rovers lots of times now!" Customer Comment
Product Description

Triumph TR6 Rocker Gear
Excessive rocker shaft wear is a classic complaint about the Triumph push rod engines (of which the TR6 unit is obviously one).  The external rocker feed kit is an effective and easy to fit solution to the problem.  It works by piping oil from a plug hole in the cylinder block main oil gallery up to the cylinder head, thereby maintaining a higher oil flow than standard.  No drilling or tapping is required for installation.  The kit is so good, it looks as though it should always have been there!

The Rocker Feed Kit & Oil Consumption
When the supplementary oil feed to the rocker gear is fitted on the Triumph TR6 engine, an increase in oil consumption is often encountered. This is attributed to oil being drawn down worn valve guides.  The extra amount of lubricating oil flowing through the valve and rocker chamber, as supplied by the feed kit, exaggerates any tendency for oil to be sucked down worn valve guides past worn valve stems.  The best solution is to fit new valves and guides, but this is not always on the top of the repair priority list.  To assist in the reduction of oil being sucked down the guides, a method of valve stem oil seal is required.  We offer the simple do-nut rubber ring that is used so successfully on MG sports cars.  Its part number is AEK113, 12 of which are required, one per valve stem, to service an engine.
Now the clever bit......How to fit them without removing the cylinder head from the car.
Each seal needs to be fitted to the valve stem above the valve guide but below the valve spring upper retaining cap(s).
Remove the rocker cover, rocker gear and the spark plugs.  Cover the holes that the push rods come up through so nothing can be dropped down into the engine.  Turn the crankshaft so that number one piston is at bottom dead centre (BDC).  Feed a length of clean, pliable rope down the spark plug hole of number one cylinder, leaving a bit hanging out to you can retrieve it.  Now, slowly and carefully turn the crankshaft clockwise by hand, a resistance will be felt as the rising piston in that bore compresses the rope against the combustion faces of the two valves in that cylinder, holding them against their seats.  The valve collets and spring caps of that cylinder can now be removed without the fear of losing the valves down the bore.  The valve stem oil seals can be fitted to these two valve stems and perhaps a new set of valve springs.  Be honest, this tip has saved the cost of a decoke set!  Once the valve stem oil seals and other parts have been refitted to this first pair of valves satisfactorily, simply turn the crank anticlockwise to BDC, withdraw the rope and repeat the process on the remaining five cylinders and five pairs of valves.
To be sure that the rope has compressed sufficiently against the faces of the valves, attempt to push the valves by hand, as if being acted on by the rockers before removing the spring caps or collets, this is the fail safe check.
This method can be adopted anywhere as it does not require the use of compressed air, special tools, or luck.