Triumph TR2 Service Instructions Manual page 47

Fig. 14
Exploded
view
of Oil
Pump.
distributor drive shaft. From this annular
space oil is circulated round the engine as
described in "Engine Lubrication."
(a) To Remove Oil Pump from the
Engine
(i) Drain the oil from the sump
(preferably when the engine is
warm) and jack up the car.
(ii) Remove the sumn securing bolts
and, lowering it at the front, first
manoeuvre the sump and tray
past the oil pump gauze filter.
(iii) Remove the three pump securing
bolts and remove the pump and
filter as a unit.
(b) To Dismantle Oil Pump
Remove the two bolts securing the
primary filter to the flange on the oil
pump elbow. Take note of the position
of the filter in relation to the elbow for
re-assembly, i.e., the tube projecting
inwards should be as near as possible
to the bottom of the sump, thus en-
suring there is a clearance between the
filter and the sump bottom.
To complete the dismantling it is now
only necessary to remove the four
setscrews. The inner rotor and shaft
and the outer rotor
can
now be re-
moved and the dismantling is complete.
(c)
Servicing Oil Pump
As this pump provides a generous
surplus of oil to that which is neces-
sary for the engine lubrication, and
owing to the design of the unit, very
little wear is likely to occur in service,
3.
and little maintenance shou!d be neces-
sary to the unit during the life of the
engine.
In acr~a! practice, excenth-g
r
h e re-
mote possibility of failures due to
defective materials, no adjustments
are likely to be required until approxi-
mately 200,000 miles have been
covered, and then it is only likely to be
limited to the elimination of end float
in the rotors, and
can
be satisfactorily
dealt with by lapping the joint faces of
the pump body and cover. The
clearance new between the rotors and
cover plate should be from .0005"-
.0025" and where a serious drop in oil
delivery from the pump is associated
with development of excessive end
float, steps should be taken to lap the
cover plate and body.
(d) Engagement of O i l Pump (Fig. IS)
and Distributor Driving Gear
This drive is taken from the helical
gear on the camshaft through a similar
gear unit mounted on the oil pump
driving s m .
The shaft has a tongue at the lower-
most end which engages the oil pump
mounted in the sump.
The helical gear unit is secured to the
shaft by a W o o m e key. The upper
gear of this unit drives the tachometer
and the boss-like extension is fitted
with a mills pin to prevent the gear and
shaft from rising. The head has an
offset recess into which the distri-
butor shaft will seat.
When correctly engaged the slot in the
distributor driving boss, with No. 1
cylinder at T.D.C. on the compression
stroke, should assume a position ap-
proximately
"
five minutes to five
"
with the offset towards the rear of the
engine (Fig. 16). In this position the
slot will point directly towards the
exhaust valve rod sealing tube for
No. 1 cylinder, the distributor rotor
will face No. 1 sparking plug, and the
keyway in the helical gear will be
aligned with the oil dipstick when
fitted.
See also "13 Ignition and Distributor
Timing." Page 24.
CRANKSHAFT AND
MAIN BEAR-
INGS (Fig. 8)
The crankshaft is of molybdenum xnan-
ganese forging with ground journals
and a d p i n s .