Roger G., your idea of logo wars is, umm, interesting. I wonder how much
more email bandwidth we can waste with it :-). Seriously though, I haven't
been using that *BIG* version of the Spitfire 1500 logo just for that reason.
Accordingly, I had developed a smaller one (and I don't use it often either):
____
/ / __/_ __
/___ ___ . / _/_ . _ __
/ / / / / / / / /_/
/___/ /__/ / / / / / /_
/ __ __ __
/ / /_ / / / /
/ __/ /_/ /_/
While we're on the subject of logos, I just want to point out that (ahem...)
the "open book" Triumph logo was my work too! There are several variations
of it, with or without the number designation at the top. Bob Leger, here at
Alliant, has once or twice used a big-block-letters TR-250 logo. But, umm,
your B roadster looks more like a pickup truck...oh, I see, the B *drove* like
a picku...umm...nevermind :-). About all this marque wars stuff, it is both
amusing and educational, provided no one gets too competitive ("Jane, you
miserable slut..."*) or offended. * - from SNL News Commentary
Joe A. asked about manifolds with coolant passages. This has been, off and on,
a fairly common practice on American engines, hasn't it? I always thought it
was a way of warming the manifold to help winter cold-starts. The sooner the
manifold warms, the sooner you can "push home" the choke, even an automatic
one, so maybe it done that way as part of emissions control. A warm manifold
reduces fuel condensation, even though in principle you get more power if the
manifold is colder; so it's a trade-off between power and cold-startability.
An alternative method used at times is "hot spotting" the exhaust manifold
against the intake manifold. This warms the intake even faster, but gives
less power since the temperature is harder to control.
-----------------------------------
And now, this from Saturday Night News Headlines, Chevy Chase reporting:
"Washington said it was a mistake; Moscow replied `Missles on the way.'
Details at 11."
Jim Muller
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Date: Fri, 1 Dec 89 09:05:12 -0700
From: mit-eddie!cs.utah.edu!mjb%hoosier@EDDIE.MIT.EDU (Mark Bradakis)
Message-Id: <8912011605.AA02230@hoosier.utah.edu>
To: sol%hoosier@cs
Subject: Re: Suspension Questions
:: I am getting ready to do some pretty major brake/suspension work
:: on my '66 TR-4A, and I am looking for some opinions.
Nice car!
:: I plan on istalling the "mild" competion springs on all corners (I
:: have IRS). Has anyone done this? I plan on using (new) standard
:: shocks, is this a mistake? What about front/rear anti-roll bars?
I assume you are going to replace all the suspension bushings at this
time also. THAT is the single most important thing to do if you have
old perished bushings. Makes a big difference. As for the springs,
I did it on my TR6, using the SAH springs which Roadster Factory sells.
The ride was not apprecialbly harsher, but the car was much better
behaved. The standard shocks will work just fine. Since the 4A never
had any anti roll bars, there are no mounts. But since a 4A is also
nearly identical suspension-wise to a TR6 parts from the later car can
fit easily. One problem may be the front radiator guard pan on the 4A.
It is too short for the correct placement of the sway bar bushings, so
you have to put them on the bumber supports or, as I did, just bolt
on a TR6 pan.
:: Also, has anyone ordered a production record trace on their car from
:: British Motor Heritage? There is a small blurb in a recent Moss Motors
:: newsletter that says "send 20 dollars". Does anyone know if they want
:: cash/check/pounds?
You can get this donethrough VTR for only $10.
mjb.
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