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281. Re: triple webers, electric fuel pump... (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Tue, 10 Aug 2004 10:16:32 -0400 (EDT); Hi. 3 - 5 is too much pressure for the Webers. You want 1.5 - 2 pounds. There are a number of solutions, but for a street-driven TR6 (even with the power that you report), a Facet "solid state" pump; /html/6pack/2004-08/msg00141.html (8,484 bytes)
282. Re: FW: Brake Fluid types (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Thu, 12 Aug 2004 14:23:30 -0400 (EDT); There was a GREAT article on this topic in one of the more recent "classic motorposrts" mag (formerly British Car). I would suggest reading it. The bottom line is that DOT3, 4 and 5.1 are pretty much; /html/6pack/2004-08/msg00170.html (9,053 bytes)
283. Re: FW: Brake Fluid types (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Fri, 13 Aug 2004 09:43:07 -0400 (EDT); Along those lines, some of the DOT 5.1 fluid is extremely expensive. Check out Castrol SRF at arounf $75 a quart. WOW. rml -- Bob Lang Room N42-140Q | This space for rent Consultant MIT unix-vms-help; /html/6pack/2004-08/msg00182.html (8,028 bytes)
284. Re: Something new about tires....??? (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Sat, 14 Aug 2004 22:37:55 -0400 (EDT); Racers have been doing this for years. Apparently the pressure change from cold to hot is to to water vapor in the air from a compressor. The road racers in particular indicate a lot less pressure c; /html/6pack/2004-08/msg00203.html (7,518 bytes)
285. RE: Sound of Engine / exhaust (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Fri, 20 Aug 2004 15:40:28 -0400 (EDT); try this URL: http://isis.mit.edu/~triumph/FifthRun.mp3 it's my local workstation, so don't go too nuts. FWIW, last time I posted the URL, there were about 200 hits overnight. WOW rml -- Bob Lang Ro; /html/6pack/2004-08/msg00269.html (7,186 bytes)
286. Re: GT6 head (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Fri, 20 Aug 2004 17:44:36 -0400 (EDT); Oh - it'll raise the compression... like a LOT. I don't have the numbers committed to memory, but last time I looked the late heads had combustion chambers in the 40-41 cc range. With a stock bore/st; /html/6pack/2004-08/msg00274.html (7,736 bytes)
287. RE: Roll Bar (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Mon, 30 Aug 2004 23:43:56 -0400 (EDT); [stuff deleted] I hate to rain on this parade, but please be careful to compare apples to apples. The picture in the Moss catalog that I am thinking of shows an Autopower competition roll bar in a TR; /html/6pack/2004-08/msg00408.html (9,189 bytes)
288. Re: rear differential drive flanges (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Tue, 6 Jul 2004 13:33:13 -0400 (EDT); Diff flanges direct experience: 4 stubs sent to machinist, two were seperated okay, two would not pop. This was with a 30 tonne press. If you go to larger presses, you should fabricate a plate from; /html/6pack/2004-07/msg00071.html (8,903 bytes)
289. Re: Rear Block Plug for CamShaft (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Thu, 8 Jul 2004 09:39:30 -0400 (EDT); It's a standard freeze plug that you can get at any store. I forget the dimension off the top of my head, but I think it's 1.25". Get the "shallow" style, not the "deep". NAPA would be a good source.; /html/6pack/2004-07/msg00103.html (7,254 bytes)
290. Re: K&N filters (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Thu, 8 Jul 2004 10:43:37 -0400 (EDT); Three inches are too tall. The hit the inner fender. I tried running the three-inchers with my Webers and they were a no-go too. rml -- Bob Lang Room N42-140Q | This space for rent Consultant MIT uni; /html/6pack/2004-07/msg00105.html (7,144 bytes)
291. Re: K&N size (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Fri, 9 Jul 2004 12:37:04 -0400 (EDT); I fell pretty confident indicating that the vast majority of this list is more concerned with fitment without modification than hacking the inner fender well. To some extent, this is because the vehi; /html/6pack/2004-07/msg00115.html (7,614 bytes)
292. Re: (no subject) (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Tue, 20 Jul 2004 10:50:34 -0400 (EDT); Participant's Choice went to Bud Rolofson. Eventually - I have 1100+messages to deal with today. No wonder I never take all my vacations time. :-) BTW - BUD - your car is awesome. rml -- Bob Lang Roo; /html/6pack/2004-07/msg00230.html (6,954 bytes)
293. Re: anybody know the VTR results (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Tue, 20 Jul 2004 12:36:48 -0400 (EDT); I don't recall offhand. There were a lot of awesome TR6's there as well as 250's. One must have priorities, of course. They'll get there eventually. It is up to the hosting club to post the event res; /html/6pack/2004-07/msg00234.html (8,102 bytes)
294. Re: tr6 diff weaknesses (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Tue, 20 Jul 2004 14:01:55 -0400 (EDT); The basic weaknesses are: 1. lack of an easy way to drain/replace the fluid 2. there are brass/bronze thrust washers that'll fall apart if you use GL5 lube. 3. inadequate lubricant cooling - these th; /html/6pack/2004-07/msg00235.html (8,875 bytes)
295. Re: anybody running a solid axle in a tr6? (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Tue, 20 Jul 2004 14:16:37 -0400 (EDT); All you need is the TR4A non-IRS shackles and springs. Add a panhard rod and you're "good to go". If you want a 4-bar setup, you'll have to add some sort of "cage" to hook the pickup points to. This; /html/6pack/2004-07/msg00236.html (8,032 bytes)
296. Re: TR6 wheels (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Wed, 21 Jul 2004 10:57:47 -0400 (EDT); [stuff deleted for brevity] /FLAMETHROWER ON Well... I've driven my TR6 for over 10 years with 215/70-15's, 225/50-15's and the current 216/65-15's. The car is ROCK SOLID. It's not twitchy, it's not; /html/6pack/2004-07/msg00244.html (9,564 bytes)
297. Re: adjustable trailing arm brackets (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Wed, 21 Jul 2004 17:27:03 -0400 (EDT); They had some at the TRF display at VTR, but someone bought them before I had a chance to! It was probably Marty Sukey!!!! They look like a pretty good thing to have, especially if you lower your car; /html/6pack/2004-07/msg00250.html (7,797 bytes)
298. RE: adjustable trailing arm brackets (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Fri, 23 Jul 2004 11:31:24 -0400 (EDT); No - really. Plus I think I had the wrong air in the tires.... rml -- Bob Lang Room N42-140Q | This space for rent Consultant MIT unix-vms-help | Voice:617-253-7438 FAX: 617-258-9535 | --; /html/6pack/2004-07/msg00279.html (7,947 bytes)
299. Re: Hi Energy Ignitions? (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Mon, 26 Jul 2004 09:26:44 -0400 (EDT); There are at least two Mallory distributors that you can install. These are off-the-shelf replacements. One is the dual point unit - about $200. The other is a "unilite" version which is considerably; /html/6pack/2004-07/msg00301.html (8,923 bytes)
300. Re: Wheel bearing racers (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Wed, 28 Jul 2004 14:03:54 -0400 (EDT); The gobs of grease in the inside of the hub does basically nothing. You want to make sure that the bearings are greased completely by "pushing" the grease through _both ways_ and then slowly turning; /html/6pack/2004-07/msg00339.html (8,698 bytes)

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