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381. RE: Wiring diagram 4A (score: 1)
Author: "Randall" <tr3driver@comcast.net>
Date: Mon, 23 Aug 2004 11:32:39 -0700 i7NIVbt2007805
Just to be clear, Steve, note that I said "owner's manual", not "shop manual". The shop manual was not updated for the TR4A, even though there were some significant differences (like battery polarit
/html/triumphs/2004-08/msg01344.html (8,616 bytes)

382. RE: Gear preservative? (score: 1)
Author: "Randall" <tr3driver@comcast.net>
Date: Mon, 23 Aug 2004 14:06:02 -0700
No. Not surprisingly, it's not very good at it, either. There are several products sold under the name Cosmolene, but I seem to have gotten the wrong one, it doesn't work any better than the PDRP (I
/html/triumphs/2004-08/msg01355.html (8,470 bytes)

383. RE: Lucas dizzy hardware (score: 1)
Author: "Randall" <tr3driver@comcast.net>
Date: Mon, 23 Aug 2004 16:04:44 -0700
Lots of good information also at http://mdmetric.com/tech/tict.htm I have these charts printed and taped to the wall above my lathe. Randall Check out the new British Cars Forum: http://www.team.net
/html/triumphs/2004-08/msg01360.html (7,631 bytes)

384. RE: TR4 Dog Bolt Torque - & balance pieces (score: 1)
Author: "Randall" <tr3driver@comcast.net>
Date: Mon, 23 Aug 2004 16:12:06 -0700
The hub is supposed to be a tight fit on the shaft, tight enough that it can't move with each cylinder firing. If the hub and/or crank is worn until it's no longer tight, this is exactly what will h
/html/triumphs/2004-08/msg01361.html (7,866 bytes)

385. RE: High altitude mixture compensation (score: 1)
Author: "Randall" <tr3driver@comcast.net>
Date: Mon, 23 Aug 2004 17:18:51 -0700
It's actually fairly easy, if you use the "lift the piston" method and have the little pins (on SUs) working. I live near sea level. When I drove my TR3A with stock H6 carbs to Breckenridge for VTR
/html/triumphs/2004-08/msg01365.html (9,377 bytes)

386. RE: after changing bearings and such (TR3A) (score: 1)
Author: "Randall" <tr3driver@comcast.net>
Date: Mon, 23 Aug 2004 17:49:54 -0700
Remove, clean and inspect your oil pressure relief valve. Other possibilities : There have been reports of defective new oil pumps. Worn cam bearings External oil feed to rockers Oil contamination b
/html/triumphs/2004-08/msg01369.html (8,656 bytes)

387. RE: Early Tenax fasteners (score: 1)
Author: "Randall" <tr3driver@comcast.net>
Date: Tue, 24 Aug 2004 07:59:20 -0700
Nice photo of a TR2 wearing a hardtop, but it seems a funny illustration for baby Tenax ... <G> Been awhile since I looked at one, but I think the illustration that shows only the top is of an "adul
/html/triumphs/2004-08/msg01385.html (7,192 bytes)

388. RE: Re; High altitude mixture compensation (score: 1)
Author: "Randall" <tr3driver@comcast.net>
Date: Tue, 24 Aug 2004 11:14:00 -0700
Power will be down, no matter what. Atmospheric pressure is what packs the fuel/air mixture into the cylinders for each firing. Less pressure at high altitude means less fuel/air mixture which means
/html/triumphs/2004-08/msg01391.html (7,303 bytes)

389. RE: after changing bearings and such (TR3A) (score: 1)
Author: "Randall" <tr3driver@comcast.net>
Date: Tue, 24 Aug 2004 17:41:57 -0700
Couldn't hurt to do it again, after the rebuild ... Yes, I would consider your hot idle pressures to be quite low, for a freshly rebuilt engine and 20W50 oil. Mine carries more than that, and it's s
/html/triumphs/2004-08/msg01401.html (10,603 bytes)

390. RE: cam diff btw a '60 & '66? (score: 1)
Author: "Randall" <tr3driver@comcast.net>
Date: Tue, 24 Aug 2004 20:54:27 -0700
Jim gave the valve timings (which is the only difference I'm aware of). ISTR the Crane Cams website gives instructions on how to 'degree' a cam, which is what it will take to distinguish such small
/html/triumphs/2004-08/msg01409.html (8,264 bytes)

391. RE: rear oil seal (score: 1)
Author: "Randall" <tr3driver@comcast.net>
Date: Wed, 25 Aug 2004 03:00:25 -0700
No. That's not what that groove is for. It's actually part of the mechanical seal. Frankly, after seeing how they are made and how much grief some people have had with them; I'm starting to believe
/html/triumphs/2004-08/msg01414.html (8,960 bytes)

392. RE: cam diff btw a '60 & '66? (score: 1)
Author: "Randall" <tr3driver@comcast.net>
Date: Wed, 25 Aug 2004 10:49:00 -0700
Not quite. V1 is actually the volume swept by the piston as it moves from TDC to BDC. But your calculations were correct, so I think this is just a mis-statement. Right. I believe part of the confus
/html/triumphs/2004-08/msg01427.html (9,612 bytes)

393. RE: Soldering bullet connectors (score: 1)
Author: "Randall" <tr3driver@comcast.net>
Date: Wed, 25 Aug 2004 23:41:10 -0700
Jeff, I don't know what bullet connectors British Wiring is selling. But the good ones have a short section at the tip that just fits the diameter of the wire (and hence are specific to just one or
/html/triumphs/2004-08/msg01444.html (8,873 bytes)

394. RE: TR4 shock conversion (score: 1)
Author: "Randall" <tr3driver@comcast.net>
Date: Wed, 25 Aug 2004 23:59:26 -0700
That may be closer to the truth than you think. The leaf spring TRs had much stiffer shocks to begin with than the IRS cars, plus they get an extra dose of damping from the friction in the leaves. T
/html/triumphs/2004-08/msg01445.html (8,747 bytes)

395. RE: Soldering bullet connectors (score: 1)
Author: "Randall" <tr3driver@comcast.net>
Date: Thu, 26 Aug 2004 06:27:29 -0700
I've actually never had one that I did fail, in over 20 years of TR ownership. And certainly many of the ones that did fail were from a DPO. Likely longer lasting too, especially if you then solder
/html/triumphs/2004-08/msg01452.html (8,534 bytes)

396. RE: Soldering bullet connectors (score: 1)
Author: "Randall" <tr3driver@comcast.net>
Date: Thu, 26 Aug 2004 13:29:15 -0700
Haven't had much trouble with that either, although I have replaced a few of the original ones. Fortunately on my earlier TR3A, they're all easy to replace. Making sure the spring clip grips the bul
/html/triumphs/2004-08/msg01455.html (8,316 bytes)

397. RE: Head colour, aux oil (score: 1)
Author: "Randall" <tr3driver@comcast.net>
Date: Fri, 27 Aug 2004 09:16:11 -0700
Not only do I agree with Mr. Eley, but there are additional dangers from the external oil feed. TRs have no seals in the intake valve guides, in effect the design relies on there being relatively li
/html/triumphs/2004-08/msg01465.html (8,184 bytes)

398. RE: Bosch Alternator (score: 1)
Author: "Randall" <tr3driver@comcast.net>
Date: Fri, 27 Aug 2004 09:43:10 -0700
Nope, Ed had it right. 78-80 Ford Fiesta (as sold in the US, not necessarily the same Fiesta sold overseas) with optional Bosch alternator. (Standard alternator was a Motorcraft that was completely
/html/triumphs/2004-08/msg01466.html (7,517 bytes)

399. RE: TR 3a vs 4A clutch stuff (score: 1)
Author: "Randall" <tr3driver@comcast.net>
Date: Sat, 28 Aug 2004 16:50:44 -0700
While it's always dangerous to disagree with Jack, I feel the earlier clutch is better made and more bulletproof. And the extra surface area should mean it lasts longer, although I've never had to t
/html/triumphs/2004-08/msg01483.html (9,072 bytes)

400. RE: Part number identification (score: 1)
Author: "Randall" <tr3driver@comcast.net>
Date: Sun, 29 Aug 2004 07:43:25 -0700
It fits a Spitfire Mk 3 and possibly others. 146422 is listed in the Mk 3 SPC, but I also have it superceded by GMC211, and Moss UK shows GMC211 superceded by GMC224. Randall Check out the new Briti
/html/triumphs/2004-08/msg01494.html (7,381 bytes)

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