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Total 9 documents matching your query.

1. TR6 V8 Conversion (score: 1): Author: "Deikis, John" <John.Deikis@med.va.gov>; Date: Mon, 17 May 2004 08:02:08 -0500; I've got this dilemma. I'm sort of a monogomous MG guy and have been looking at various B-V8s for about a year now. (Racing a 1275 Midget just doesn't satisfy my need for street grunting and muffler; /html/mgb-v8/2004-05/msg00019.html (9,324 bytes)
2. Re: TR6 V8 Conversion (score: 1): Author: "T. S. White" <tswrace@pacbell.net>; Date: Mon, 17 May 2004 07:03:27 -0700; Hi John, I cannot speak to the TR6 as a platform for a V8. I do have a TR3A with a 302 in it. I also owned an MGBGT at one time. The TR3A handles very well with the V8 in it and I haven't balanced th; /html/mgb-v8/2004-05/msg00020.html (8,718 bytes)
3. Re: TR6 V8 Conversion (score: 1): Author: "Paul Willoughby" <paulwillou@socal.rr.com>; Date: Mon, 17 May 2004 08:12:09 -0700; I'm also working on a TR3 V8. Although I haven't driven it since I put disk brakes and rack and pinion steering in it, my guess is that the poor "feel" of the TR3 is due to a worn non-rack&pinion ste; /html/mgb-v8/2004-05/msg00022.html (10,269 bytes)
4. Re: TR6 V8 Conversion (score: 1): Author: "Carl Floyd" <cmfloyd@chartertn.net>; Date: Mon, 17 May 2004 12:15:40 -0400; <<The small block ford weighs more than the Triumph straight six, but not Or not. A Ford 302 with aluminum heads will be lighter than the Triumph straight six iron engine. It's a great swap. Go to ht; /html/mgb-v8/2004-05/msg00023.html (11,859 bytes)
5. Re: TR6 V8 Conversion (score: 1): Author: DANMAS@aol.com; Date: Mon, 17 May 2004 14:57:09 EDT; In a message dated 5/17/2004 11:13:04 AM Eastern Daylight Time, paulwillou@socal.rr.com writes: The small block ford weighs more than the Triumph straight six, but not substantially. I would guess th; /html/mgb-v8/2004-05/msg00025.html (8,024 bytes)
6. Re: TR6 V8 Conversion (score: 1): Author: DANMAS@aol.com; Date: Mon, 17 May 2004 15:01:39 EDT; In a message dated 5/17/2004 12:33:53 PM Eastern Daylight Time, cmfloyd@chartertn.net writes: I personally have 6-7 hours of driving time in this machine. I can't even entertain the notion of a stock; /html/mgb-v8/2004-05/msg00026.html (8,004 bytes)
7. RE: TR6 V8 Conversion (score: 1): Author: "Susan and Jack Brooks" <tr3a@att.net>; Date: Mon, 17 May 2004 19:47:18 -0700; The TR6 (& MGB) have a much more sophisticated steering/suspension systems than a TR3. The TR3 has cam and peg steering, with non-adjustable 00camber and 00caster, with only adjustment for toe-in. Th; /html/mgb-v8/2004-05/msg00028.html (11,273 bytes)
8. Re: TR6 V8 Conversion (score: 1): Author: DANMAS@aol.com; Date: Mon, 17 May 2004 22:57:12 EDT; With regard to the TR6's IRS, the weakness is not the IRS itself, but the diff mounting brackets. If I remember correctly, The Triumph racing dept. ran the stock IRS differential in their race cars w; /html/mgb-v8/2004-05/msg00029.html (8,053 bytes)
9. Re: TR6 V8 Conversion (score: 1): Author: "Wayne" <wayne@brazinski.com>; Date: Mon, 17 May 2004 22:28:24 -0500; Thanks for the info here regards the TR3. I have installed the British Auto Restorations Rack and Pinion kit and am very happy with it on my TR3. You mention that there are a lot of other things tha; /html/mgb-v8/2004-05/msg00030.html (12,426 bytes)

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