Hi Richard...there is still some decision making going on with regards
to Polo shirts, etc. .... but I expect to overcome the obstacles and
have a firm proposal which should meet the approval of the majority. I
will log you in on the order sheet, in the meantime.
Underscoring the TR6 Motovac experience...I fiddled with a MGB dual
master setup while developing great sphincter muscles.
After accumulating all of the pieces from the TR6, the installation went
together in two evenings with the use of a hole saw. I am pleased. There
others that are using this setup and I hear no complaints, except the
recent one from Jack.
See you this summer at BRIC II,
Joe
> ----------
> From: Richard Taylor[SMTP:n196x@mindspring.com]
> Sent: Friday, December 19, 1997 1:07 PM
> To: fot@autox.team.net
> Subject: Logos & Brakes
>
> If it's time to place orders for paraphernalia, sign me
> up for two sweatshirts, 4 tee shirts and 4 decals...all
> large. So as to avoid the "what is the true color of BRG"
> issue, I prefer red (like my car), but either is acceptable.
> Please forgive my suggestions for modifying the logo
> design but old habits are hard to break. I've spent 30
> years as a designer of which 10 were as a professor of
> architectural design at Georgia Tech. I guess I've just
> never learned how to turn the process off. In my opinion,
> Design, in its finest sense is a process which never
> achieves a ststed goal. It is an evolutionary intellectual
> endeavor which always gets closer to but never achieves
> perfection. Criticism of "design" is another thing
> altogether. But as Teddy Roosevelt wrote in 1916 "It is not
> the critic who counts...." My remarks were intended to be
> considerations upon which to elevate the design, not in
> anyway to denigrate it.
> So much for the not so subtle art of self defense.
> RE: Brake Pedal Height
> I have a heavy duty Lucas generator box full of used
> master cylinder carcasses left over from a series of
> abortive attempts to solve the dual-brake conversion
> syndrome for my TR-4. The closest I got to a solution was
> using a clutch master for the rear brakes and some "unknown
> source" master for the front connected with a wobbly home-
> spun bias bar. The solution I got close to was a false
> promise at best. I went from brick hard pedals which would
> only slow the car down gently to super spongy pedals which
> might stop the car at the last 1/2 inch of travel. As my
> learning curve on simple hydraulics soared, so did my
> cost/frustration index. Not without a measure of humility, I
> then turned the problem over to Neil Estes of Neil's
> Restorations. His shop is nested in with Bob Wagner and
> Lamar Keene, owners of Atlanta Imported Auto Parts in
> Decatur, GA. Neil's solution was to install a vacuum boosted
> TR-6 dual master cylinder. I have three races on this system
> and I have to say that the brakes have been a total non-
> issue. It still takes considerable effort to lock-up the
> tires on a dry surface, but it can be done. Other than new
> plumbing and a machined modified spacer, it seemed to go
> together in a rather straight forward fashion...at least
> that is the way it looked from a non-participating paying
> customers perspective. Neil didn't bitch and moan (a quality
> for which he revered by many) about the unprecedented genius
> required for the mechanical organ transplant. And I don't
> remember being shocked at the cost and the resultant
> mechanism is of superior performance. So I conclude two
> things. First, the TR-6 master cylinder solution, if
> carefully installed, is a good one and, second, sometimes we
> get ourselves in a corner where we have to lean on a friend
> to help bail us out. "Amici Triumphi" contributes a great
> deal in this direction and I appreciate it.
> Richard Taylor, ATL.
>
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