By now, I was really bummed. The thought of pulling the engine on my newly acquired car, and spending a lot more time and money to repair it didn't settle well with me. I didn't want to have to admit that I had struck out, so I decided to go talk to a Tribologist friend named Dr. Shengli Liu, PHD. Dr. Liu is a very knowledgeable guy who used to work on trucks in China as a young man, prior to coming to the United States to continue his studies and acquire a PHD at the University or Wisconsin in the fields of Metallurgy (study of metals) & Tribology (the study of fricton and wear).
I told Dr Liu all about my problem, and he wasn't surprised to learn what had happened. He knew that once the thin, soft, copper/nickel surface on the steel OEM style thrust washer had worn through to the steel, that both steel surfaces wearing together could cause rapid wear.
Dr Liu suggested a modern alloy material he had learned about that has superior friction and wear characteristics that are especially desireable under these conditions (Caution: Never use an Oilite type of material for this kind of application). After many telephone calls, I was able locate a source that would sell the material to me in smaller quantities, and we would machine the thrust washer. I calculated the thickness I would need to provide me with a minimal end float dimension, and had one special thrust washer made to test in the rear thrust washer position. I used the original OEM thrust washer for the front position since it had no damage or wear.
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The Thrust Washer Blues
The Story of the Triumph TR6 Solid Alloy Crankshaft Thrust Washer Developement
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