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261. Re: [Fot] Engine Block numbers (score: 1): Author: fubog1 <fubog1@aol.com>; Date: Thu, 31 May 2012 09:12:15 -0400 (EDT); What I believe is the original engine from my '72 2500 "hybrid" is CC84762UF. Glen I've never figured out whether the numerals would have been sequential if the engines were sent to other car manufac; /html/fot/2012-05/msg00894.html (16,630 bytes)
262. Re: [Fot] TR-4 vertical link and trunnion (score: 1): Author: fubog1 <fubog1@aol.com>; Date: Tue, 21 Aug 2012 10:48:00 -0400 (EDT); What Charly said, big problem area there. The links should also be crack-checked periodically. Also make sure that the trunnion isn't stressed fore/aft when the ball joint is fitted. Adjust ride heig; /html/fot/2012-08/msg00111.html (17,144 bytes)
263. Re: [Fot] TR-4 vertical link and trunnion (score: 1): Author: fubog1 <fubog1@aol.com>; Date: Tue, 21 Aug 2012 11:45:01 -0400 (EDT); It all depends on what inventory a particular supplier has at any time. I don't think that any of the larger suppliers knowingly sell crap but I have bought exactly that at times from all of them. Yo; /html/fot/2012-08/msg00113.html (11,779 bytes)
264. Re: [Fot] Never be beaten by equipment (score: 1): Author: fubog1 <fubog1@aol.com>; Date: Tue, 11 Sep 2012 11:49:40 -0400 (EDT); 2.5 is not enough. As Chris has said, the wet-liner engines need more. I set them to at least 3 1/2 thou. Glen We use JE pistons and rings with a clearance of 2.5 thou. Which I think is about 1/2 of; /html/fot/2012-09/msg00058.html (15,743 bytes)
265. Re: [Fot] Never be beaten by equipment (score: 1): Author: fubog1 <fubog1@aol.com>; Date: Tue, 11 Sep 2012 13:16:05 -0400 (EDT); I'll try this again, my reply had too much text. The manufacturers will call out a recommended clearance, but that's all it is. The operating speed, temperatures, cooling systems etc all are variable; /html/fot/2012-09/msg00060.html (11,833 bytes)
266. Re: [Fot] Never be beaten by equipment (score: 1): Author: fubog1 <fubog1@aol.com>; Date: Tue, 11 Sep 2012 16:21:56 -0400 (EDT); The other point that should be mentioned is that these liners should be honed using a torque plate. They get out of shape once they are clamped down in place. FWIW I use JE pistons and set them at .0; /html/fot/2012-09/msg00070.html (12,468 bytes)
267. Re: [Fot] Never be beaten by equipment (score: 1): Author: fubog1 <fubog1@aol.com>; Date: Tue, 11 Sep 2012 16:45:10 -0400 (EDT); Well not to start a controversy, but I have one on the bench right now, torqued down and ready to go, and the mics don't lie. The liners tend to waist down around the lower register. Glen We did a lo; /html/fot/2012-09/msg00072.html (14,289 bytes)
268. Re: [Fot] Never be beaten by equipment (score: 1): Author: fubog1 <fubog1@aol.com>; Date: Tue, 11 Sep 2012 16:57:01 -0400 (EDT); 87mm (3.425). I usually use BFEs LA Sleeve liners, they are pretty stout compared to stock liners but still need a torque plate hone IMHO. Glen At what bore size? Gesendet mit BlackBerry von Vodafone; /html/fot/2012-09/msg00075.html (15,442 bytes)
269. Re: [Fot] Never be beaten by equipment (score: 1): Author: fubog1 <fubog1@aol.com>; Date: Tue, 11 Sep 2012 17:29:40 -0400 (EDT); Well I can only offer advice based on my limited experience with these things, torque plate for best results, at your discretion... Another point to consider may be how close you are holding toleranc; /html/fot/2012-09/msg00080.html (16,243 bytes)
270. Re: [Fot] Never be beaten by equipment (score: 1): Author: fubog1 <fubog1@aol.com>; Date: Wed, 12 Sep 2012 11:20:27 -0400 (EDT); No doubt that the rear cylinder runs the hottest, but I have found that if the cooling system, oil and water, are in good shape, and IF the RPM is kept within reason, (touches wood), it's not a probl; /html/fot/2012-09/msg00092.html (13,603 bytes)
271. [Fot] more on piston scuffing... (score: 1): Author: fubog1 <fubog1@aol.com>; Date: Wed, 12 Sep 2012 13:50:05 -0400 (EDT); Just a few other things to check. Look at the underside of the piston for color, I like to see just a little tan, that shows that it's getting good heat in the chamber. If is dark brown/black, it has; /html/fot/2012-09/msg00096.html (8,858 bytes)
272. Re: [Fot] Never be beaten by equipment (score: 1): Author: fubog1 <fubog1@aol.com>; Date: Wed, 12 Sep 2012 16:18:15 -0400 (EDT); And there's not a thing wrong with that Chris! Like the wise-man said... you can't race a broken race car... Glen as it came from factory Maybe im not reving enough or have not enough power in my car; /html/fot/2012-09/msg00107.html (10,949 bytes)
273. Re: [Fot] Best distributor/ignition for TR4 (score: 1): Author: fubog1 <fubog1@aol.com>; Date: Sat, 20 Oct 2012 11:47:48 -0400 (EDT); Lucas of course, usually a model 45 with Allison/Crane optical unit. Glen; /html/fot/2012-10/msg00182.html (9,166 bytes)
274. Re: [Fot] Best distributor/ignition for TR4 - conclusion (score: 1): Author: fubog1 <fubog1@aol.com>; Date: Mon, 22 Oct 2012 12:41:06 -0400 (EDT); The 45 has the bigger cap to prevent spark-scatter and some of the caps even had internal ribs cast inside for that. The early 45 points type has the asymmetrical cam and the advance is easy to modif; /html/fot/2012-10/msg00198.html (10,990 bytes)
275. Re: [Fot] TR4 Spark Plugs (score: 1): Author: fubog1 <fubog1@aol.com>; Date: Mon, 22 Oct 2012 12:42:28 -0400 (EDT); Yes NGK higher # = colder. Glen Good day to all. IIRC the heat range on NGK plugs run opposite. The smaller the number is the hotter plug. They are opposite to the Champion heat ranges. Not positive; /html/fot/2012-10/msg00199.html (10,525 bytes)
276. Re: [Fot] Best distributor/ignition for TR4 - conclusion (score: 1): Author: fubog1 <fubog1@aol.com>; Date: Tue, 23 Oct 2012 07:05:34 -0400 (EDT); Hmmm... maybe... but the F16 isn't a carrier based aircraft.... (grin) Glen A F16 on an aircraft carrier So let me test the word. A F16 on an aircraft carrier will be fling off and as soon its in the; /html/fot/2012-10/msg00205.html (11,124 bytes)
277. Re: [Fot] Best distributor/ignition for TR4 - conclusion explanation (score: 1): Author: fubog1 <fubog1@aol.com>; Date: Wed, 24 Oct 2012 11:36:54 -0400 (EDT); A statement was made yesterday re an analogy to an F-16 launched off of a carrier... I made the perhaps smart-ass comment that the F-16 wasn't carrierbased, tongue-in-cheek, and my reply bounced back; /html/fot/2012-10/msg00209.html (8,885 bytes)
278. Re: [Fot] piston ring question (score: 1): Author: fubog1 <fubog1@aol.com>; Date: Sat, 11 May 2013 09:30:23 -0400 (EDT); Total Seal now specifies this as well. It was explained to me that it was to prevent trapping pressure between top and second ring. Agree, go with manufacturers recommendations. Glen Wiseco says: The; /html/fot/2013-05/msg00079.html (9,362 bytes)
279. Re: [Fot] TR4 manifold gaskets - Update (score: 1): Author: fubog1 <fubog1@aol.com>; Date: Wed, 23 Oct 2013 15:02:22 -0400 (EDT); Those are the best that I've used, if the flanges are true, as has been mentioned. Glen http://www.cambridgemotorsport.com/Inlet--Exhaust-Manifold-Gasket--High-Port -Head ____________________________; /html/fot/2013-10/msg00181.html (10,303 bytes)
280. Re: [Fot] TR-4 / TR-6 tranny layshaft bearing mod? (score: 1): Author: fubog1 <fubog1@aol.com>; Date: Sat, 16 Nov 2013 12:15:56 -0500 (EST); Yeah what Henry said... I recently got one (17 tooth) from John Esposito, with bearings fitted, at a decent price. Glen Look at the Stag layshaft arrangement, it doubles up on the roller bearings on; /html/fot/2013-11/msg00152.html (10,770 bytes)

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