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Total 1453 documents matching your query.

1. Re: Inner axle shafts (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Mon, 6 Mar 2006 08:07:10 -0500 (EST); Adding the what Dick says... if you keep trying to use a 3-jaw puller, you will likely break or bend the flange. If you bring it to a shop, make sure they have a flat plate to bolt the flange to (or; /html/6pack/2006-03/msg00039.html (8,711 bytes)
2. Re: valve clearances (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Sat, 11 Mar 2006 11:36:03 -0500 (EST); More cold clearance means more time "on the valve seat" where the heat transfer takes place. Bigger cams mean more heat - to get the heat transfer you need more time on the seat. Valve clatter does n; /html/6pack/2006-03/msg00096.html (8,079 bytes)
3. RE: I may have a serious problem (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Thu, 2 Feb 2006 14:16:44 -0500 (EST); As Vance stated, "it depends". However, the TR6 engine is by design not an interference motor, so there's a high likelyhood that 10:1 isn't going to cause the valves and pistons to become intimate.; /html/6pack/2006-02/msg00014.html (7,836 bytes)
4. AutoPower Roll Bar available (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Mon, 6 Feb 2006 11:55:45 -0500 (EST); I have a bolt-in autopower roll bar available for sale from my TR6. It'll def. fit TR6, TR250, proably TR4, not sure about others. It's 44" tall from the floor and the rear "legs" bolt to the wheel; /html/6pack/2006-02/msg00054.html (7,422 bytes)
5. RE: AutoPower Roll Bar available (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Mon, 6 Feb 2006 12:21:08 -0500 (EST); I can't guarantee that it'll make you go faster. That's up to you. But if you do put it in your car, and you don't go faster, well, it's one more thing that you can't BLAME. Nyuk, nyuk... ... but of; /html/6pack/2006-02/msg00055.html (7,434 bytes)
6. Re: bumper opions (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Tue, 7 Feb 2006 12:49:31 -0500 (EST); Regarding chrome and so-forth... it has been the general opinion of Triumph enthusiats for at least the last 10 years that while you can buy new stuff from the various sources, the consensus is that; /html/6pack/2006-02/msg00066.html (8,503 bytes)
7. RE: bumper opions (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Tue, 7 Feb 2006 18:43:26 -0500 (EST); No, I mean that if you want high quality chrome on the new parts that you get them re-chromed. Seriously. This has been the mantra for at least 10 years, maybe more. regards, rml -- Bob Lang Room N42; /html/6pack/2006-02/msg00071.html (7,403 bytes)
8. Re: Weber DGV carbs (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Mon, 20 Feb 2006 19:16:09 -0500 (EST); Harshness warning! Your mechanic is full of $#!^ on the ZS carbs. Does he tell you WHY the carbs are "going out of synch" or whatever? Does he tell you WHAT he does to rememdy the problem? The Zenit; /html/6pack/2006-02/msg00178.html (9,003 bytes)
9. Piper BP 285 query (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Mon, 20 Feb 2006 20:23:33 -0500 (EST); The race motor has a hammered lobe (#12 - AGAIN). Oh well. I probably damaged it when I broke the rocker arm some time ago... at any rate, time for a new cam. I am seeking info from folks that have; /html/6pack/2006-02/msg00185.html (6,889 bytes)
10. Re: Engine weight (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Fri, 24 Feb 2006 10:37:55 -0500 (EST); A fully dressed TR6 engine with tranny is about 450 pounds, plus or minus. The block, head, crank and pistons (aka a "long block") are north of 320 total. It's not a big-block 440 Mopar equiv, but th; /html/6pack/2006-02/msg00209.html (7,298 bytes)
11. Re: Head Question? (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Mon, 2 Jan 2006 21:22:59 -0500 (EST); Hi, HEAVY. They can weigh about 60 pounds fully "dressed". There were several foundries that made TR6 heads (actually they heads are Triumph 2500 heads), and each foundry case a different mark on the; /html/6pack/2006-01/msg00015.html (8,245 bytes)
12. Re: Head Question? (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Tue, 3 Jan 2006 11:47:14 -0500 (EST); Sounds like it's running okay. Maybe... but your motor is running okay. Why mess with it. Cost for a valve job should be about $100, but most times you do this you'll get "other work" done... like s; /html/6pack/2006-01/msg00021.html (10,107 bytes)
13. www.kaskastner.com (fwd) (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Tue, 3 Jan 2006 17:01:50 -0500 (EST); Seeing that Mr. Kastner did most of the research for questions that are asked on this list, I thought I'd forward this link: www.kaskastner.com I highly recommend that you buy his book(s) and read u; /html/6pack/2006-01/msg00033.html (6,854 bytes)
14. Re: Circle B Head (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Wed, 4 Jan 2006 10:26:30 -0500 (EST); Ummm. the assertion about Circle B heads only being fitted to late (after CF1) TR6 is false. I have four early TR6 complete motors with narrow-port Circle B heads. this is all true. The late - style; /html/6pack/2006-01/msg00040.html (9,574 bytes)
15. Re: Circle B Head (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Wed, 4 Jan 2006 12:59:23 -0500 (EST); Intake manifolds have to hook up to like heads, so an early US fed. spec head need the early US fed. spec intake. The bolt patterns are the same, but the ports align poorly if you try to put an early; /html/6pack/2006-01/msg00045.html (7,481 bytes)
16. Re: Red Line Gear Oil? (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Thu, 5 Jan 2006 11:37:16 -0500 (EST); Use the MT 90. I understand that the MTL has friction modifiers that work great for synchros, but are too slippery for the O/D clutches. BTW, I believe that Quantum Mechanics suggests that you use a; /html/6pack/2006-01/msg00052.html (7,615 bytes)
17. Re: Red Line Gear Oil? (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Thu, 5 Jan 2006 13:27:48 -0500 (EST); I should think that a local club member would be the perfect target, I mean... :-0 Seriously, you should be able to sell this stuff to someone. Local is better - no shipping. MTL is AWESOME for the 4; /html/6pack/2006-01/msg00055.html (7,726 bytes)
18. Re: Stock Thrust Washer Thickness (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Tue, 10 Jan 2006 10:34:19 -0500 (EST); Shims??? The t/w's are sold in STD, +.005, +.010, +.020 and +.030 You mix/match the thrust washers to get the proper end-float. You def. do not want shims between the t/w's and the block. regards, rm; /html/6pack/2006-01/msg00102.html (8,020 bytes)
19. RE: Not TR6 related, but GT6 questions (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Thu, 12 Jan 2006 17:03:49 -0500 (EST); I have no supporting factual data, but I do have some random observations about GT6 motors... one is that there seem to be a lot more GT6 engines out there than existing GT6's. There's probably more; /html/6pack/2006-01/msg00124.html (9,259 bytes)
20. Lang Runner Up for NER Stirling Moss Runoff (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Sun, 15 Jan 2006 14:01:40 -0500 (EST); FWIW, I wound up in second over all in the 2005 NER (New England Region) /SCCA Stirling Moss (an overall championship for the NER Solo program) runoff held back in October. Alas, I only qualified by; /html/6pack/2006-01/msg00157.html (7,519 bytes)

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