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References: [ +from:kaskas@earthlink.net: 325 ]

Total 325 documents matching your query.

301. Re: Weight of revolving mass (score: 1)
Author: "R. Kastner" <kaskas@earthlink.net>
Date: Mon, 1 Nov 1999 18:25:37 -0800
Interesting thing about the oil hole in the rod. In days past when we had found that the oil hole indeed was the problem and could not use alternate rods, we would pull down the rod from the crank, s
/html/fot/1999-11/msg00003.html (7,762 bytes)

302. annealing (score: 1)
Author: "R. Kastner" <kaskas@earthlink.net>
Date: Fri, 29 Oct 1999 17:42:03 -0700
Another day has come and finally I have a computer that seems to work ( I think). My electronic devices have been in a war causing me to lose my remaining hair and a little skin, soooooooooooo.....th
/html/fot/1999-11/msg00010.html (6,475 bytes)

303. Re: Questions on WW2 (score: 1)
Author: "R. Kastner" <kaskas@earthlink.net>
Date: Sat, 27 Nov 1999 09:52:36 -0800
Wasn't the mosquito the first use of pressure pressed plywood? I was very strong into models at the time of the big WW-2 and I rmemeber that plane being on the cover of several of the modeling magazi
/html/fot/1999-11/msg00157.html (10,213 bytes)

304. Re: TR compression vs. HP (score: 1)
Author: "Kas Kastner" <kaskas@earthlink.net>
Date: Mon, 11 Oct 1999 09:15:26 -0700
Boy I wish was that easy to get horsepower. No way on that percentage of increase. BUT, the one thing about compression increases they are effective right from the first rpm all the way to the end an
/html/fot/1999-10/msg00048.html (9,156 bytes)

305. Re: TR compression vs. HP (score: 1)
Author: "Kas Kastner" <kaskas@earthlink.net>
Date: Mon, 11 Oct 1999 10:41:49 -0700
The issue of pop-up pistons has come to the fore several times over the years and the information never seems to be saved or passed. To wit: I made a series of engines for exp. purposes in the early
/html/fot/1999-10/msg00052.html (10,208 bytes)

306. Re: TR compression vs. HP (score: 1)
Author: "Kas Kastner" <kaskas@earthlink.net>
Date: Tue, 12 Oct 1999 12:01:26 -0700
Sounds like you have hit pay dirt Jack. This only proves again that "One valid test is worth 10,000 expert opinions". What I ws refering to primairly was that the flat tops gave a more effecient comb
/html/fot/1999-10/msg00063.html (13,477 bytes)

307. Re: "Were Raced"?and Vintage Racing (score: 1)
Author: "R. KASTNER" <kaskas@earthlink.net>
Date: Fri, 24 Sep 1999 07:24:14 -0700
I think it really amusing on how people think the cars were raced in the late 50's and 60's. Most of the production cars I have seen aren't even on the same page.
/html/fot/1999-09/msg00165.html (9,389 bytes)

308. Racing in the Fifties and early 60's. (score: 1)
Author: "R. KASTNER" <kaskas@earthlink.net>
Date: Sat, 25 Sep 1999 15:22:57 -0700
I raced from 1952 thru 1960, then ran the driver school at Riverside for three years and was on theBoard of Governers at the Calif. Sports Car Club, so I've seen a lot of production car racing and be
/html/fot/1999-09/msg00170.html (15,126 bytes)

309. Re: Prospective new member (score: 1)
Author: "R. KASTNER" <kaskas@earthlink.net>
Date: Wed, 29 Sep 1999 12:56:17 -0700
If you are concerned with pan being too low, just make a double plate that the front and the bottom. Just pick your favorite thickness steel plate ( maybe .0625") easy to bend under a shop door and a
/html/fot/1999-09/msg00207.html (9,299 bytes)

310. Re: S-4 clearance specs? (score: 1)
Author: "R. KASTNER" <kaskas@earthlink.net>
Date: Tue, 17 Aug 1999 17:59:01 -0700
My S-4 camshaft is a 42-71 71-42,with 293 degrees duration and .410" lift at the valve. .013" checking clearance and .020" running clearance at the valve. Kas Kastner
/html/fot/1999-08/msg00146.html (6,659 bytes)

311. Re: rear diff. axel flange (score: 1)
Author: "R. KASTNER" <kaskas@earthlink.net>
Date: Tue, 08 Jun 1999 06:11:31 -0700
After a lot of failures of the hub caused by the "KEY" actually rotating in the groove, I was the first I think to widen the groove, then I made keys from tool steel . These keys were in fact cutting
/html/fot/1999-06/msg00023.html (8,431 bytes)

312. The Kastner C.R. gears (score: 1)
Author: "R. KASTNER" <kaskas@earthlink.net>
Date: Fri, 07 May 1999 01:07:18 -0700
I had about 50 sets of C.R. gears made for the TR-6 The following may be of help to some of you TR-6 folks: teeth counter gear teeth mainshaft gear ratio diameters 1st. 19 30 1.88 2 7/16 x 3 3/4 2nd.
/html/fot/1999-05/msg00106.html (7,814 bytes)

313. Re: TR4A saga (score: 1)
Author: "R. KASTNER" <kaskas@earthlink.net>
Date: Sat, 08 May 1999 23:57:54 -0700
I had a series of cylinder heads made wherein they scrubbed the top of the internal cores about 1/8" so that the stock machining gave a 12.5 to 1 compression ratio. Then with the cutting and grinding
/html/fot/1999-05/msg00120.html (9,139 bytes)

314. Re: High revs ain't just talk! (score: 1)
Author: "R. KASTNER" <kaskas@earthlink.net>
Date: Tue, 18 May 1999 07:57:48 -0700
Its sure fun to see all the comments on the high revs of a TR-6 engine. In particular I like the idea of worrying about a red line marked on someones tach. I put a 7200 red line on my tach in1958 and
/html/fot/1999-05/msg00201.html (8,437 bytes)

315. Re: Scattershields (score: 1)
Author: "R. KASTNER" <kaskas@earthlink.net>
Date: Sun, 23 May 1999 19:52:00 -0700
The regulation on scatershields came into effect in the late sixties and was also a surprise to everyone then. We used a length of steel reinforced belting that was approx. 1/2" thick. This stuff was
/html/fot/1999-05/msg00243.html (8,879 bytes)

316. Re: SMITHS GAUGES (score: 1)
Author: "R. KASTNER" <kaskas@earthlink.net>
Date: Wed, 21 Apr 1999 22:33:16 -0700
North Hollywood Speedo & Clock did many repairs for me in the past with great
/html/fot/1999-04/msg00133.html (8,062 bytes)

317. Re: Fear of Flying (score: 1)
Author: "R. KASTNER" <kaskas@earthlink.net>
Date: Thu, 29 Apr 1999 05:49:25 -0700
--BD1080A5C3A55B0BC585E3FE Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit If all the tires haven't blown out you obviously were not high enough. Having flown a couple real
/html/fot/1999-04/msg00195.html (9,454 bytes)

318. Re: Diff Differences... (score: 1)
Author: "R. KASTNER" <kaskas@earthlink.net>
Date: Thu, 04 Mar 1999 05:12:43 -0800
I have a couple of comments on the rear locker situation. First off, the competition department paid for the tooling to make the lockers for all the Triumph cars. I know cause I had to find the money
/html/fot/1999-03/msg00038.html (10,490 bytes)

319. Re: clutch/flywheel (score: 1)
Author: "R. KASTNER" <kaskas@earthlink.net>
Date: Wed, 10 Mar 1999 23:19:25 -0800
--CF51D26F4C6E8AAE501477C4 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Having had just a big bunch of history with the TR-6 enigne and flywheels and clutchs flying off,
/html/fot/1999-03/msg00120.html (10,240 bytes)

320. Re: clutch/flywheel (score: 1)
Author: "R. KASTNER" <kaskas@earthlink.net>
Date: Thu, 11 Mar 1999 06:33:39 -0800
--EC5BAF46DC48E77DCE98FDB7 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit The problem is twofold. It is weight and it is size which of course is surface speed. The larger
/html/fot/1999-03/msg00123.html (18,189 bytes)

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