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Total 69 documents matching your query.

61. Re: Unisyn - Part 2 (score: 1): Author: egilk@oslonett.no (Egil Kvaleberg); Date: Thu, 09 Nov 1995 23:49:09 +0100; The Unisyn is for adjusting the air flow, the ColourTune is for adjusting the mixture. The ColourTune works fine, just resist the temptation of adjusting *too* lean, an ever so slight trace of yellow; /html/triumphs/1995-11/msg00329.html (7,394 bytes)
62. Re: TR6 Timing - Distributor (score: 1): Author: egilk@oslonett.no (Egil Kvaleberg); Date: Fri, 10 Nov 1995 10:02:10 +0100; Fair enough, but when finished, always verify your static setting by slowly rotating the engine in the *correct* direction (e.g. push car forwards in 4th gear) and watch the lamp go out. There is a f; /html/triumphs/1995-11/msg00344.html (8,442 bytes)
63. Re: GT6+ and the six-cylinder engine from TR.... (score: 1): Author: egilk@oslonett.no (Egil Kvaleberg); Date: Fri, 10 Nov 1995 10:13:32 +0100; The block and head is basically the same. A late 2 litre with dome pistons is exactly the same block and head. I've converted one, and it was quite easy. The conrods are the same, you really only hav; /html/triumphs/1995-11/msg00345.html (9,292 bytes)
64. Re: Starting TR6 rebuild (score: 1): Author: egilk@oslonett.no (Egil Kvaleberg); Date: Sun, 12 Nov 1995 06:56:00 +0100; I'd suggest you spray everything with some new engine oil, and then wrap up in paper. Store in a dry place, and I can't see how you can go wrong. Starting with the bottom end is probably a very good; /html/triumphs/1995-11/msg00416.html (8,173 bytes)
65. Re: blue smoke/valve guides/timing (score: 1): Author: egilk@oslonett.no (Egil Kvaleberg); Date: Mon, 20 Nov 1995 07:00:22 +0100; I don't remember your symptoms, but let me mention: Blue smoke: Burnt oil Black smoke: Excessive fuel Blue smoke, mostly on overrun: Probably valve guide General blue smoke (?): Piston oil control ri; /html/triumphs/1995-11/msg00550.html (9,574 bytes)
66. Re: Spitfire 1500 engines (score: 1): Author: egilk@oslonett.no (Egil Kvaleberg); Date: Mon, 20 Nov 1995 06:43:18 +0100; On the 2500 and 1500 it is not in fact the pistons nor rods that give up the ghost at high RPM. It is the crancshaft itself, where extensive internal vibrations sets in, leading to inceased bearing s; /html/triumphs/1995-11/msg00563.html (8,923 bytes)
67. Re: Spitfire alternator problem (score: 1): Author: egilk@oslonett.no (Egil Kvaleberg); Date: Mon, 27 Nov 1995 11:06:48 +0100; Connect the wire going from the brushes to the regulator to ground instead. This should make your alternator go into "full power" mode at all times. Turn on the ignition, and check that the charging; /html/triumphs/1995-11/msg00712.html (8,784 bytes)
68. msg00235.html (score: 1): Author: Egil Kvaleberg <egilk@oslonett.no>; Date: Thu, 14 Dec 1995 10:44:34 +0100; Newsgroups: mail.triumphs Path: egilk From: egilk@oslonett.no (Egil Kvaleberg) Subject: Re: Inertia switches? Organization: Siving Egil Kvaleberg AS References: <199512131520.JAA00218@intex.intex.net; /html/triumphs/1995-12/msg00235.html (7,054 bytes)
69. Re: Tight Gearbox in TR6 (score: 1): Author: Egil Kvaleberg <egilk@oslonett.no>; Date: Thu, 14 Dec 1995 10:52:20 +0100 (MET); I've almost forgot, but it used to be like that for me too. Since I switched to synthetic GL4 spec gear oil many years ago, there is no heavy feel whatsoever. I have a feeling that it is better for t; /html/triumphs/1995-12/msg00236.html (7,877 bytes)

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