The Triumph Dolomite Club - Discussion Forum

THANK YOU ALL FOR YOUR FEEDBACK . BUT WHAT YOU ALL DONT KNOW SOME ONE AT BL ASKED A MAN AT CANLEY CAS TO DO THIS JOB . THIS IS ON THE NET . THAT IS HOW I CAME ACROS IT. ALSO ON THE NET IS A MAN IN THE USA THAT USES TO SPRINT CHAINES AND A WORK OF ART EXHUST MANIFOLDS. I DID THINK ABOUT DOING THIS SOME YEARS AGO.

I HAVE HAD A GOOD LOOK AT THIS JOB IT CAN BE DONE . ONE HEAD FITS ON THE RIGHT WAY. YOU HAVE TO CUT THE TIMING CHAIN HOUSING OFF AND EXTEND TO FIT OVER THE TIMING CHAIN COVER TOP.
THE OTHER HEAD HAS TO SIT THE OTHER WAY AROUND BOTH INLET SIDES ON THE IN SIDE. THE TIMING CHAIN HOUSING MUST BE CUT OFF AND PUT ON THE FROUNT OF THE BLOCK. AND EXTENDED TO FIT OVER THE TIMING CHAIN COVER.TOP.
THE CAMS . THE HEAD THAT FITS THE RIGHI WAY CAM IS OK. BUT THE OTHER CAM LOBES ON NO2,NO3, HAVE TO CHANGE A ROUND IE NO2 WOULD HAVE TO BE IN NO3 PLACE AND NO3 IN NO2 PLACE. THIS IS TO KEEP THE STAG FIREING ORDER
1-2-7-8-4-5-6-3
RH1-3-5-7 LH2-4-6-8

the stag is 86mm the sprint is90.3mm the 1850 is 87mm looking at the stag block you can over bore it how far? the rocker covers will have to be cut and extended on both heads. timing chains can be made if the standard sprint ones dont fit before i work on the heads i will tackel the timing chains. i think he shave the timing change cover this is on te net. wish me luck. hog..

trackerjack wrote:Saw the utube and was not impressed by slapping a couple of heads on the Stag block and running around with a camcorder.
So many problems to overcome.
Easier to lift the Bosche PI off a V6 Ford to give more umph.
Or a mini supercharger, or a turbo.
Check out the video below of me at Combe when we catch a pesky supercharged Stag that keeps blocking the track at 4 min we did manage to pass him but boy did it fly down the straights!
http://youtu.be/HzNogIyQCfs
My old Stag went really well and more power would not have made it a nicer car.

nice vid

trackerjack wrote:Saw the utube and was not impressed by slapping a couple of heads on the Stag block and running around with a camcorder.
So many problems to overcome.
Easier to lift the Bosche PI off a V6 Ford to give more umph.
Or a mini supercharger, or a turbo.
Check out the video below of me at Combe when we catch a pesky supercharged Stag that keeps blocking the track at 4 min we did manage to pass him but boy did it fly down the straights!
http://youtu.be/HzNogIyQCfs
My old Stag went really well and more power would not have made it a nicer car.

i put those heads on to see what the beast would look like.

xvivalve wrote:A timing chain at each end of the engine?

How does that work then?

the gear box is at the back of the block.

soe8m wrote:Two heads should be casted. With a std stag bore and stroke you would have a compressio ratio of 1:5 i guess. Two new cams because of the v8 firing order.

If all that has been done i think the cranckshaft will end up in the sump pan within 10 minutes of running.

Jeroen

if the compressio is that low i would turbo the unit or suppercharge the beast. why would the cam brake?

tinweevil wrote:

soe8m wrote:Two heads should be casted. With a std stag bore and stroke you would have a compressio ratio of 1:5 i guess.

Would the pistons clash if you bored the block to 90.3mm?

More musings on Club Triumph and on Dave Pearson's blog

this is where i read about the 32v

soe8m wrote:That would be the most nonsensical modification ever to a stag.

Jeroen

mr jeroen ford make 32v v8 why is that?

DoloWIGHTY wrote:YOU WOULD NEED TO CAST A NEW HEAD FOR THE RH SIDE. GOOD LUCK.

i have not got that sort of money. but i have had a good look at the sprint head turned the cam around. looks fine

tony g wrote:Those youtube vids dont tell anything do they? well maybe that a sprint head bolts on and thats it.


Tony

sory that you could not see beyon jest two sprint heads on a stag block 1 back to front. take a good look again.i think the triumph part of BL wanted to out do the rover v8.but by putting two 1850s in a v that was a good start.

And what is your solution to have cam drive/timing solved in the reversed head?

Thanks Boss Hog (I did think you came from Somerset for some reason)

There can be no doubt that to create such an engine back in the early seventies would have made a fantastic car that would then expose a myriad of faults within the Stag as the new power would expose.

These days there many engines already available that would be better.

In short it would be a labour of love with no happy ending except an empty wallet.

I reckon with XJ8's and V8 S types so cheap its only a matter of time before the Jag engine goes in one.

I'd be interested if anyone has done that...have idly looked a few times.

I dont think the underlying design strength is there in either case to justify it, much as I like both cars.

The Sprint head is a compromise in many ways to start with and the Stag's timing chain foibles and angled studs
dont make it a great starting point really.

The Turner V8's from Daimlers are often overlooked as decent engines too...

Jonners

Because the one head is reversed, the direction of cam rotation is automatically resolved...isn't it?

xvivalve wrote:Because the one head is reversed, the direction of cam rotation is automatically resolved...isn't it?

No, you have make it rotate the opposite. Otherwise it will suck in fresh mixture, push out fresh mixture and compress and burn nothing etc. The sprint head needs it original rotation so fitting it backwards needs an extra gear to have the camshaft rotate in the oppostite direction of the engine.

Jeroen