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References: [ +from:paisley@boulder.nist.gov: 64 ]

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21. Re: Cam spec help! (TR x-post) (score: 1): Author: paisley@boulder.nist.gov (Scott W. Paisley); Date: Tue, 6 Jun 1995 13:02:34 -0600; True enough! But you can figure the lobe centers, and if you know the duration, you should be able to guess as to where the "checking clearance should be. Yes? I should also add that I checked the li; /html/triumphs/1995-06/msg00073.html (9,341 bytes)
22. Re: TR O/D Gearbox Oil (score: 1): Author: paisley@boulder.nist.gov (Scott W. Paisley); Date: Wed, 7 Jun 1995 08:12:33 -0600; You are both right! Remember though, our manuals were written at a time when many of the newer lubricants weren't available. Sometimes using a slightly different lubricant is better than what the man; /html/triumphs/1995-06/msg00098.html (11,484 bytes)
23. Re: Cam spec help! (TR x-post) (score: 1): Author: paisley@boulder.nist.gov (Scott W. Paisley); Date: Wed, 7 Jun 1995 09:44:45 -0600; I agree on all these points. A lose fit will gain you better emissions, at the cost of performance as you point out. WHY?!? :-) This is the question I'd like to have the answer to. Why is a hot cam s; /html/triumphs/1995-06/msg00102.html (9,773 bytes)
24. Re: TR O/D Gearbox Oil (score: 1): Author: paisley@boulder.nist.gov (Scott W. Paisley); Date: Fri, 9 Jun 1995 09:26:29 -0600; I don't think your overdrive was slipping (in the last case anyway), it has to be the clutch. With the engine loaded in a higher gear (overdrive engaged) the clutch could slip more easily, and this c; /html/triumphs/1995-06/msg00155.html (9,643 bytes)
25. Engine woes (score: 1): Author: paisley@boulder.nist.gov (Scott W. Paisley); Date: Mon, 19 Jun 1995 09:22:58 -0600; Ok, I'll take a stab at this one... I'm guessing that you've got a clogged oil gallery somewhere in the block. This is preventing oil from getting to the proper places and thus it must find somewhere; /html/triumphs/1995-06/msg00283.html (8,817 bytes)
26. Help on my TR6 (score: 1): Author: paisley@boulder.nist.gov (Scott W. Paisley); Date: Tue, 20 Jun 1995 11:11:58 -0600; Hal! You are in Boulder!?! Hey, I have a TR6 (two of them in fact) in Broomfield! We should get together sometime... Yeah, I knew about that, and REALLY wanted to go, but I had to lay sod down in the; /html/triumphs/1995-06/msg00310.html (9,158 bytes)
27. RE: Looking for moral support (score: 1): Author: paisley@boulder.nist.gov (Scott W. Paisley); Date: Wed, 21 Jun 1995 09:01:00 -0600; I think we need to define the word "dangerous" here. Webster defines the root word danger as: "1. Exposure or vulnerability to harm or risk." IMHO, low oil pressure readings are "risky". The top end; /html/triumphs/1995-06/msg00358.html (10,021 bytes)
28. RE: TR6 Vacumn Advance etc. (score: 1): Author: paisley@boulder.nist.gov (Scott W. Paisley); Date: Thu, 22 Jun 1995 09:28:58 -0600; It's probably just a single retard unit. But why would a vacuum retard reduce performance? When I stomp on the gas, there's very little vacuum left, and the advance on the distributer would be advanc; /html/triumphs/1995-06/msg00397.html (8,143 bytes)
29. RE: TR6 Vacumn Advance etc. (score: 1): Author: paisley@boulder.nist.gov (Scott W. Paisley); Date: Thu, 22 Jun 1995 11:47:59 -0600; I guess I could see this, since advance weight with springs would be much quicker to respond than a loss of vacuum. Wait... with full retard on, your car should be timed at 4 ATDC. Static timing is a; /html/triumphs/1995-06/msg00406.html (9,098 bytes)
30. Re: Frame rust (score: 1): Author: paisley@boulder.nist.gov (Scott W. Paisley); Date: Fri, 23 Jun 1995 16:10:00 -0600; [...] How can it be BETTER than old engine oil? The old engine oil is just a little corrosive from the byproducts of combustion. Thus, the oil spreads across the rust destroying it forever. It then l; /html/triumphs/1995-06/msg00442.html (8,401 bytes)
31. TR6 Production (score: 1): Author: paisley@boulder.nist.gov (Scott W. Paisley); Date: Fri, 30 Jun 1995 10:50:09 -0600; I was surf'n the web, and found the TR6 Production list on the VTR homepage. However, it doesn't list the number of cars produced each year. Does anyone have this info? Are "low production" years mor; /html/triumphs/1995-06/msg00533.html (6,606 bytes)
32. How do I diagnose.... (score: 1): Author: paisley@boulder.nist.gov (Scott W. Paisley); Date: Mon, 10 Jul 1995 08:10:10 -0600; Check for a baseball card. Old card collectors would carry their card collection in the boot of old Spitfires. Occasionally, a card or two will work its way through a small crack in the wing and wedg; /html/triumphs/1995-07/msg00110.html (7,811 bytes)
33. RE: TR6 diff/frame rust (score: 1): Author: paisley@boulder.nist.gov (Scott W. Paisley); Date: Mon, 10 Jul 1995 13:27:34 -0600; I had to drop the exhaust on mine, and it was a monza... However, you still might be able to get to the flange joints, but it'll be a pain, I assure you! Removing the monza isn't all that difficult.; /html/triumphs/1995-07/msg00118.html (8,132 bytes)
34. Bill Woodruff sighted! (score: 1): Author: paisley@boulder.nist.gov (Scott W. Paisley); Date: Thu, 13 Jul 1995 16:45:12 -0600; Well, almost sighted... He called me from Lawrence Buja's office, here in Boulder, Colorado, looking for a waterpump. His pump is weeping coolant, and he's a bit concerned about making it all the way; /html/triumphs/1995-07/msg00193.html (7,264 bytes)
35. Re: spitfire engine rebuild (score: 1): Author: paisley@boulder.nist.gov (Scott W. Paisley); Date: Thu, 20 Jul 1995 08:34:26 -0600; Just to violently agree :-)... Excellent advice. Be sure the bigends are still round. If not, they'll need to be rounded. I would replace the bearings in that case. Good advice on any rebuild. But if; /html/triumphs/1995-07/msg00275.html (9,024 bytes)
36. "No more 'ring around the piston' "? (score: 1): Author: paisley@boulder.nist.gov (Scott W. Paisley); Date: Fri, 21 Jul 1995 08:34:59 -0600; Humm. Well, I'll take a guess at this one... Fewer rings mean less friction on the cylinder walls. Thus you get a little more power. I know that some racers use very light rings which they only get 4; /html/triumphs/1995-07/msg00300.html (8,210 bytes)
37. Re: TR3 Front Brake Calipers (score: 1): Author: paisley@boulder.nist.gov (Scott W. Paisley); Date: Wed, 2 Aug 1995 08:24:17 -0600; Marc-Air maybe, but then again, they had three planes grounded a few days ago. Maybe not. :-) I had a seized caliper on a '73 motorcycle a few years ago. I used a small brake line to connect the mast; /html/triumphs/1995-08/msg00047.html (8,129 bytes)
38. Re: TR3 Front Brake Calipers (score: 1): Author: paisley@boulder.nist.gov (Scott W. Paisley); Date: Wed, 2 Aug 1995 12:03:17 -0600; [..snip..] [..snip..] Actually the way I did this on they motorcycle caliper was somewhat cute. You see, that caliper is a little bit smaller than the TR3 caliper (I think) and it required something; /html/triumphs/1995-08/msg00052.html (9,603 bytes)
39. New, improved (?) "ring(s) around the piston" (score: 1): Author: paisley@boulder.nist.gov (Scott W. Paisley); Date: Fri, 4 Aug 1995 13:30:25 -0600; This seems like a good idea! I assume that 2% blowby is with normal rings... What kind a performance (any blowby at all?) do you get with the gapless piston rings? Furthermore, is it recommended to u; /html/triumphs/1995-08/msg00102.html (8,219 bytes)
40. Re: SU - HD6 (score: 1): Author: paisley@boulder.nist.gov (Scott W. Paisley); Date: Fri, 4 Aug 1995 15:22:01 -0600; Yes, these are the stock size. The TR6 came with 1.75 ZS carbs. Thus the HD6 is 1 and 6/8 inches, which is 1.75, same as the ZS. I not sure why Don would recommend the HD8s. They are bigger and will; /html/triumphs/1995-08/msg00108.html (7,823 bytes)

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