From mark at bradakis.com  Sun Dec  9 11:30:38 2012
From: mark at bradakis.com (Mark J Bradakis)
Date: Sun, 09 Dec 2012 11:30:38 -0700
Subject: [6pack] Archive search
Message-ID: <50C4D8CE.9040600@bradakis.com>

It should be working better.

Link below.

mjb.

From tedtsimx at bright.net  Thu Dec 13 11:49:35 2012
From: tedtsimx at bright.net (Ted Schumacher)
Date: Thu, 13 Dec 2012 13:49:35 -0500
Subject: [6pack] Performance Research Industries
In-Reply-To: <012401cdcdae$5438e1f0$fcaaa5d0$@biz>
References: <1354136863.26501.YahooMailClassic@web185003.mail.gq1.yahoo.com>
	<012401cdcdae$5438e1f0$fcaaa5d0$@biz>
Message-ID: <50CA233F.1080002@bright.net>

Why not try us. We build good engines, realistic prices and  excellent 
machining.  And, we answer our phones. Ted


On 11/28/2012 4:21 PM, brian at asmoothmove.biz wrote:
> Does anyone on the net have first-hand experience working with Performance
> Research Industries (PRI) out of Oregon? They have some natural aspirated -6
> engine build-ups that look very interesting and are indicating upwards of
> 160HP.
>
> Thanks,
>
> Brian
>
> Brian J. Alwin
> 1972 TR-6 CC79085
> Rochester, Minnesota
>
> ________________________________________
>
> 6pack at autox.team.net
>
> Donate: http://www.team.net/donate.html
> Archive: http://www.team.net/archive
> Forums: http://www.team.net/forums
> Unsubscribe: http://autox.team.net/mailman/options/6pack/tedtsimx at bright.net
>
>
>
>


-- 
Ted Schumacher
tedtsimx at bright.net
http://www.tsimportedautomotive.com
108 S. Jefferson St.
Pandora, Ohio, USA 45877
Fax: 419.384.3272 (24 Hrs.)
Phone: 800.543.6648 (US & Canada)
Tech/ Gen. Information/ Worldwide: 419.384.3022

From levilevi at comcast.net  Thu Dec 13 13:48:43 2012
From: levilevi at comcast.net (Bud R)
Date: Thu, 13 Dec 2012 13:48:43 -0700
Subject: [6pack] Performance Research Industries
In-Reply-To: <012401cdcdae$5438e1f0$fcaaa5d0$@biz>
References: <1354136863.26501.YahooMailClassic@web185003.mail.gq1.yahoo.com>
	<012401cdcdae$5438e1f0$fcaaa5d0$@biz>
Message-ID: <29FA5707-5DD6-432B-8D77-E64C98C53FB4@comcast.net>

If it's these guys: Performance Research Industries 1313 Duke St. Ste.  
A Sutherlin, OR 97479
my experience was more on the negative side.

They demanded $12 to ship a Spitfire manifold gasket that cost $15.  
Seemed excessive and I said so but they insisted. The gaskets arrived  
a little bent..so much for my $12. Their stated policy "all shipping  
charges (national and international) are calculated and applied at  
time of shipping due to the uniqueness of each part"  seems ingenuous  
given the flat rate they charged me and the poor job of protecting the  
product.  Also the gaskets were not as they appeared in their online  
ad so it's questionable whether I even got what I paid for. But I'm  
tired of dealing with them and will move on.

Bud Rolofson

71TR6 CC57365 (Good 6)
71 Spitfire MK IV Race Car #3
66TR4A CTC57529 (The Project)
71F-250 Camper Special (Triumph Support Vehicle)
Z-50A Hardly Davidson 1977 Honda Mini-Trail Bike (Triumph Pit Bike)







On Nov 28, 2012, at 2:21 PM, <brian at asmoothmove.biz> <brian at asmoothmove.biz 
 > wrote:

> Does anyone on the net have first-hand experience working with  
> Performance
> Research Industries (PRI) out of Oregon? They have some natural  
> aspirated -6
> engine build-ups that look very interesting and are indicating  
> upwards of
> 160HP.
>
> Thanks,
>
> Brian
>
> Brian J. Alwin
> 1972 TR-6 CC79085
> Rochester, Minnesota
>
> ________________________________________
>
> 6pack at autox.team.net
>
> Donate: http://www.team.net/donate.html
> Archive: http://www.team.net/archive
> Forums: http://www.team.net/forums
> Unsubscribe: http://autox.team.net/mailman/options/6pack/levilevi at comcast.net

From lang at isis.mit.edu  Thu Dec 13 17:37:35 2012
From: lang at isis.mit.edu (Robert M. Lang)
Date: Thu, 13 Dec 2012 19:37:35 -0500 (EST)
Subject: [6pack] Another Sunday ride in Khartu (fwd)
Message-ID: <Pine.LNX.4.62L.1212131937060.1974@isis.mit.edu>

Hi,

I'm posting this just to keep the juices going on the off-season.

http://youtu.be/IECKMspI180

It's an in-car autocross video from a New England Region autocross at Devens, 
MA.

Enjoy!
rml
---------------------------------------------------------------------------
Bob Lang              Triumph TR6!!            |  This space for rent
Former NER Solo Chair                          |
Voice:617-253-7438                             |  Cell: 339-927-4489
---------------------------------------------------------------------------

From brian at asmoothmove.biz  Wed Dec 19 19:30:09 2012
From: brian at asmoothmove.biz (Brian J. Alwin)
Date: Wed, 19 Dec 2012 20:30:09 -0600
Subject: [6pack] Connecting Rods with Relief Holes
Message-ID: <010601cdde59$eeca8dc0$cc5fa940$@asmoothmove.biz>

I found a donor engine for my "hot rod" TR-6 engine project. It's a late
72/early 73 that's likely been apart once before. It's in fine condition
inside though and even appears to have a forged crankshaft.

My question is that the connecting rods on 4,5,6 have relief holes at the
base of the beam. Any idea why this was done to certain rods? Are they
structurally inferior to those that do not have the holes?

Thanks!

> Brian J. Alwin
> 1972 TR-6 CC79085
> Rochester, Minnesota 

From lang at isis.mit.edu  Thu Dec 20 09:20:12 2012
From: lang at isis.mit.edu (Robert M. Lang)
Date: Thu, 20 Dec 2012 11:20:12 -0500 (EST)
Subject: [6pack] Connecting Rods with Relief Holes
In-Reply-To: <010601cdde59$eeca8dc0$cc5fa940$@asmoothmove.biz>
References: <010601cdde59$eeca8dc0$cc5fa940$@asmoothmove.biz>
Message-ID: <Pine.LNX.4.62L.1212201116060.2005@isis.mit.edu>

Hi,

There are two rod styles for TR6, early and late. The late rods appear 
with the change to CF / CR comm. numbers.

The early rods are "better" if you're building a race engine. This is 
according to a reliable source with credentials in materials science.

All TR6 cranks are forged. EN40, if I recall.

If your motor has three early rads and three late rods, there's probably a 
story there unless you have an early CF / CR block in which case you have 
"the luck of the draw"...

Also, if you have different rods types, I'd make sure the dynamic balance 
of the motor is good - there's a difference in the weight of the early and 
late rods. ;-)

regards,
rml
---------------------------------------------------------------------------
Bob Lang              Triumph TR6!!            |  This space for rent
Former NER Solo Chair                          |
Voice:617-253-7438                             |  Cell: 339-927-4489
---------------------------------------------------------------------------

From auprichard at uprichard.net  Thu Dec 20 09:29:31 2012
From: auprichard at uprichard.net (Andrew Uprichard)
Date: Thu, 20 Dec 2012 11:29:31 -0500
Subject: [6pack] Connecting Rods with Relief Holes
In-Reply-To: <Pine.LNX.4.62L.1212201116060.2005@isis.mit.edu>
References: <010601cdde59$eeca8dc0$cc5fa940$@asmoothmove.biz>
	<Pine.LNX.4.62L.1212201116060.2005@isis.mit.edu>
Message-ID: <010f01cddecf$31442b00$93cc8100$@uprichard.net>

I may be talking out of turn, but my understanding is that factory rods will
not withstand significant increases in horse power in these 6-cylinder
engines.  When I rebuilt my 250, I went for upgraded rods as a hedge against
this.  I also installed cam bearings but I did stay with the original crank.


Andrew Uprichard

-----Original Message-----
From: 6pack-bounces at autox.team.net [mailto:6pack-bounces at autox.team.net] On
Behalf Of Robert M. Lang
Sent: Thursday, December 20, 2012 11:20 AM
To: Brian J. Alwin
Cc: 6pack at autox.team.net
Subject: Re: [6pack] Connecting Rods with Relief Holes

Hi,

There are two rod styles for TR6, early and late. The late rods appear with
the change to CF / CR comm. numbers.

The early rods are "better" if you're building a race engine. This is
according to a reliable source with credentials in materials science.

All TR6 cranks are forged. EN40, if I recall.

If your motor has three early rads and three late rods, there's probably a
story there unless you have an early CF / CR block in which case you have
"the luck of the draw"...

Also, if you have different rods types, I'd make sure the dynamic balance of
the motor is good - there's a difference in the weight of the early and late
rods. ;-)

regards,
rml
---------------------------------------------------------------------------
Bob Lang              Triumph TR6!!            |  This space for rent
Former NER Solo Chair                          |
Voice:617-253-7438                             |  Cell: 339-927-4489
---------------------------------------------------------------------------

________________________________________

6pack at autox.team.net

Donate: http://www.team.net/donate.html
Archive: http://www.team.net/archive
Forums: http://www.team.net/forums
Unsubscribe:
http://autox.team.net/mailman/options/6pack/auprichard at uprichard.net

From rsh17 at msn.com  Thu Dec 20 09:40:46 2012
From: rsh17 at msn.com (Richard Seaton)
Date: Thu, 20 Dec 2012 10:40:46 -0600
Subject: [6pack] Connecting Rods with Relief Holes
In-Reply-To: <Pine.LNX.4.62L.1212201116060.2005@isis.mit.edu>
References: <010601cdde59$eeca8dc0$cc5fa940$@asmoothmove.biz>,
	<Pine.LNX.4.62L.1212201116060.2005@isis.mit.edu>
Message-ID: <SNT127-W353C2E65429C52182748FBAA370@phx.gbl>

I'd suggest,If not going over 150hp, then the stock rods will be fine.

I thought I read the late rods were better??? I must be mistaken.

> Date: Thu, 20 Dec 2012 11:20:12 -0500
> From: lang at isis.mit.edu
> To: brian at asmoothmove.biz
> CC:
> Subject: Re: [6pack] Connecting Rods with Relief Holes
>
> Hi,
>
> There are two rod styles for TR6, early and late. The late rods appear
> with the change to CF / CR comm. numbers.
>
> The early rods are "better" if you're building a race engine. This is
> according to a reliable source with credentials in materials science.
>
> All TR6 cranks are forged. EN40, if I recall.
>
> If your motor has three early rads and three late rods, there's probably a
> story there unless you have an early CF / CR block in which case you have
> "the luck of the draw"...
>
> Also, if you have different rods types, I'd make sure the dynamic balance
> of the motor is good - there's a difference in the weight of the early and
> late rods. ;-)
>
> regards,
> rml
> ---------------------------------------------------------------------------
> Bob Lang              Triumph TR6!!            |  This space for rent
> Former NER Solo Chair                          |
> Voice:617-253-7438                             |  Cell: 339-927-4489
> ---------------------------------------------------------------------------
>
> ________________________________________
>
> 6pack at autox.team.net
>
> Donate: http://www.team.net/donate.html
> Archive: http://www.team.net/archive
> Forums: http://www.team.net/forums
> Unsubscribe: http://autox.team.net/mailman/options/6pack/rsh17 at msn.com

From lang at isis.mit.edu  Thu Dec 20 09:52:43 2012
From: lang at isis.mit.edu (Robert M. Lang)
Date: Thu, 20 Dec 2012 11:52:43 -0500 (EST)
Subject: [6pack] Connecting Rods with Relief Holes
In-Reply-To: <010f01cddecf$31442b00$93cc8100$@uprichard.net>
References: <010601cdde59$eeca8dc0$cc5fa940$@asmoothmove.biz>
	<Pine.LNX.4.62L.1212201116060.2005@isis.mit.edu>
	<010f01cddecf$31442b00$93cc8100$@uprichard.net>
Message-ID: <Pine.LNX.4.62L.1212201136300.2005@isis.mit.edu>

On Thu, 20 Dec 2012, Andrew Uprichard wrote:

> I may be talking out of turn, but my understanding is that factory rods will
> not withstand significant increases in horse power in these 6-cylinder
> engines.  When I rebuilt my 250, I went for upgraded rods as a hedge against
> this.  I also installed cam bearings but I did stay with the original crank.

There's no "out of turn" here. So, no worries.

Kastner built his 12.3:1 motors with factory rods. Granted, they were 
prepped to a high level, but they were factory rods. The prep included 
lightening and polishing, end-to-end balancing.

But they got 165-ish HP on those motors which is def. borderline 
"significant increase in power".

Part of the discussion should always address the "why" aspects. In his 
case, Kastner was restricted by rules. Our situations may be different, 
but still constrained by factors such as money or availability of parts.

>From a cost / price perspective, getting a set of alternate rods is 
probably cheaper than paying for all the prep referred to above. Unless 
you do all your own work and you charge $0 / hr for your labor in which 
case the stock rods are the way to go (because you have them).

I agree on cam bearings. It's worth the cost. Period.

The original crank is fine unless you plan to turn stupid RPMs in which 
case you pretty much have to look at billet cranks and learn to write 
REALLY BIG CHECKS without flinching. Of course, if you're trying to get 
stupid big power from a TR6 engine, common sense and affinity for your 
cash are long gone from the picture.

> Andrew Uprichard

regards,
rml
---------------------------------------------------------------------------
Bob Lang              Triumph TR6!!            |  This space for rent
Former NER Solo Chair                          |
Voice:617-253-7438                             |  Cell: 339-927-4489
---------------------------------------------------------------------------

From lang at isis.mit.edu  Thu Dec 20 09:58:12 2012
From: lang at isis.mit.edu (Robert M. Lang)
Date: Thu, 20 Dec 2012 11:58:12 -0500 (EST)
Subject: [6pack] Connecting Rods with Relief Holes
In-Reply-To: <SNT127-W353C2E65429C52182748FBAA370@phx.gbl>
References: <010601cdde59$eeca8dc0$cc5fa940$@asmoothmove.biz>,
	<Pine.LNX.4.62L.1212201116060.2005@isis.mit.edu>
	<SNT127-W353C2E65429C52182748FBAA370@phx.gbl>
Message-ID: <Pine.LNX.4.62L.1212201153590.2005@isis.mit.edu>

On Thu, 20 Dec 2012, Richard Seaton wrote:

> I'd suggest,If not going over 150hp, then the stock rods will be fine.

Don't forget the factory CP cars were 150 HP in stock form.

> I thought I read the late rods were better??? I must be mistaken.

I've had some lengthy discussions with JK Jackson about this and he was, 
adamant that early rods are the better choice.

I believe the reason that the early rods are better is that they don't 
start out with a huge stress riser drilled into the rod at the spot where 
the stresses all converge.

But I've been wrong before.

;-)

rml
---------------------------------------------------------------------------
Bob Lang              Triumph TR6!!            |  This space for rent
Former NER Solo Chair                          |
Voice:617-253-7438                             |  Cell: 339-927-4489
---------------------------------------------------------------------------

From triosan at gmail.com  Thu Dec 20 12:35:34 2012
From: triosan at gmail.com (Chuck Arnold and/or Kathleen Kelley)
Date: Thu, 20 Dec 2012 11:35:34 -0800
Subject: [6pack] Connecting Rods with Relief Holes
In-Reply-To: <Pine.LNX.4.62L.1212201153590.2005@isis.mit.edu>
References: <010601cdde59$eeca8dc0$cc5fa940$@asmoothmove.biz>
	<Pine.LNX.4.62L.1212201116060.2005@isis.mit.edu>
	<SNT127-W353C2E65429C52182748FBAA370@phx.gbl>
	<Pine.LNX.4.62L.1212201153590.2005@isis.mit.edu>
Message-ID: <CAMc4sNCx9dHakrQ2n9qCPjxJk3gZuiS-G5GAYmaB+q7XULBAzg@mail.gmail.com>

Added FOT to this string -- sorry for those it is a duplicate.  Wanted to
try to equate the hp number I just got of by car from a DynoJet chassis
dyno with the numbers from "back in the day".

Found a great article at :
http://www.hardtail.com/techtips/hpexplained.html

to net it out, as it were:
HP before 1972 in US was a gross figure -- engine dyno, no accessories.
After 72 SAE HP is engine with accessories -- about a 20% parasitic loss
(net SAE)
When you factor in rear wheel through drive train with a standard tranny
you lose 15% more.

My racing TR6 was measured at 172 on the dyno [and running rich] with PI,
hottest cam I can get, lots of head work and a Pacesetter exhaust maifold
to 2.5" pipe with racing muffler [am putting in  a Goodparts header before
racing next year].  Using .15 for parasitic loss instead of .2, I get about
202 SAE Net HP and a wopping 238 using 1970 gross SAE values.  I seem to
recall in one of KAS books they were getting around 240 HP on the engines
-- and there gross versus net were probably the same as thee were no
"accessories" on the race engine.  That seems about right also -- I should
pick up some HP with the header and leaning it out and I run about 12.5:1
compression.  Think Kas was around 14:1.



On Thu, Dec 20, 2012 at 8:58 AM, Robert M. Lang <lang at isis.mit.edu> wrote:

> On Thu, 20 Dec 2012, Richard Seaton wrote:
>
>  I'd suggest,If not going over 150hp, then the stock rods will be fine.
>>
>
> Don't forget the factory CP cars were 150 HP in stock form.
>
>  I thought I read the late rods were better??? I must be mistaken.
>>
>
> I've had some lengthy discussions with JK Jackson about this and he was,
> adamant that early rods are the better choice.
>
> I believe the reason that the early rods are better is that they don't
> start out with a huge stress riser drilled into the rod at the spot where
> the stresses all converge.
>
> But I've been wrong before.
>
> ;-)
>
> rml
> ------------------------------**------------------------------**
> ---------------
> Bob Lang              Triumph TR6!!            |  This space for rent
> Former NER Solo Chair                          |
> Voice:617-253-7438                             |  Cell: 339-927-4489
> ------------------------------**------------------------------**
> ---------------
>
> ______________________________**__________
>
> 6pack at autox.team.net
>
> Donate: http://www.team.net/donate.**html<http://www.team.net/donate.html>
> Archive: http://www.team.net/archive
> Forums: http://www.team.net/forums
> Unsubscribe: http://autox.team.net/mailman/**options/6pack/triosan at gmail.*
> *com <http://autox.team.net/mailman/options/6pack/triosan at gmail.com>
>
>
>


-- 
Chuck Arnold and Kathleen Kelley

From tjh173 at yahoo.com  Wed Dec 26 16:18:06 2012
From: tjh173 at yahoo.com (Timothy Holbrook)
Date: Wed, 26 Dec 2012 15:18:06 -0800 (PST)
Subject: [6pack] Canada - TR5 or TR250
Message-ID: <1356563886.70654.YahooMailNeo@web163501.mail.gq1.yahoo.com>

Hey all,

Trying to figure out a piece of Triumph trivia with my Dad...did the
Canadian market get the TR5, or the TR250?  Online references about the TR250
are somewhat contradictory/vague, sometimes saying that the 250 was for the US
market, other times stating it was the North American market.  What's the
word?

Thanks,
Tim

From tr6 at lbcs.ca  Wed Dec 26 16:23:28 2012
From: tr6 at lbcs.ca (Dave More)
Date: Wed, 26 Dec 2012 16:23:28 -0700
Subject: [6pack] Canada - TR5 or TR250
In-Reply-To: <1356563886.70654.YahooMailNeo@web163501.mail.gq1.yahoo.com>
References: <1356563886.70654.YahooMailNeo@web163501.mail.gq1.yahoo.com>
Message-ID: <56C5FB52-8598-4594-B6B2-49056894BA1C@lbcs.ca>

Canada, like the US, received the TR250. No TR5's were sold as new in North
America.

Cheers,
Dave


On 2012-12-26, at 4:18 PM, Timothy Holbrook <tjh173 at yahoo.com> wrote:

> Hey all,
>
> Trying to figure out a piece of Triumph trivia with my Dad...did the
> Canadian market get the TR5, or the TR250?  Online references about the
TR250
> are somewhat contradictory/vague, sometimes saying that the 250 was for the
US
> market, other times stating it was the North American market.  What's the
> word?
>
> Thanks,
> Tim
>
> ________________________________________
>
> 6pack at autox.team.net
>
> Donate: http://www.team.net/donate.html
> Archive: http://www.team.net/archive
> Forums: http://www.team.net/forums
> Unsubscribe: http://autox.team.net/mailman/options/6pack/tr6 at lbcs.ca

From oliv7219 at bellsouth.net  Thu Dec 27 07:51:34 2012
From: oliv7219 at bellsouth.net (Butch Oliver)
Date: Thu, 27 Dec 2012 06:51:34 -0800 (PST)
Subject: [6pack] (no subject)
Message-ID: <1356619894.23461.YahooMailNeo@web184703.mail.ne1.yahoo.com>

http://kelepce.net/wp-content/themes/twentyeleven/images/perfectway.php