Matthieu,
I have recently acquired a 1296 Spitfire Mk3. This was a highly competitive
car in the early to mid '70's.
I recently spoke to a friend of the driver/owner.
He said that he always double pinned the crank (I have 5 spares I have not
yet examined). He used a special 'unobtainium' steel, likely used to
develop some very special rear axles for the car.
His engines (per Kas) were developing 125 hp and running above 8000 rpm.
If you are developing an engine to that spec or planning to run it at very
high rpm, the double pin comes highly recommended...
Cheers,
Brad
*Brad Eells*
*Chino CA*
*#35 DP 1962 Triumph TR4*
*#76 FP 1969 Triumph Spitfire Mk3*
*1965 Triumph TR4A IRS...for the road!*
On Sat, Dec 2, 2017 at 4:53 AM, Mathieu W. Huovinen via Fot <
fot at autox.team.net> wrote:
> Friends,
>
> Long time listener, first time posting. I pulled the 1500 out of my
> Spitfire #80 and I am in the process of building a 1296. I am staying with
> my 1500 gearbox and clutch/flywheel so I am at the point of having the race
> shop (Abacus) machine the bolt holes from 3/8 to 7/16....and the topic of
> an extra or even three extra dowel pins machined into the flywheel came up.
> What is everyone's thoughts or even the standard for this? I was thinking
> at least one additional pin in addition the to the stock one. Thanks in
> advance!
>
> Mathieu Huovinen
> 910-619-2952 <(910)%20619-2952>
> [image: IMG_8514-2 2.jpg]
>
> _______________________________________________
> fot at autox.team.net
>
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>
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>
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