Mail Archive Search: <+subject:/^(?:^\s*(re|sv|fwd|fw)[\[\]\d]*[:>-]+\s*)*GT6s\s*$/>

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References: [ +subject:/^(?:^\s*(re|sv|fwd|fw)[\[\]\d]*[:>-]+\s*)*GT6s\s*$/: 3 ]

Total 3 documents matching your query.

1. Re: GT6s (score: 1): Author: Dick Nyquist <dickn@hpspdbc.vid.hp.com>; Date: Wed, 5 Jan 94 9:12:14 PST; in response to a recent posting: A GT6 timing cover is NOT the same as a TR6 timing cover, nor is the chain tensioner the same. If the rotoflexs are replaced with hard cv joints you will find transmi; /html/british-cars/1994-01/msg00077.html (6,729 bytes)
2. Re: GT6s (score: 1): Author: toms@sharebase.com (Tom Sabo); Date: Wed, 5 Jan 94 11:19:55 PST; Given that the GT6 has a lower A arm and fixed length upper arm (spring), putting a U-joint in there instead of a rotoflex would cause binding in the U-joints. The rotoflex is there to provide plung; /html/british-cars/1994-01/msg00085.html (6,713 bytes)
3. Re: GT6s (score: 1): Author: Dick Nyquist <dickn@hpspdbc.vid.hp.com>; Date: Wed, 5 Jan 94 13:30:07 PST; This is only true of the GT6+. Regular GT6s and late markIIIs don't have a lower A. Lots of u-joints are splined, (e.g. those in the axels of a TR6) I do agree that suspension and drive line redesig; /html/british-cars/1994-01/msg00095.html (6,854 bytes)

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