Mail Archive Search: <+from:tr3driver@ca.rr.com>

Results:

References: [ +from:tr3driver@ca.rr.com: 366 ]

Total 366 documents matching your query.

301. Re: [Fot] Rear End Ratios (score: 1): Author: "Randall" <TR3driver@ca.rr.com>; Date: Thu, 4 Jul 2013 17:00:54 -0700; Nope. Since the entire overdrive is driven from the output shaft of the main gearbox, it's speed is relative to that. Meaning it all turns some 3 times slower in 1st gear than in 4th (for a given en; /html/fot/2013-07/msg00041.html (9,479 bytes)
302. Re: [Fot] Manifold needed (score: 1): Author: Randall <tr3driver@ca.rr.com>; Date: Wed, 10 Jul 2013 18:00:54 -0700; The intake manifold listed for 9350E through 13051E also fits the low port head and takes H6 carbs. The change at 9350E was to the "Le Mans" head, but it shared port locations (and gasket) with the e; /html/fot/2013-07/msg00103.html (9,814 bytes)
303. Re: [Fot] Manifold needed (score: 1): Author: "Randall" <TR3driver@ca.rr.com>; Date: Thu, 11 Jul 2013 10:45:48 -0700; FWIW, I have a "Le Mans" head & intake manifold. Feel free to ask if you want to know anything about them. I've forgotten the exact engine number, but it was somewhere in the TS11xxxE range (and is; /html/fot/2013-07/msg00108.html (9,113 bytes)
304. Re: [Fot] A type O.D. (score: 1): Author: "Randall" <TR3driver@ca.rr.com>; Date: Sun, 28 Jul 2013 23:07:11 -0700; It essentially functions as the exhaust valve for the hydraulic pump. On the pressure stroke, the ball lifts and allows oil into the accumulator; then when the pump piston returns, the ball seats an; /html/fot/2013-07/msg00227.html (8,994 bytes)
305. Re: [Fot] A type O.D. (score: 1): Author: "Randall" <TR3driver@ca.rr.com>; Date: Sun, 28 Jul 2013 23:31:26 -0700; It's a very good article; and yet I wish it had included a copy of Steve's warning. I found out the hard way. The pressure on the bench and in the car looked fine at lower rpm. But the spring was re; /html/fot/2013-07/msg00228.html (9,092 bytes)
306. Re: [Fot] A type O.D. (score: 1): Author: "Randall" <TR3driver@ca.rr.com>; Date: Wed, 31 Jul 2013 07:55:22 -0700; I'm sorry, Larry, I don't recall the thickness of washers. Maybe around 3/16". It was a large accumulator, and I had shimmed it from around 300 (no shims) to around 450 psi (original TR4 workshop ma; /html/fot/2013-07/msg00255.html (10,829 bytes)
307. Re: [Fot] Steering wheel lock (score: 1): Author: Randall <tr3driver@ca.rr.com>; Date: Wed, 31 Jul 2013 19:00:58 +0000; Definitely try turning the wheel first. My guess though is that you will have to remove the lock mechanism. Take off the plastic shroud around it (3 screws up from the bottom IIRC). If you are lucky,; /html/fot/2013-07/msg00262.html (9,485 bytes)
308. Re: [Fot] A type O.D. (score: 1): Author: Randall <tr3driver@ca.rr.com>; Date: Fri, 2 Aug 2013 22:57:13 +0000; I agree. But I believe that part of those discrepancies are that the OD operating pressure was customized for every car/engine (and of course for IRS). Some people seem to feel that it should be the; /html/fot/2013-08/msg00015.html (9,700 bytes)
309. Re: [Fot] A type O.D. (score: 1): Author: Randall <tr3driver@ca.rr.com>; Date: Fri, 02 Aug 2013 20:03:45 -0700; I'm not arguing with that in the slightest, John. In fact, I'm not trying to suggest that Larry has done anything "wrong" at all. He knows what he's doing, and he's good at it. Just trying to transfe; /html/fot/2013-08/msg00018.html (9,039 bytes)
310. Re: [Fot] Electric connections (score: 1): Author: Randall <tr3driver@ca.rr.com>; Date: Wed, 7 Aug 2013 23:17:35 +0000; Just in case you haven't already gotten every possible response, my preference is to do both. Strip off the cheap plastic insulator (or buy uninsulated terminals to start with), insert the wire so a; /html/fot/2013-08/msg00080.html (10,329 bytes)
311. Re: [Fot] [6pack] tr250 oil pressure issue (score: 1): Author: Randall <tr3driver@ca.rr.com>; Date: Thu, 26 Sep 2013 16:32:31 -0700; Except in this case, it is "meter" as in a measuring device. "Micrometer" refers to a measuring tool, what I believe you call a Messschraube in Deutsch. My micrometers read in .0001" increments. Apo; /html/fot/2013-09/msg00481.html (9,356 bytes)
312. Re: [Fot] TR4 diff disassembly (score: 1): Author: "Randall" <TR3driver@ca.rr.com>; Date: Thu, 26 Sep 2013 20:18:46 -0700; Use two pry bars, one on each side, with something between the bar & casting to protect the casting. http://tinyurl.com/mx49pm6 Randall _______________________________________________ fot@autox.team; /html/fot/2013-09/msg00485.html (9,202 bytes)
313. Re: [Fot] Rear main felt gasket (score: 1): Author: "Randall" <TR3driver@ca.rr.com>; Date: Wed, 30 Oct 2013 11:54:49 -0700; Looks like the classic Permatex #3 "Aviation Form-A-Gasket" is still readily available. I found it listed even at Wally-mart, as well as Advance Auto & O'Reillys. That's what I've always used and it; /html/fot/2013-10/msg00228.html (8,811 bytes)
314. Re: [Fot] TR3 Prices (score: 1): Author: Randall <tr3driver@ca.rr.com>; Date: Tue, 05 Nov 2013 18:18:19 -0700; I went through this a few years back with my insurance. They supplied a list of 4 cars that had recently sold in similar condition. Average sale price $9600. That was in 2005, and at least my percept; /html/fot/2013-11/msg00036.html (9,704 bytes)
315. Re: [Fot] Cold Air intake on a Spitfire (score: 1): Author: Randall <tr3driver@ca.rr.com>; Date: Thu, 07 Nov 2013 17:57:29 -0700; The cure for that should be to bring the float bowl vent into the air box. The later "emissions" carbs do that, but I doubt anyone is racing with them. Randall _______________________________________; /html/fot/2013-11/msg00073.html (8,978 bytes)
316. Re: [Fot] TR4 Pinion bearing assembly question (score: 1): Author: "Randall" <TR3driver@ca.rr.com>; Date: Sat, 9 Nov 2013 15:55:56 -0800; Stronger that way. It's the shims next to the pinion gear that set the gear position, and a few thou does make a big difference. Reassemble the bearings you removed, measure the thickness, compare t; /html/fot/2013-11/msg00106.html (9,400 bytes)
317. Re: [Fot] A-Type O/D Conversion Shift Tower Issue (score: 1): Author: Randall <tr3driver@ca.rr.com>; Date: Mon, 18 Nov 2013 23:38:30 +0000; Make certain you remove the check valve in the side first ! Here's my version of the process that Larry & Sam (& Nelson) wrote up: http://tinyurl.com/oy38gvh Once the body was touching the piece of; /html/fot/2013-11/msg00177.html (9,183 bytes)
318. Re: [Fot] aftermarket crank dampeners and pullies for TR4's (score: 1): Author: Randall <tr3driver@ca.rr.com>; Date: Thu, 5 Dec 2013 23:54:19 +0000; The problem is how do you define "needed" ? I've seen the broken crankshafts, they do happen. And although the breaks are sudden of course, I believe the damage happens over a long time, likely only; /html/fot/2013-12/msg00040.html (11,767 bytes)
319. Re: [Fot] TR3 race motor loosing water (score: 1): Author: "Randall" <TR3driver@ca.rr.com>; Date: Mon, 16 Dec 2013 10:18:12 -0800; There is a better tool that will show up intermittent head gasket leaks: http://tinyurl.com/lp9bzfh I've had several TR3 motors now that would only leak compression while under heavy throttle. I cou; /html/fot/2013-12/msg00125.html (9,524 bytes)
320. Re: [Fot] Brake line (score: 1): Author: "Randall" <TR3driver@ca.rr.com>; Date: Wed, 1 Jan 2014 18:00:48 -0800; I use it, and like it. But one caution, it does abrade easier than the old terne-plated steel. Make sure it can't rub on anything. http://tinyurl.com/4yc4yf9 Randall ________________________________; /html/fot/2014-01/msg00005.html (8,146 bytes)

Current List: 301 - 320
Page: [1] [2] [3] [4] [5] [6] [7] [8] [9] [10] [11] [12] [13] [14] [15] [16] [17] [18] [19]