Morning gang,

=C2=A0 =C2=A0With a little= luck my grandson and I will compete repairs to the TR6 rear brakes today. = When done it will be ready for the paint shop.

<= /div>

Rick

--00000000000082bd0f058fc237cd-- --===============7346060739840918264== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============7346060739840918264==-- From 6pack-bounces@autox.team.net Sat Aug 10 10:41:23 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id 85831A0FC8 for ; Sat, 10 Aug 2019 10:41:23 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from mail-ot1-f54.google.com (unknown [209.85.210.54]) by autox.team.net (Postfix) with ESMTP id 48F98A0C89 for <6pack@autox.team.net>; Sat, 10 Aug 2019 10:34:24 -0600 (MDT) Received: by mail-ot1-f54.google.com with SMTP id m97so11086339otm.12 for <6pack@autox.team.net>; Sat, 10 Aug 2019 09:34:24 -0700 (PDT) h=mime-version:from:date:message-id:subject:to; bh=wTTjwWeTsvZUXRdHpKxdBPjYZfBc4YS0dzyqjUKNDZc=; b=emsu0grEUMv4rATjIq4h47daG9l2qnerfVa6Yfc6MWcPi1LkcZN8T71bl9vsPUkqce /7+rCy4Ilf4HCZ8WCzfWIyJKoysWvuwLNohTvVkSyZF9uB2uYFeAxxgRy+fG2Ahd7NoA rbMEzNEvskHdNmczbALhcZ1wtW+hriAXWVjHEg0IwSwEtwgAlg1jdbQ3WDHUBsEGzACl F/xjg7nrxNQ4FVwVSETGmIOdg4AwAJN7MXdZVKcYE1/ccVDPsE8rW/OJIr5t4TbXhgFq qh1zZtB/sezZ/SenjdjbrVbRyZhwcXrMDNlnVPKB/+OuL1sMIEnbtpxD+ALmDOexKW6m D22A== d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:from:date:message-id:subject:to; bh=wTTjwWeTsvZUXRdHpKxdBPjYZfBc4YS0dzyqjUKNDZc=; b=tSnIR88AEJmhJeGHA1C3flBbfeupfGUDsyyoeiqxCWpwY2SzQ1NQ+bLXFeuv+Pr+tk 1nNVaECBtJcNqga6H2B2ETOuLASM/kR3V2Y8LAk2ejrqe+5ushQlUS0hETxj3rkHsoAd M3G7aVGtWgsUi/KtwH+VR+6rDCVK6RG0YJlaM0d0Uhcw9NGaUtAkXJMcgTaoQ2PtEUF1 6uRAvvRgBPS8zLUsw6p0NJXVZTDxe77+17mN2NS7LFAQVi2fcyOyxVft4N4jiuPoiXIv sroFGGwR83dkAo99ju4EzZYbSNOq6uJMnkkOpC9i5vrymhHNtB+ZpRQPEfGsiKi27NEa fVkw== Rzi63wewTHovpHsgUX8kQX0c3/4DHj3hvtxPX/PfSrXn Sat, 10 Aug 2019 09:34:22 -0700 (PDT) Date: Sat, 10 Aug 2019 11:34:06 -0500 To: TR6 <6pack@autox.team.net> Subject: [6pack] Success From: Richard Lindsay via 6pack <6pack@autox.team.net> Content-Transfer-Encoding: 7bit Errors-To: 6pack-bounces@autox.team.net Hello Friends, We had a wonderfully successful morning today. We got all of the TR6's rear plumbing installed. Its now all new - Master cylinder to and through the calipers and slave cylinders. We ran out of time and it got too hot to finish a proper bleed but we did flow brake fluid through and found no leaks. I filled the reservoir compartments then with the MityVac, I pulled fluid through each corner. After a week away at a wedding, a friend will help me bleed the brakes properly with the pedal. Here's a picture of one rear corner, taken and shared just because it looks nice. http://aubard.us/75_Triumph/20190810_112143.jpg Rick _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack From 6pack-bounces@autox.team.net Mon Aug 12 14:15:58 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id 0E0BBA0DB2 for ; Mon, 12 Aug 2019 14:15:58 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from mail-ot1-f45.google.com (unknown [209.85.210.45]) by autox.team.net (Postfix) with ESMTP id 1FF15A07F0 for <6pack@autox.team.net>; Mon, 12 Aug 2019 14:15:24 -0600 (MDT) Received: by mail-ot1-f45.google.com with SMTP id c34so23792642otb.7 for <6pack@autox.team.net>; Mon, 12 Aug 2019 13:15:24 -0700 (PDT) h=mime-version:from:date:message-id:subject:to; bh=2Njdmn/34vEiV860wk56o8VpKwFeKHFMWBp8p+nbeNI=; b=mQn4Ou70tanVy+HMatJtksBaZzN8ZDx9rHMQSk1TCtcBt0eJGwWGCQKB/VUJXdXcoF a6ddF5QwNKxsO/7lxtJa2mSDKXjjV/kAfVBGm5ItZDcT7L/jdDxD+EnZWTM6hUpIcJX4 Bt7wbBp8j6vSkRn0b0zvoCLE4RCHDbrE4HRS4BCRPcQMD7NSYDO6fqIrDz6hiEqUdmRF YqMO+T4HFBmJCfxQ6wY0cAExiI3Cb1xoHV8vfXl3jTCmIIQ5FuHmdmcfZDkpOOUup6M2 h/sLqIyza7zSu63sfan0NfNw2d+7ddDnAAnb3T5c2PCBPb9bDAmJIPpyf8E3BJh8sYFA CnIw== d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:from:date:message-id:subject:to; bh=2Njdmn/34vEiV860wk56o8VpKwFeKHFMWBp8p+nbeNI=; b=F3sGWJRz6DzszjbJ7KzPTMCPgsz6NMiAwjNXSBv+LsG3jwbm4endScsorC0FJ4zkSE LmZ6m2xTGaPy4i5FXIvc4mvHWU+VJXp+iCS97Cv3Nx4BTQ9fdK7WkLLxX781rKJsT8R7 yTmqXbGH2UIIR6gzFxArcC+BLvI+gtJf9STMb2t6Y3Da/bs+83OBSxCtI13AY0+C54Yb R5j9ypBTZOv3TAW/3Sce/frgkrYVEBlHFwzur2NNZu7JIzkoadYIcncmYjrBGyy8TTPj pRM3Yft5uTSv+Egf/SHXOjU+XzfeD3TzC3WOijSbOea4/ce3vDpGL6o+AkySkdQ1biqZ a4+A== mHk40zgmXNExqsJ+M8dsWNtCkZnRin9aVfKUKkapaQ== Mon, 12 Aug 2019 13:15:22 -0700 (PDT) Date: Mon, 12 Aug 2019 15:15:11 -0500 To: TR6 <6pack@autox.team.net> Subject: [6pack] Anticipation From: Richard Lindsay via 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net --===============0655249173320978581== --00000000000002f8fb058ff12fe0 Content-Transfer-Encoding: quoted-printable Hello Friends, With my '75 TR6 heading to the paint shop for a nice two-stage Carmine Red respray, I find myself getting excited about the reassembly process. I have a new beige interior waiting to go in after I get the brown carpet installed. Let me share a few pictures to better tell some of the story. First up, here is the interior, stripped and ready for reassembly. The inner paint is Rustoleum burgundy paint, tinted darker with leftover black paint. The goal here is rust proofing, not 'pretty'. All of the metal is sound and rust free. http://aubard.us/75_Triumph/20190311_151429.jpg The carpets will be dark brown with black gators on the handbrake and gear lever. Here's the tunnel cover, already upholstered and waiting to go in. http://aubard.us/75_Triumph/20190324_090543.jpg The black vinyl bits of the dash are all new and in their boxes waiting. The original wooden dash was water damaged and de-laminating. The walnut veneer was peeling off. Here's how it looked upon arrival at my shop. http://aubard.us/75_Triumph/P1000380.JPG I carefully removed the instruments, lights and controls then lifted away the plywood dashboard. After cleaning, my first step was stabilizing and restoring the wood. I did so by re-cementing all the lamina of the plywood with Gorilla Glue for Wood. Once that process was complete and the glue cured, I painted (read: saturated) the entire dashboard with Minwax Wood Hardener. Two coats of that product left the original plywood substrate (almost as) strong as new, if ugly. I next sanded all surfaces in preparation for the next step: new veneer. Okay, by now you're probably thinking, "Why did he go to all that trouble when new, beautiful dashboards are available?" The answer is simple. Its a labor of love. The pleasure is in the 'doing' as much so as the result. Okay, with that out of the way... While waiting for glue and hardeners to cure, I tested stains on scraps of veneer. Sadly I didn't document the colors I used but I remember it was two Minwax stains, appied one over the other. But I'm getting ahead of myself. I thought about the Carmine Red paint choice (original) and the beige upholstery (color also original) then looked through my stash of veneer. I had a sheet of walnut but it was straight grain and offered little 'interest'. Also laying about was a sheet of curly maple veneer. I found it interesting so I tested the stain choice. My decision was made. Back at the plywood I cleaned away all sanding dust, painted on a coat of glue and applied the veneer. I rolled out all the air bubbles then weighted down the veneer with every book and gallon paint can that I had sitting about. Two days later I trimmed the edges and roughly cut the larger openings with an Exacto knife. A couple of hours with the Dremel and a sanding disk had the openings routed in. A small grind stone in the Dremel finished the small holes. My garage was covered in fine sawdust as one might imagine so I swept and vacuumed for another day. With the veneer carefully sanded with #400 sandpaper, and vacuumed clean, I applied the first coat of stain. A day later, the second and final color was applied. Two days after that, the first of three coats of urethane clear coat went on. Here's how it looks. http://aubard.us/75_Triumph/20190116_111637.jpg The color is not quite as vibrant as the camera's flash makes it appear, but it does complement the beige upholstery. The =C3=BCber clever ones amon= g you may notice that I did not cut the hole for the dash light rheostat! It is to be omitted. The instruments are going back in with non-dimmable LED lamps. And speaking of instruments... The gauges and lamps came apart for cleaning, testing and refinishing. They were a mess, as anticipated, but no repairs were needed. http://aubard.us/75_Triumph/20190113_111736.jpg The black trim on most of the chrome bezels was damaged. I stripped it off, cleaned the chrome and reassembled a couple of the gauges. They just didn't look right so back apart they came. I primered then sprayed all the bezels with satin black and that did the trick, especially against the lighter wood dash. Here's how they look, awaiting reassembly. http://aubard.us/75_Triumph/20190113_125147.jpg New knobs and switches are in hand. The wiper switch had died, as had the headlight master switch. The warning light bezels cleaned up okay so they will (probably) be reused. That's it for now. If interested, I'll share engine, wheels, brakes, suspension, etc., restoration stories. Until then, I hope you enjoyed the post as much as I enjoyed reliving it. Rick --00000000000002f8fb058ff12fe0 Content-Transfer-Encoding: quoted-printable

Hello Friends,

=C2=A0 =C2=A0With my '= ;75 TR6 heading to the paint shop for a nice two-stage Carmine Red respray,= I find myself getting excited about the reassembly process. I have a new b= eige interior waiting to go in after I get the brown carpet installed. Let = me share a few pictures to better tell some of the story.=C2=A0

=C2=A0 =C2=A0First up, here is the = interior, stripped and ready for reassembly. The inner paint is Rustoleum b= urgundy paint, tinted darker with leftover black paint. The goal here is ru= st proofing, not 'pretty'. All of the metal is sound and rust free.=

http://aubard.us/75_Triumph/20190311_1= 51429.jpg

=C2=A0= =C2=A0The carpets will be dark brown with black gators on the handbrake an= d gear lever. Here's the tunnel cover, already upholstered and waiting = to go in.

http://aubard.us/75_Triumph/2= 0190324_090543.jpg

=C2=A0 =C2=A0The black vinyl bits of the dash are all new and in their b= oxes waiting. The original wooden dash was water damaged and de-laminating.= The walnut veneer was peeling off. Here's how it looked upon arrival a= t my shop.

http://aubard.us/75_Triumph/P100038= 0.JPG

=C2=A0 =C2= =A0I carefully removed the instruments, lights and controls then lifted awa= y the plywood dashboard. After cleaning, my first step was stabilizing and = restoring the wood. I did so by re-cementing all the lamina of the plywood = with Gorilla Glue for Wood.

=C2=A0 =C2=A0Once that p= rocess was complete and the glue cured, I painted (read: saturated) the ent= ire dashboard with Minwax Wood Hardener. Two coats of that product left the= original plywood substrate (almost as) strong as new, if ugly. I next sand= ed all surfaces in preparation for the next step: new veneer.

=C2=A0 =C2=A0Okay, by now you're probably thinking, "Why= did he go to all that trouble when new, beautiful dashboards are available= ?" The answer is simple. Its a labor of love. The pleasure is in the &= #39;doing' as much so as the result. Okay, with that out of the way...<= /div>

=C2=A0 =C2=A0While waiting for glue and hardeners to= cure, I tested stains on scraps of veneer. Sadly I didn't document the= colors I used but I remember it was two Minwax stains, appied one over the= other. But I'm getting ahead of myself.

=C2=A0 = =C2=A0I thought about the Carmine Red paint choice (original) and the beige= upholstery (color also original) then looked through my stash of veneer. I= had a sheet of walnut but it was straight grain and offered little 'in= terest'. Also laying about was a sheet of curly maple veneer. I found i= t interesting so I tested the stain choice. My decision was made.

=C2=A0 =C2=A0Back at the plywood I cleaned away all sanding d= ust, painted on a coat of glue and applied the veneer. I rolled out all the= air bubbles then weighted down the veneer with every book and gallon paint= can that I had sitting about. Two days later I trimmed the edges and rough= ly cut the larger openings with an Exacto knife. A couple of hours with the= Dremel and a sanding disk had the openings routed in. A small grind stone = in the Dremel finished the small holes. My garage was covered in fine sawdu= st as one might imagine so I swept and vacuumed for another day.

=C2=A0 =C2=A0With the veneer carefully sanded with #400 sandpa= per, and vacuumed clean, I applied the first coat of stain. A day later, th= e second and final color was applied.=C2=A0 Two days after that, the first = of three coats of urethane clear coat went on. Here's how it looks.

http://aubard.us/75_Triumph/20190116_11163= 7.jpg

=C2=A0 =C2= =A0The color is not quite as vibrant as the camera's flash makes it app= ear, but it does complement the beige upholstery. The =C3=BCber clever ones= among you may notice that I did not cut the hole for the dash light rheost= at! It is to be omitted. The instruments are going back in with non-dimmabl= e LED lamps. And speaking of instruments...

=C2=A0 =C2=A0The gauges and lamps came apart for cleani= ng, testing and refinishing. They were a mess, as anticipated, but no repai= rs were needed.

http://aubard.us/75_Tr= iumph/20190113_111736.jpg

=C2=A0 =C2=A0The black trim on most of the chrome bezels was dama= ged. I stripped it off, cleaned the chrome and reassembled a couple of the = gauges. They just didn't look right so back apart they came. I primered= then sprayed all the bezels with satin black and that did the trick, espec= ially against the lighter wood dash. Here's how they look, awaiting rea= ssembly.

http://aubard.us/75_Triumph/20= 190113_125147.jpg

=C2=A0 =C2=A0New knobs and switches are in hand. The wiper switch had die= d, as had the headlight master switch. The warning light bezels cleaned up = okay so they will (probably) be reused.

=C2=A0 =C2=A0That's it for now. If interested, I'll= share engine, wheels, brakes, suspension, etc., restoration stories. Until= then, I hope you enjoyed the post as much as I enjoyed reliving it.

<= div dir=3D"auto">

Rick

--00000000000002f8fb058ff12fe0-- --===============0655249173320978581== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============0655249173320978581==-- From 6pack-bounces@autox.team.net Mon Aug 12 16:11:22 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id AAF7EA0C20 for ; Mon, 12 Aug 2019 16:11:22 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from gateway24.websitewelcome.com (unknown [192.185.51.35]) by autox.team.net (Postfix) with ESMTP id 7BF09A09E5 for <6pack@autox.team.net>; Mon, 12 Aug 2019 16:11:13 -0600 (MDT) Received: from cm17.websitewelcome.com (cm17.websitewelcome.com [100.42.49.20]) by gateway24.websitewelcome.com (Postfix) with ESMTP id 324DF40996A for <6pack@autox.team.net>; Mon, 12 Aug 2019 17:11:13 -0500 (CDT) Received: from gator3187.hostgator.com ([198.57.247.151]) by cmsmtp with SMTP id xIX2hlvUe90onxIX3haqJS; Mon, 12 Aug 2019 17:11:13 -0500 Received: from leexray by gator3187.hostgator.com with local (Exim 4.92) (envelope-from ) id 1hxIX2-003HVt-Fo; Mon, 12 Aug 2019 17:11:12 -0500 Received: from 99.101.202.234 ([99.101.202.234]) (SquirrelMail authenticated user lee@automate-it.com) by automate-it.com with HTTP; Mon, 12 Aug 2019 17:11:12 -0500 References: Date: Mon, 12 Aug 2019 17:11:12 -0500 To: "Richard Lindsay" User-Agent: SquirrelMail/1.5.2 [SVN] please include it with any abuse report Subject: Re: [6pack] Anticipation From: Lee Daniels via 6pack <6pack@autox.team.net> Cc: TR6 <6pack@autox.team.net> Content-Transfer-Encoding: quoted-printable Errors-To: 6pack-bounces@autox.team.net Nice update, Rick. Thanks! Regarding "Why did he go to all that trouble when new, beautiful dashboards are available?" - I agree with you - part of the joy is in the doing. I did a similar re-boot of a Spitfire dash, but nearly 30 years ago. Happy motoring! Lee On Mon, August 12, 2019 15:15, Richard Lindsay via 6pack wrote: > Hello Friends, > With my '75 TR6 heading to the paint shop for a nice two-stage Carmine > Red respray, I find myself getting excited about the reassembly process. I > have a new beige interior waiting to go in after I get the brown carpet > installed. Let me share a few pictures to better tell some of the story. > > First up, here is the interior, stripped and ready for reassembly. The > inner paint is Rustoleum burgundy paint, tinted darker with leftover black > paint. The goal here is rust proofing, not 'pretty'. All of the metal is = sound > and rust free. > > http://aubard.us/75_Triumph/20190311_151429.jpg > > > The carpets will be dark brown with black gators on the handbrake and > gear lever. Here's the tunnel cover, already upholstered and waiting to g= o in. > > http://aubard.us/75_Triumph/20190324_090543.jpg > > > The black vinyl bits of the dash are all new and in their boxes waiting. > The original wooden dash was water damaged and de-laminating. The walnut > veneer was peeling off. Here's how it looked upon arrival at my shop. > > http://aubard.us/75_Triumph/P1000380.JPG > > > I carefully removed the instruments, lights and controls then lifted > away the plywood dashboard. After cleaning, my first step was stabilizing= and > restoring the wood. I did so by re-cementing all the lamina of the plywood > with Gorilla Glue for Wood. Once that process was complete and the glue c= ured, > I painted (read: > saturated) the entire dashboard with Minwax Wood Hardener. Two coats of t= hat > product left the original plywood substrate (almost as) strong as new, if > ugly. I next sanded all surfaces in preparation for the next step: new ve= neer. > Okay, by now you're probably thinking, "Why did he go to all that > trouble when new, beautiful dashboards are available?" The answer is simp= le. > Its a labor of love. The pleasure is in the 'doing' as much so as > the result. Okay, with that out of the way... While waiting for glue and > hardeners to cure, I tested stains on scraps of veneer. Sadly I didn't > document the colors I used but I remember it was two Minwax stains, appie= d one > over the other. But I'm getting ahead of myself. I thought about the Carm= ine > Red paint choice (original) and the beige > upholstery (color also original) then looked through my stash of veneer. = I had > a sheet of walnut but it was straight grain and offered little 'interest'. > Also laying about was a sheet of curly maple veneer. I found it > interesting so I tested the stain choice. My decision was made. Back at t= he > plywood I cleaned away all sanding dust, painted on a coat of glue and ap= plied > the veneer. I rolled out all the air bubbles then weighted down the veneer > with every book and gallon paint can that I had sitting about. Two days l= ater > I trimmed the edges and roughly cut the > larger openings with an Exacto knife. A couple of hours with the Dremel a= nd a > sanding disk had the openings routed in. A small grind stone in the Dremel > finished the small holes. My garage was covered in fine sawdust as one mi= ght > imagine so I swept and vacuumed for another day. With the veneer carefully > sanded with #400 sandpaper, and vacuumed clean, I applied the first coat = of > stain. A day later, the second and final color was applied. Two days aft= er > that, the first of three coats of urethane clear coat went on. Here's how= it > looks. > > http://aubard.us/75_Triumph/20190116_111637.jpg > > > The color is not quite as vibrant as the camera's flash makes it appear, > but it does complement the beige upholstery. The =C3=BCber clever ones am= ong you > may notice that I did not cut the hole for the dash light rheostat! It is= to > be omitted. The instruments are going back in with non-dimmable LED lamps= . And > speaking of instruments... > > The gauges and lamps came apart for cleaning, testing and refinishing. > They were a mess, as anticipated, but no repairs were needed. > > > http://aubard.us/75_Triumph/20190113_111736.jpg > > > The black trim on most of the chrome bezels was damaged. I stripped it > off, cleaned the chrome and reassembled a couple of the gauges. They just > didn't look right so back apart they came. I primered then sprayed all the > bezels with satin black and that did the trick, especially against the li= ghter > wood dash. Here's how they look, awaiting reassembly. > > http://aubard.us/75_Triumph/20190113_125147.jpg > > > New knobs and switches are in hand. The wiper switch had died, as had > the headlight master switch. The warning light bezels cleaned up okay so = they > will (probably) be reused. > > That's it for now. If interested, I'll share engine, wheels, brakes, > suspension, etc., restoration stories. Until then, I hope you enjoyed the= post > as much as I enjoyed reliving it. > > Rick > _______________________________________________ > Support Team.Net http://www.team.net/donate.html > Suggested annual donation $12.96 > Archive: http://www.team.net/archive > Forums: http://www.team.net/forums > > > 6pack@autox.team.net > http://autox.team.net/mailman/listinfo/6pack > > > Unsubscribe/Manage: > http://autox.team.net/mailman/options/6pack/lee@automate-it.com > > > _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack .team.net From 6pack-bounces@autox.team.net Mon Aug 12 16:21:49 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id D0709A0C32 for ; Mon, 12 Aug 2019 16:21:49 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from mail-ot1-f47.google.com (unknown [209.85.210.47]) by autox.team.net (Postfix) with ESMTP id 77BB0A0A80 for <6pack@autox.team.net>; Mon, 12 Aug 2019 16:18:42 -0600 (MDT) Received: by mail-ot1-f47.google.com with SMTP id o101so12127931ota.8 for <6pack@autox.team.net>; Mon, 12 Aug 2019 15:18:42 -0700 (PDT) h=mime-version:references:in-reply-to:from:date:message-id:subject:to; bh=vOOuBKB3AyvQFSd4aaDY2HENzM5giDATQvwsrEF69mk=; b=Zsmz9GmR7nfCdeQRxLBMZQOrt0C5/nFj5CprW/gn5yZTm5t2sYxekqW/D683+xQqX8 r11q6XCZZMQ5quSri5MeTf882+iia8fGBKW/7DI0+Xe0yxev03/C4r2YS0HtuVvs4XqB kFVdfLZX9fowjLobB2e3cC0aCD9G47QtcCsDvXYHtWarroRpj4m/bgiB+x5IeRxRsooe DxrZjWAiqN1pWw5ZKA/YBUVcMWiHgHtw8cDprO5mz59FIogTvNPjaxSFRybPbdZUsDXJ HKsE5ZYLZFhAO2x6IOcOniyRdlOSCHs2kptQk5glHY2v8XWE7iA7DoVbn2MTbopSTk6q v+YQ== d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:references:in-reply-to:from:date :message-id:subject:to; bh=vOOuBKB3AyvQFSd4aaDY2HENzM5giDATQvwsrEF69mk=; b=BrVCz8T8vijYwhgShmcROMUNAwBmL5mLAWKTLRqUZLeBmWBZF0x0T9T/DDSlPGNCSX S9hK390stTLmTFImbSz8WHIlkdSxa4/GclvahEdTNcvRshAmQ2puoYla6UbDjnqLiSv2 ujGTRf+SeOip2ZqlRwP4oPHwAgkBE+sP9YNZJpvr+hR3gtXf/B19WtYwdiAra3wiPCmi +gS+eDIutlszRUxXbclks+blT6QPgL6oByo0TUHHbdcmNwodtLPi/upX21X3zsC7ZNOQ OGQ3qPQ6ASnGakHL10SvmIf8BsvoIhkjZWa6/DM4aIq3DAFc6JBEwQg5auOAhUZvcMeg YKFA== h//g6xBw6TDHIA1TVZPx59RT27rrGtOqZ9w/+lEkpw== Mon, 12 Aug 2019 15:18:41 -0700 (PDT) References:

Date: Mon, 12 Aug 2019 17:18:28 -0500 To: 6pack <6pack@autox.team.net> Subject: Re: [6pack] Anticipation From: Richard Lindsay via 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net --===============1575751743179944028== --0000000000000cf6f1058ff2e8d2 Content-Transfer-Encoding: quoted-printable Thanks Lee, I'm heading to a destination wedding...and I don't care for weddings. So... I will write up some of the other restoration steps and post them here...unless I am advised to do otherwise. Rick On Mon, Aug 12, 2019, 5:11 PM Lee Daniels wrote: > Nice update, Rick. Thanks! > Regarding "Why did he go to all that trouble when new, beautiful dashboar= ds > are available?" - I agree with you - part of the joy is in the doing. > I did a similar re-boot of a Spitfire dash, but nearly 30 years ago. > > Happy motoring! > Lee > > On Mon, August 12, 2019 15:15, Richard Lindsay via 6pack wrote: > > Hello Friends, > > With my '75 TR6 heading to the paint shop for a nice two-stage Carmine > > Red respray, I find myself getting excited about the reassembly process= . > I > > have a new beige interior waiting to go in after I get the brown carpet > > installed. Let me share a few pictures to better tell some of the story= . > > > > First up, here is the interior, stripped and ready for reassembly. The > > inner paint is Rustoleum burgundy paint, tinted darker with leftover > black > > paint. The goal here is rust proofing, not 'pretty'. All of the metal i= s > sound > > and rust free. > > > > http://aubard.us/75_Triumph/20190311_151429.jpg > > > > > > The carpets will be dark brown with black gators on the handbrake and > > gear lever. Here's the tunnel cover, already upholstered and waiting to > go in. > > > > http://aubard.us/75_Triumph/20190324_090543.jpg > > > > > > The black vinyl bits of the dash are all new and in their boxes waiting= . > > The original wooden dash was water damaged and de-laminating. The walnu= t > > veneer was peeling off. Here's how it looked upon arrival at my shop. > > > > http://aubard.us/75_Triumph/P1000380.JPG > > > > > > I carefully removed the instruments, lights and controls then lifted > > away the plywood dashboard. After cleaning, my first step was > stabilizing and > > restoring the wood. I did so by re-cementing all the lamina of the > plywood > > with Gorilla Glue for Wood. Once that process was complete and the glue > cured, > > I painted (read: > > saturated) the entire dashboard with Minwax Wood Hardener. Two coats of > that > > product left the original plywood substrate (almost as) strong as new, = if > > ugly. I next sanded all surfaces in preparation for the next step: new > veneer. > > Okay, by now you're probably thinking, "Why did he go to all that > > trouble when new, beautiful dashboards are available?" The answer is > simple. > > Its a labor of love. The pleasure is in the 'doing' as much so as > > the result. Okay, with that out of the way... While waiting for glue an= d > > hardeners to cure, I tested stains on scraps of veneer. Sadly I didn't > > document the colors I used but I remember it was two Minwax stains, > appied one > > over the other. But I'm getting ahead of myself. I thought about the > Carmine > > Red paint choice (original) and the beige > > upholstery (color also original) then looked through my stash of veneer= . > I had > > a sheet of walnut but it was straight grain and offered little > 'interest'. > > Also laying about was a sheet of curly maple veneer. I found it > > interesting so I tested the stain choice. My decision was made. Back at > the > > plywood I cleaned away all sanding dust, painted on a coat of glue and > applied > > the veneer. I rolled out all the air bubbles then weighted down the > veneer > > with every book and gallon paint can that I had sitting about. Two days > later > > I trimmed the edges and roughly cut the > > larger openings with an Exacto knife. A couple of hours with the Dremel > and a > > sanding disk had the openings routed in. A small grind stone in the > Dremel > > finished the small holes. My garage was covered in fine sawdust as one > might > > imagine so I swept and vacuumed for another day. With the veneer > carefully > > sanded with #400 sandpaper, and vacuumed clean, I applied the first coa= t > of > > stain. A day later, the second and final color was applied. Two days > after > > that, the first of three coats of urethane clear coat went on. Here's > how it > > looks. > > > > http://aubard.us/75_Triumph/20190116_111637.jpg > > > > > > The color is not quite as vibrant as the camera's flash makes it appear= , > > but it does complement the beige upholstery. The =C3=BCber clever ones = among > you > > may notice that I did not cut the hole for the dash light rheostat! It > is to > > be omitted. The instruments are going back in with non-dimmable LED > lamps. And > > speaking of instruments... > > > > The gauges and lamps came apart for cleaning, testing and refinishing. > > They were a mess, as anticipated, but no repairs were needed. > > > > > > http://aubard.us/75_Triumph/20190113_111736.jpg > > > > > > The black trim on most of the chrome bezels was damaged. I stripped it > > off, cleaned the chrome and reassembled a couple of the gauges. They ju= st > > didn't look right so back apart they came. I primered then sprayed all > the > > bezels with satin black and that did the trick, especially against the > lighter > > wood dash. Here's how they look, awaiting reassembly. > > > > http://aubard.us/75_Triumph/20190113_125147.jpg > > > > > > New knobs and switches are in hand. The wiper switch had died, as had > > the headlight master switch. The warning light bezels cleaned up okay s= o > they > > will (probably) be reused. > > > > That's it for now. If interested, I'll share engine, wheels, brakes, > > suspension, etc., restoration stories. Until then, I hope you enjoyed > the post > > as much as I enjoyed reliving it. > > > > Rick > > _______________________________________________ > > Support Team.Net http://www.team.net/donate.html > > Suggested annual donation $12.96 > > Archive: http://www.team.net/archive > > Forums: http://www.team.net/forums > > > > > > 6pack@autox.team.net > > http://autox.team.net/mailman/listinfo/6pack > > > > > > Unsubscribe/Manage: > > http://autox.team.net/mailman/options/6pack/lee@automate-it.com > > > > > > > > --0000000000000cf6f1058ff2e8d2 Content-Transfer-Encoding: quoted-printable

Thanks Lee,
=C2=A0 =C2=A0I'm heading to a des= tination wedding...and I don't care for weddings. So...

=C2=A0 =C2=A0I will write up some of the other restoration steps = and post them here...unless I am advised to do otherwise.

Rick

On Mon, Aug 12, 2019, = 5:11 PM Lee Daniels <lee@automate= -it.com> wrote:

Nice update,= Rick. Thanks!
Regarding "Why did he go to all that trouble when new, beautiful dashb= oards
are available?" - I agree with you - part of the joy is in the doing.<= br> I did a similar re-boot of a Spitfire dash, but nearly 30 years ago.

Happy motoring!
=C2=A0Lee

On Mon, August 12, 2019 15:15, Richard Lindsay via 6pack wrote:
> Hello Friends,
> With my '75 TR6 heading to the paint shop for a nice two-stage Car= mine
> Red respray, I find myself getting excited about the reassembly proces= s. I
> have a new beige interior waiting to go in after I get the brown carpe= t
> installed. Let me share a few pictures to better tell some of the stor= y.
>
> First up, here is the interior, stripped and ready for reassembly. The=
> inner paint is Rustoleum burgundy paint, tinted darker with leftover b= lack
> paint. The goal here is rust proofing, not 'pretty'. All of th= e metal is sound
> and rust free.
>
> http://aubard.us/75_Triumph/20190311_= 151429.jpg
>
>
> The carpets will be dark brown with black gators on the handbrake and<= br> > gear lever. Here's the tunnel cover, already upholstered and waiti= ng to go in.
>
> http://aubard.us/75_Triumph/20190324_= 090543.jpg
>
>
> The black vinyl bits of the dash are all new and in their boxes waitin= g.
> The original wooden dash was water damaged and de-laminating. The waln= ut
> veneer was peeling off. Here's how it looked upon arrival at my sh= op.
>
> http://aubard.us/75_Triumph/P1000380.JPG=
>
>
> I carefully removed the instruments, lights and controls then lifted > away the plywood dashboard. After cleaning, my first step was stabiliz= ing and
> restoring the wood. I did so by re-cementing all the lamina of the ply= wood
> with Gorilla Glue for Wood. Once that process was complete and the glu= e cured,
> I painted (read:
> saturated) the entire dashboard with Minwax Wood Hardener. Two coats o= f that
> product left the original plywood substrate (almost as) strong as new,= if
> ugly. I next sanded all surfaces in preparation for the next step: new= veneer.
>=C2=A0 Okay, by now you're probably thinking, "Why did he go t= o all that
> trouble when new, beautiful dashboards are available?" The answer= is simple.
> Its a labor of love. The pleasure is in the 'doing' as much so= as
> the result. Okay, with that out of the way... While waiting for glue a= nd
> hardeners to cure, I tested stains on scraps of veneer. Sadly I didn&#= 39;t
> document the colors I used but I remember it was two Minwax stains, ap= pied one
> over the other. But I'm getting ahead of myself. I thought about t= he Carmine
> Red paint choice (original) and the beige
> upholstery (color also original) then looked through my stash of venee= r. I had
> a sheet of walnut but it was straight grain and offered little 'in= terest'.
> Also laying about was a sheet of curly maple veneer. I found it
> interesting so I tested the stain choice. My decision was made. Back a= t the
> plywood I cleaned away all sanding dust, painted on a coat of glue and= applied
> the veneer. I rolled out all the air bubbles then weighted down the ve= neer
> with every book and gallon paint can that I had sitting about. Two day= s later
> I trimmed the edges and roughly cut the
> larger openings with an Exacto knife. A couple of hours with the Dreme= l and a
> sanding disk had the openings routed in. A small grind stone in the Dr= emel
> finished the small holes. My garage was covered in fine sawdust as one= might
> imagine so I swept and vacuumed for another day. With the veneer caref= ully
> sanded with #400 sandpaper, and vacuumed clean, I applied the first co= at of
> stain. A day later, the second and final color was applied.=C2=A0 Two = days after
> that, the first of three coats of urethane clear coat went on. Here= 9;s how it
> looks.
>
> http://aubard.us/75_Triumph/20190116_= 111637.jpg
>
>
> The color is not quite as vibrant as the camera's flash makes it a= ppear,
> but it does complement the beige upholstery. The =C3=BCber clever ones= among you
> may notice that I did not cut the hole for the dash light rheostat! It= is to
> be omitted. The instruments are going back in with non-dimmable LED la= mps. And
> speaking of instruments...
>
> The gauges and lamps came apart for cleaning, testing and refinishing.=
> They were a mess, as anticipated, but no repairs were needed.
>
>
> http://aubard.us/75_Triumph/20190113_= 111736.jpg
>
>
> The black trim on most of the chrome bezels was damaged. I stripped it=
> off, cleaned the chrome and reassembled a couple of the gauges. They j= ust
> didn't look right so back apart they came. I primered then sprayed= all the
> bezels with satin black and that did the trick, especially against the= lighter
> wood dash. Here's how they look, awaiting reassembly.
>
> http://aubard.us/75_Triumph/20190113_= 125147.jpg
>
>
> New knobs and switches are in hand. The wiper switch had died, as had<= br> > the headlight master switch. The warning light bezels cleaned up okay = so they
> will (probably) be reused.
>
> That's it for now. If interested, I'll share engine, wheels, b= rakes,
> suspension, etc., restoration stories. Until then, I hope you enjoyed = the post
> as much as I enjoyed reliving it.
>
> Rick
> _______________________________________________
> Support Team.Net http://www.team.net/donate.html<= br> > Suggested annual donation=C2=A0 $12.96
> Archive: http://www.team.net/archive
> Forums: http://www.team.net/forums
>
>
> 6pack@autox.team.net
> http://autox.team.net/mailman/listinfo/6= pack
>
>
> Unsubscribe/Manage:
> http://autox.team.net= /mailman/options/6pack/lee@automate-it.com
>
>
>

--0000000000000cf6f1058ff2e8d2-- --===============1575751743179944028== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============1575751743179944028==-- From 6pack-bounces@autox.team.net Mon Aug 12 17:26:40 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id 85157A0ABB for ; Mon, 12 Aug 2019 17:26:40 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from sonic314-14.consmr.mail.bf2.yahoo.com (unknown [74.6.132.124]) by autox.team.net (Postfix) with ESMTP id E8CE7A0A22 for <6pack@autox.team.net>; Mon, 12 Aug 2019 17:26:30 -0600 (MDT) t=1565652390; bh=V6i9roeN6XlqgkD/0Eif5oLpaf0tfQdfKmbLICs6Zao=; h=Date:Subject:From:To:From:Subject; b=BEeZK4gj9CjL0ILeoyfbX+Y2aBrzQ6os4PuR17xzdRS0h3kia4bqJtdDNvi9Puzl73SNl3hJ2bcSV1KDT7/010iSv5PzInelKYLS+GP68hh6eFrJZ+RHj7k+CxA/8yVUFDB3OIgAzKUH003MrpcG//Uds1/1e+LGi6yFuHo7CME9Fp7DQQDvM9NzUz+CpLRrRs6aEDfanOQBtqwbeszrwU2Wenuh8hLTZHCWpEazznD55+AY9BonQMWCzxsuvdB5P7RuCdqidIMgcp1+j2FMlGdJGd94xQ/FSupKcY8+4RQPBq1yCfQaxpi+B6+hf1Tns2mwNt29JqviWm4UdU6fcQ== hVf2UwPTyHDGil9.J.khdhULAOdhyYawOK8Di2oRmb4M3AgOd4VRLTqQuz6Bh_4xaCyz8dhDDvn6 WiZSb59CC199J2NvKzXIp7yFYiZ9OWuyThqi.J3dZbf7z3ZUdARSgpxzhK.KmZSAp6fVZxFmoFPg Zv2UFJBjoqnJftuFf2yenigjqlqHKg6XBuya29lMJjPqqN43pf6M7ybAV3BRS9TeNOA4LbeBMKwn dmL5SlImuAvSOfVVUA1WFHil.0dIx5D1cqVzdUy89lXR4CjvlSz9mSuQlQOPkVNoljqM1LTjhuvc Rv2g6eYbfnqbcQMSok39Qswzo6xpdwcTvFcmg6fJiGPUWIQsrVjtOXn8H1T7Wtg6hMOKgObuOBCS Hjn2zDJodShFk2QY3NHZfH54Ez5ZsuppI1QLztzdIUBVQHS3nold8lsL_V6H9tz5jhtuD7n_.cjb vQxdAZg2ubc1_TxyiHnZvuovkgPgq9WwxnI2zd6zsmurel7Ipjd6FIwp8tB_Kw3aWepzUBkEiG_p 6XWDSH8d6hGEh9LqFwnUBbYQcm.gC2AYwqw7.6K1Ad9aC__sQr5ciudM02PatAd8gJPUoLU.1_rt XIKWIWGzzSR4HGE28i4MFpuXcd6HIEqFAyKYP8prsPM6ULYzRcY04CDYcRVgQAPIlv6COuFc6EjI BFPrkeya8jnHVlpPBtvhIiEQBzpOb0QqZL3UWkIeAKyJHOHClosZHo6YdcXBQlJ4uGI.Nw_OGOwP Ef_Kl4BJpDa.f1UtVXceLkv.TtDZBXGeFOsHVRKWznnNyUAyVDN4NCAmnrbkTCY.n7iNIeuvlqKx QWo5tvtymvGWGTFfLoNHZtI2_ork57Mhis.wT02WF6ckyMmuV5vWhmCmDa1zrblTwgCrLmWgVSV6 Xt6YVO3oFQ7F2HXAEXE2.EDXcV7QyXF1efjcIsHk869fyxCap5LB.Yio3RgYM8XoCh48Egp9WyxL ZwAamzL4kIsz8UA1f1pWe2qa1hXSNytmWQZJP0g3jbDQF8jP4tfwOW48GUlRVa5moscgA8M9uX6w b0MdJbAZk3SaRqYA39mIvcJHp0VuEC1kGdgjwQA53DhrnlAerTa8SVLDOmbq34FdA5LN75kMHY4y WqsmyHKimODqXIH36mMt1pvYZ_DWgtjGAvjt3d_ps2IVYHv8Voo1v.EvgwSHTlPlWUxXrI3A- Received: from sonic.gate.mail.ne1.yahoo.com by sonic314.consmr.mail.bf2.yahoo.com with HTTP; Mon, 12 Aug 2019 23:26:30 +0000 Received: by smtp407.mail.bf1.yahoo.com (Oath Hermes SMTP Server) with ESMTPA ID 2e8bc52b7ac53a2a5ff9a2843eddfdbf; Mon, 12 Aug 2019 23:26:05 +0000 (UTC) Date: Mon, 12 Aug 2019 19:26:03 -0400 Importance: normal To: 6pack@autox.team.net Subject: [6pack] Inspirational updates, Rich. Good job. Thx. From: daybell7 via 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net --===============5367779764109843508== ----_com.samsung.android.email_11673189318956870 Content-Transfer-Encoding: base64 U2VudCBmcm9tIG15IFNhbXN1bmcgR2FsYXh5IHNtYXJ0cGhvbmUu ----_com.samsung.android.email_11673189318956870 Content-Transfer-Encoding: base64 PGh0bWw+PGhlYWQ+PG1ldGEgaHR0cC1lcXVpdj0iQ29udGVudC1UeXBlIiBjb250ZW50PSJ0ZXh0 L2h0bWw7IGNoYXJzZXQ9VVRGLTgiPjwvaGVhZD48Ym9keT48ZGl2Pjxicj48L2Rpdj48ZGl2Pjxi cj48L2Rpdj48ZGl2Pjxicj48L2Rpdj48ZGl2Pjxicj48L2Rpdj48ZGl2IGlkPSJjb21wb3Nlcl9z aWduYXR1cmUiPjxkaXYgc3R5bGU9ImZvbnQtc2l6ZTo4NSU7Y29sb3I6IzU3NTc1NyIgZGlyPSJh dXRvIj5TZW50IGZyb20gbXkgU2Ftc3VuZyBHYWxheHkgc21hcnRwaG9uZS48L2Rpdj48L2Rpdj48 L2JvZHk+PC9odG1sPg== ----_com.samsung.android.email_11673189318956870-- --===============5367779764109843508== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============5367779764109843508==-- From 6pack-bounces@autox.team.net Mon Aug 12 18:15:57 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id 06FAEA19DE for ; 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mx.microsoft.com 1; spf=pass smtp.mailfrom=redtr6.com; dmarc=pass action=none header.from=redtr6.com; d=dkc461.onmicrosoft.com; s=selector2-dkc461-onmicrosoft-com; h=From:Date:Subject:Message-ID:Content-Type:MIME-Version:X-MS-Exchange-SenderADCheck; bh=A1fSHf0RfqcL5sHB8XJYIPhgRbY1nXySfguET+wgjtU=; b=E9yP25uWoFo9wrpOH0cbSvmzKiziAHMSAW+8TikLppRoKZXNO8xBrxw3KCIMMniEP8/TAoyBYPOV2fJ9tAF86ki0ukNSm3aowDEMc6hWsIqvvfUbUdAI7ytppBYwG/s3ryuIRWn4Wj7UphYI5N+vRKME5ne7lpUI4RVlBxYGwBc= Received: from BN8PR05MB6692.namprd05.prod.outlook.com (20.178.216.19) by BN8PR05MB6371.namprd05.prod.outlook.com (20.178.214.82) with Microsoft SMTP Server (version=TLS1_2, cipher=TLS_ECDHE_RSA_WITH_AES_256_GCM_SHA384) id 15.20.2178.14; Tue, 13 Aug 2019 00:15:44 +0000 Received: from BN8PR05MB6692.namprd05.prod.outlook.com ([fe80::d5e0:e67b:9a2e:8240]) by BN8PR05MB6692.namprd05.prod.outlook.com ([fe80::d5e0:e67b:9a2e:8240%4]) with mapi id 15.20.2157.021; Tue, 13 Aug 2019 00:15:44 +0000 To: Lee Daniels , "6pack@autox.team.net" <6pack@autox.team.net>, "triumphs@autox.team.net" Thread-Topic: [TR] Jim Clark tribute in The Grand Tour episode Thread-Index: AQHVTzSbQTLf+J+OXUSDPBlqxKNVG6b4OYek Date: Tue, 13 Aug 2019 00:15:44 +0000 References: <16aa42dd0fec6b0fac1b287d083ac14b.squirrel@automate-it.com> Accept-Language: en-US Content-Language: en-US authentication-results: spf=none (sender IP is ) smtp.mailfrom=stan@redtr6.com; x-originating-ip: [68.160.172.221] x-ms-publictraffictype: Email x-ms-office365-filtering-correlation-id: dbe4ecf3-b2ff-4872-7740-08d71f836234 x-microsoft-antispam: BCL:0; PCL:0; RULEID:(2390118)(7020095)(4652040)(7021145)(8989299)(4534185)(7022145)(4603075)(4627221)(201702281549075)(8990200)(7048125)(7024125)(7027125)(7023125)(5600148)(711020)(4605104)(1401327)(2017052603328)(7193020); SRVR:BN8PR05MB6371; x-ms-traffictypediagnostic: BN8PR05MB6371: x-ms-exchange-purlcount: 4 x-microsoft-antispam-prvs: x-ms-oob-tlc-oobclassifiers: OLM:6790; x-forefront-prvs: 01283822F8 x-forefront-antispam-report: SFV:NSPM; SFS:(10009020)(366004)(346002)(376002)(136003)(396003)(39830400003)(199004)(189003)(966005)(508600001)(40265005)(33656002)(19273905006)(446003)(11346002)(21615005)(236005)(53936002)(486006)(6246003)(76116006)(99286004)(476003)(7696005)(76176011)(110136005)(2501003)(14454004)(53546011)(6506007)(8936002)(102836004)(316002)(186003)(606006)(26005)(91956017)(66946007)(6436002)(81156014)(66556008)(55016002)(64756008)(8676002)(229853002)(9686003)(81166006)(66476007)(25786009)(54896002)(6306002)(86362001)(52536014)(5660300002)(2201001)(66446008)(3846002)(6116002)(256004)(2906002)(71190400001)(7736002)(71200400001)(66066001)(74316002)(563064011); DIR:OUT; SFP:1101; SCL:1; SRVR:BN8PR05MB6371; H:BN8PR05MB6692.namprd05.prod.outlook.com; FPR:; SPF:None; LANG:en; PTR:InfoNoRecords; A:1; MX:1; received-spf: None (protection.outlook.com: redtr6.com does not designate permitted sender hosts) x-ms-exchange-senderadcheck: 1 x-microsoft-antispam-message-info: 56YyjvrYvmCMt9IWn47gyO4w+Hhmjb4Xp2RFmUk3Ydhhrpsmv3HAJFTMSg3d8mqss6eyGq+0TlHUXyEVwmqt+kBdpcg8qaKF5NYG138ME7yu7AGpp0Zgq1h0ewqcyzMqlUuNKZEfZg8l3JDdqSb/yCI5w5XX8hyAhm2SZuxUuT0PGXNNP38O290Uiput/MSnY9pwboPfWKjnjWc8Tu4tFF0bulH6YjDs35d4PcNl5AYqq38X9uuq/+xn2x21RJgUTrS+H7PUmaxLtkzr0Ayxw7YuB5dKUEhkJj0tTrpS1uvYNYYZDvdw5n7cdHeEt7ZIXGaVqm+nX79tbuAslovtbnNdrbD9j029/NwZROuDHUBDZtsf8YW+77v3ICRXM5y4IwJTkcVayAj+Mb/Ca9rnE1Xy0+TScNt83x5PzbtEc8Y= x-ms-exchange-transport-forked: True Subject: Re: [6pack] [TR] Jim Clark tribute in The Grand Tour episode From: Stan Foster via 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net --===============8172173612838394426== Content-Language: en-US boundary="_000_BN8PR05MB66921D9C3AAF808B6DBB17D9FED20BN8PR05MB6692namp_" --_000_BN8PR05MB66921D9C3AAF808B6DBB17D9FED20BN8PR05MB6692namp_ Content-Transfer-Encoding: quoted-printable Thanks Lee. I lost interest in the Top Gear trio years ago but I very much = enjoyed that tribute to Jim Clark. Stan ________________________________ From: Triumphs on behalf of Lee Daniels <= lee@automate-it.com> Sent: Saturday, August 10, 2019 12:31:47 AM To: 6pack@autox.team.net <6pack@autox.team.net>; triumphs@autox.team.net Subject: [TR] Jim Clark tribute in The Grand Tour episode I had just about written off The Grand Tour, as the humor had become clunky and the real car talk had become thin. Then I watched episode 5 of season 3 tonight. A couple of decent tests/reviews, and yes some juvenile humor, suc= h as Jeremy ice-racing a Lambo Urus vs. Abbie Eaton in a Porsche, on a penis-shaped track. But then --- the tour-de-force --- a 20-minute historical tribute to Jim Clark, with plenty of photos and footage. Oh, my. They include interviews w= ith a couple of his colleagues, who tear up a little - as did I. And Richard Hammond gets to drive the very Lotus 25 that Clark himself drov= e! If you have Amazon Prime, watch this one. It's episode 5 of Season 3, title= d "An Itchy Urus" (of course). If you don't have an hour, jump to 00:36:00 an= d watch the last 22 minutes, you'll be glad you did. Lee ** triumphs@autox.team.net ** Archive: http://www.team.net/pipermail/triumphs http://www.team.net/archiv= e tr6.com --_000_BN8PR05MB66921D9C3AAF808B6DBB17D9FED20BN8PR05MB6692namp_ Content-Transfer-Encoding: quoted-printable

Thanks Lee. I lost interest in the Top Gear trio years ago but I very much = enjoyed that tribute to Jim Clark.

Stan

From: Triumphs <triump= hs-bounces@autox.team.net> on behalf of Lee Daniels <lee@automate-it.= com>
Sent: Saturday, August 10, 2019 12:31:47 AM
To: 6pack@autox.team.net <6pack@autox.team.net>; triumphs@auto= x.team.net <triumphs@autox.team.net>
Subject: [TR] Jim Clark tribute in The Grand Tour episode

I had just about written off The Grand Tour, as th= e humor had become clunky
and the real car talk had become thin. Then I watched episode 5 of season 3=
tonight. A couple of decent tests/reviews, and yes some juvenile humor, suc= h
as Jeremy ice-racing a Lambo Urus vs. Abbie Eaton in a Porsche, on a
penis-shaped track.

But then --- the tour-de-force --- a 20-minute historical tribute to Jim Clark, with plenty of photos and footage. Oh, my. They include interviews w= ith
a couple of his colleagues, who tear up a little - as did I.

And Richard Hammond gets to drive the very Lotus 25 that Clark himself drov= e!

If you have Amazon Prime, watch this one. It's episode 5 of Season 3, title= d
"An Itchy Urus" (of course). If you don't have an hour, jump to 0= 0:36:00 and
watch the last 22 minutes, you'll be glad you did.

Lee
** triumphs@autox.team.net **

ate.html
Archive: http://www.team= .net/pipermail/triumphs http://www.team.net/archive

hs/stan@redtr6.com"> http://autox.team.net/mailman/options/triumphs/stan@redtr6.com

--_000_BN8PR05MB66921D9C3AAF808B6DBB17D9FED20BN8PR05MB6692namp_-- --===============8172173612838394426== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============8172173612838394426==-- From 6pack-bounces@autox.team.net Mon Aug 12 20:58:34 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id D25D1A19ED for ; Mon, 12 Aug 2019 20:58:34 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from NAM04-SN1-obe.outbound.protection.outlook.com (unknown [40.92.11.38]) by autox.team.net (Postfix) with ESMTP id 9CCA9A19AA for <6pack@autox.team.net>; Mon, 12 Aug 2019 20:58:05 -0600 (MDT) ARC-Seal: i=1; a=rsa-sha256; s=arcselector9901; d=microsoft.com; cv=none; b=BR8jAIrmwPXoBTGMyVTcRIM+xo3JGhbDayeAYSrPROveRoGOTmiQk9WfzYIMyOHn5g0w2zgnZf6a6XNtmE6ofD+iXqOW0lj7SPx+k0UyyC+LI0cggjLMEZRtCQPDuH+ZD3ImKlL916DHK0KOay/ivr50zyudLi/l8/1txPAyemxzi/ykbqH1y9ylvl4keBsHdry3WFMkUvQBPjp0dvGxVnvrhCfUOc+shE1cOD736jD4RJ6g7cyu/zYeUOGGCQkjBB/JgDqTRQxrBWermn2QgdC/spP8m6ZqZjmgZvOtknE3Ey8DvxYkSJ3iTM3TH1ugnD19vAUZgokjSlf5TogwnA== ARC-Message-Signature: i=1; a=rsa-sha256; c=relaxed/relaxed; d=microsoft.com; s=arcselector9901; h=From:Date:Subject:Message-ID:Content-Type:MIME-Version:X-MS-Exchange-SenderADCheck; bh=zVxM4yeLaOH36cLEEaI0i1WIgZtkR6Sa8vsAxFCtN/M=; b=YNekhfzGKGRHt2thHY608MIDl4uamAVe3I3ll8TQzxLUmwTOCMrnH5UXaRD74jJfMkNkqMP1lPwi2qmQ+F4HVS0eeD1LVNXIkNOiKW9jPJuv2cWICVZRshMS0kv35saufM2P3UNJGxrGXbkmKpwZ3IlYHOLyKnPemkOblG9Nk3C0zLVAFPgOUZ6erxiH8YmBWZEkHE/Z1fcvm5CUOEJ4B3sqt/K0BPzz3JTjeTDzPI4euJLgYNTDAbo4ZywKXab9xWzoJgsIR+BmOMF7xTTuKG6vD2OFI5D2Fd1OlSg/CKXHHoJRCN121F2CLxxz1d6Sb+HcoQryYtHVZZeQytnw8g== ARC-Authentication-Results: i=1; mx.microsoft.com 1; spf=none; dmarc=none; s=selector1; h=From:Date:Subject:Message-ID:Content-Type:MIME-Version:X-MS-Exchange-SenderADCheck; bh=zVxM4yeLaOH36cLEEaI0i1WIgZtkR6Sa8vsAxFCtN/M=; b=GM2Aryu7CN+Uz7cDF17jlD0waNua00tp+Gbfe5o/g1C0kzLOAK+F6hx9GDaeEn8TDelIc5sXeEmJBop4BBgkONFZCk8nE+A/7CAqnD/hZfMaK0rIpEWfKafT8oIrVzelCz2IwPK31Yxiv1uTv127sO07LH0ape7o2hjsODT3E58RZJkGH48fkPV2ns4Wuw5im0YWOxMcxm4C9Vaa4VBecRBOSpgPoXxs4XPgJuke2eGe17L1oovdym9O9h2nFvqmvi7dShN4JrrdFAtseRlHGAvHQar3BmVVWvQHK4Ae4haGHTz3MW1yz1o++ZYUytqcgvw7DQhWweufbog8TtKQSQ== Received: from BN3NAM04FT060.eop-NAM04.prod.protection.outlook.com (10.152.92.58) by BN3NAM04HT231.eop-NAM04.prod.protection.outlook.com (10.152.93.96) with Microsoft SMTP Server (version=TLS1_2, cipher=TLS_ECDHE_RSA_WITH_AES_256_GCM_SHA384) id 15.20.2157.15; Tue, 13 Aug 2019 02:58:04 +0000 Received: from BN6PR18MB1570.namprd18.prod.outlook.com (10.152.92.57) by BN3NAM04FT060.mail.protection.outlook.com (10.152.93.141) with Microsoft SMTP Server (version=TLS1_2, cipher=TLS_ECDHE_RSA_WITH_AES_256_GCM_SHA384) id 15.20.2157.15 via Frontend Transport; Tue, 13 Aug 2019 02:58:04 +0000 Received: from BN6PR18MB1570.namprd18.prod.outlook.com ([fe80::685c:29a2:16be:308c]) by BN6PR18MB1570.namprd18.prod.outlook.com ([fe80::685c:29a2:16be:308c%12]) with mapi id 15.20.2157.022; Tue, 13 Aug 2019 02:58:04 +0000 To: "6pack@autox.team.net" <6pack@autox.team.net> Thread-Topic: [6pack] Anticipation Thread-Index: AQHVUUrCG9gomuPc00K0wrjSs3LEWqb4Ex4AgABPCaQ= Date: Tue, 13 Aug 2019 02:58:04 +0000 References: , Accept-Language: en-US Content-Language: en-US x-incomingtopheadermarker: OriginalChecksum:A49A9321269519A23B20ABD93A721A406F3D262B3B299AF8F23C54B854A68CC5; UpperCasedChecksum:94A4DC5B5901042B84D4F205697A2488B586B550A3A93F5B95A09B457FDFDF6A; SizeAsReceived:6899; Count:43 x-ms-exchange-messagesentrepresentingtype: 1 x-tmn: [enPslbjosd3LBXmT5nwAnMFFtOTNb/fV3Bps90qmlD3UIoQijkmbd6GHMCAmKUxZQ/HXV/1bch8=] x-ms-publictraffictype: Email x-incomingheadercount: 43 x-eopattributedmessage: 0 x-microsoft-antispam: BCL:0; PCL:0; RULEID:(2390118)(5050001)(7020095)(20181119110)(201702061078)(5061506573)(5061507331)(1603103135)(2017031320274)(2017031322404)(2017031323274)(2017031324274)(1601125500)(1603101475)(1701031045); SRVR:BN3NAM04HT231; x-ms-traffictypediagnostic: BN3NAM04HT231: x-ms-exchange-purlcount: 8 x-microsoft-antispam-message-info: C++Dm5d5gtgTzBc0FDPpWjaAi9XtuiTkPCZ8Lme6hzkS6wPIXHvHmDzhmpLN5FyKLcciLzJe5P8I55vlcYn5X5deqVMyPGUTOxjWjPviXhXHGcvTBCxlO8/bm2xhBp/Rm4W8t3dpfpT6VjQmTUU+8tzAMShzpNmLa79jm7xsvupJj+482NC16eRHuuBcWwl1 x-ms-exchange-transport-forked: True Subject: Re: [6pack] Anticipation From: im sloane via 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net --===============3339865314613395107== Content-Language: en-US boundary="_000_BN6PR18MB1570C67A68B8F4816AC352468ED20BN6PR18MB1570namp_" --_000_BN6PR18MB1570C67A68B8F4816AC352468ED20BN6PR18MB1570namp_ Content-Transfer-Encoding: quoted-printable Just a silly suggestion for you, but in the right hands might be of interes= t. That omitted dash light rheostat knob might make a neat pull knob for your = emergency hood release, and save the original appearance. Sloane :) ________________________________ From: 6pack <6pack-bounces@autox.team.net> on behalf of Lee Daniels via 6pa= ck <6pack@autox.team.net> Sent: Monday, August 12, 2019 10:11 PM To: Richard Lindsay Cc: TR6 <6pack@autox.team.net> Subject: Re: [6pack] Anticipation Nice update, Rick. Thanks! Regarding "Why did he go to all that trouble when new, beautiful dashboards are available?" - I agree with you - part of the joy is in the doing. I did a similar re-boot of a Spitfire dash, but nearly 30 years ago. > but it does complement the beige upholstery. The =C3=BCber clever ones am= ong you > may notice that I did not cut the hole for the dash light rheostat! It is= to > be omitted. The instruments are going back in with non-dimmable LED lamps= . And > speaking of instruments... > > The gauges and lamps came apart for cleaning, testing and refinishing. > They were a mess, as anticipated, but no repairs were needed. > > > http://aubard.us/75_Triumph/20190113_111736.jpg > > > The black trim on most of the chrome bezels was damaged. I stripped it > off, cleaned the chrome and reassembled a couple of the gauges. They just > didn't look right so back apart they came. I primered then sprayed all th= e > bezels with satin black and that did the trick, especially against the li= ghter > wood dash. Here's how they look, awaiting reassembly. > > http://aubard.us/75_Triumph/20190113_125147.jpg > > > New knobs and switches are in hand. The wiper switch had died, as had > the headlight master switch. The warning light bezels cleaned up okay so = they > will (probably) be reused. > > That's it for now. If interested, I'll share engine, wheels, brakes, > suspension, etc., restoration stories. Until then, I hope you enjoyed the= post > as much as I enjoyed reliving it. > > Rick > _______________________________________________ > Support Team.Net http://www.team.net/donate.html > Suggested annual donation $12.96 > Archive: http://www.team.net/archive > Forums: http://www.team.net/forums > > > 6pack@autox.team.net > http://autox.team.net/mailman/listinfo/6pack > > > Unsubscribe/Manage: > http://autox.team.net/mailman/options/6pack/lee@automate-it.com > > > _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack otmail.com --_000_BN6PR18MB1570C67A68B8F4816AC352468ED20BN6PR18MB1570namp_ Content-Transfer-Encoding: quoted-printable

Just a silly suggestion for you, but in the right hands might be of interes= t.

That omitted dash light rheostat knob might make a neat pull knob for your = emergency hood release, and save the original appearance.

Sloane :)

From: 6pack <6pack-bounc= es@autox.team.net> on behalf of Lee Daniels via 6pack <6pack@autox.te= am.net>
Sent: Monday, August 12, 2019 10:11 PM
To: Richard Lindsay <richardolindsay@gmail.com>
Cc: TR6 <6pack@autox.team.net>
Subject: Re: [6pack] Anticipation

Nice update, Rick. Thanks!
Regarding "Why did he go to all that trouble when new, beautiful dashb= oards
are available?" - I agree with you - part of the joy is in the doing.<= br> I did a similar re-boot of a Spitfire dash, but nearly 30 years ago.

> but it does complement the beige upholstery. The =C3=BCber clever ones= among you
> may notice that I did not cut the hole for the dash light rheostat! It= is to
> be omitted. The instruments are going back in with non-dimmable LED la= mps. And
> speaking of instruments...
>
> The gauges and lamps came apart for cleaning, testing and refinishing.=
> They were a mess, as anticipated, but no repairs were needed.
>
>
> http://aub= ard.us/75_Triumph/20190113_111736.jpg
>
>
> The black trim on most of the chrome bezels was damaged. I stripped it=
> off, cleaned the chrome and reassembled a couple of the gauges. They j= ust
> didn't look right so back apart they came. I primered then sprayed all= the
> bezels with satin black and that did the trick, especially against the= lighter
> wood dash. Here's how they look, awaiting reassembly.
>
> http://aub= ard.us/75_Triumph/20190113_125147.jpg
>
>
> New knobs and switches are in hand. The wiper switch had died, as had<= br> > the headlight master switch. The warning light bezels cleaned up okay = so they
> will (probably) be reused.
>
> That's it for now. If interested, I'll share engine, wheels, brakes, > suspension, etc., restoration stories. Until then, I hope you enjoyed = the post
> as much as I enjoyed reliving it.
>
> Rick
> _______________________________________________
> Support Team.Net http://ww= w.team.net/donate.html
> Suggested annual donation $12.96
> Archive: http://www.team.net/a= rchive
> Forums: http://www.team.net/for= ums
>
>
> 6pack@autox.team.net
> http://autox.= team.net/mailman/listinfo/6pack
>
>
> Unsubscribe/Manage:
> http://autox.team.net/mailman/options/6pack/lee@automate-it.com >
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--_000_BN6PR18MB1570C67A68B8F4816AC352468ED20BN6PR18MB1570namp_-- --===============3339865314613395107== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============3339865314613395107==-- From 6pack-bounces@autox.team.net Tue Aug 13 19:07:35 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id DA878A17AB for ; Tue, 13 Aug 2019 19:07:35 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from mail-oi1-f180.google.com (unknown [209.85.167.180]) by autox.team.net (Postfix) with ESMTP id CD645A0C38 for <6pack@autox.team.net>; Tue, 13 Aug 2019 19:07:25 -0600 (MDT) Received: by mail-oi1-f180.google.com with SMTP id y8so1434771oih.10 for <6pack@autox.team.net>; Tue, 13 Aug 2019 18:07:25 -0700 (PDT) h=mime-version:from:date:message-id:subject:to; bh=pWLbdwBtacsRIlP/bSmClLBfRRySyORONTXZdxb65Xk=; b=vJu842x8buZQndckeVjHB/7f/TpsJdpe2B4/+EQvWqBoBwWSh8vNPFodMdA4mreBPe 4oGkuzZX20uhShaeOCPb7c6gNNhkJMwxeP2fabY5PJsqPkSGUOwRN3/EmsGiGbmtsABe AytSeJ94zOr0ILvIMiSFqRljn0Tg876XS6y/AUUs1yAFPZ62n5hyteKab7MvVntsneNv ZobvM25JPAH64Ll+oFNjaw+VskIrC0P4oAUh1SaPPZuIVkRG5k2ZUR+F2aDdYT/rrH3t Apjlm1WP1zBH9ax5mHBFUeOq1mk5KvjInDHPdMDjb+AbfI2zevjesH+8Fto2tk5W4/Rc tLfw== d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:from:date:message-id:subject:to; bh=pWLbdwBtacsRIlP/bSmClLBfRRySyORONTXZdxb65Xk=; b=s0b7Frd4ZDFmUXrGyC7rYSaOr76+OOhtkDL+vuC/UfNwb/D4zxcPFtKlP7KT3KCAF0 l0px6SInXzS7sgiYT1UAvqa5///u0B1aXYe/LWut8Te6+HFdvRTh5XXmkFcGy25mLcHx IOuqkc3QuEgd8HYTx36MkUr7/JmxlOTPSYwDnyM+TGAVTYKFVPNMNJoPcy/EV2CCCpRM F53FWgPCZTtLxAt70iXwxQSdqGjv+oS0oOlN3pvoxhOwenke+7e5DKL+AJ05V5wNjwhd szo1QI9XWWTG9CF0gJ+E2KjcisIfui+NxeKHcrkGLQ65VCEPsBdmhV1El7KwMQyh87dq piXQ== X7BTsZN7Xs8BsY+/dab/5fmOoSDYVwFdyVam2WP/6A== Tue, 13 Aug 2019 18:07:24 -0700 (PDT) Date: Tue, 13 Aug 2019 15:07:13 -1000 To: 6pack <6pack@autox.team.net> Subject: [6pack] Engine restoration, abbreviated From: Richard Lindsay via 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net --===============3756810770040065896== --0000000000004a920a0590096194 Hello again Friends, The following is an abbreviated story, with pictures, of the resurrection of my TR6 engine. The car hadn't run in decades, I am told, but the engine looked pretty good. Here's a first look. http://aubard.us/75_Triumph/P1000408.JPG First step was to pull the plugs, squirt in about 1cc of oil, and turn the engine over by hand. Everything turned smoothly. I next changed the oil and filter, connected a battery, pulled the fuses out, and spun the engine for a second or two on the starter. Everything turned smoothly. Next step, a compression test. Given a 1975 U.S. specification engine with a compression ratio of 7.75:1, the perfect static pressure would be about 114psi. My engine's initial (cold) compression readings are: *1 115 psi 2 106 psi 3 103 psi 4 111 psi 5 102 psi 6 111 psi* Considering that this engine hadn't run in ages and the condition of the valve and their seats was unknown, I decided to *not* open the engine unless further tests indicated that doing so was warranted. I next removed the valve cover and found a clean rocker shaft and springs. And with the cover of off, I cleaned and refinished it. Lots of other bits got cleaned and refinished at the same time. The waterpump and thermostat were replaced. All hoses are new. The radiator was flushed and pressure tested. A new fan belt was installed and the cooling system was flushed. The Z-S carbs were rebuilt and reinstalled on new gaskets. The fuel line was disconnected and flushed clean. The tank was boiled out and no corrosion was found. Earlier I posted a picture or two of the electric fuel pump I used. Here's one of the pictures again. http://aubard.us/75_Triumph/20190722_091448.jpg I removed all the non-functional emissions bits including the air injection plumbing. The pipe fittings on the manifold were not coming off by any means known to man so...I sawed off the pipes and plugged them with bolts and ultra high temperature cement. Here's how they looked before 'surgery'. http://aubard.us/75_Triumph/20190514_091212.jpg Before going on and on, as I am want to do, here is the engine and it's bay. This is before balancing the carbs and installing the refinished air cleaner with a new element. It now starts easily and runs great! http://aubard.us/75_Triumph/20190515_120747.jpg I've left out the bit about omitting a waterpump bolt and causing a leak. And probably other little issues like a new alternator, but you get the gist. Rick --0000000000004a920a0590096194 Content-Transfer-Encoding: quoted-printable

Hello again Friends,

=C2=A0 =C2=A0The fo= llowing is an abbreviated story, with pictures, of the resurrection of my T= R6 engine. The car hadn't run in decades, I am told, but the engine loo= ked pretty good. Here's a first look.=C2=A0

http://aubard.us/75_Triumph/P1000408= .JPG

=C2=A0 =C2= =A0First step was to pull the plugs, squirt in about 1cc of oil, and turn t= he engine over by hand. Everything turned smoothly. I next changed the oil = and filter, connected a battery, pulled the fuses out, and spun the engine = for a second or two on the starter. Everything turned smoothly.=C2=A0

=C2=A0 =C2=A0Next step, a compression test. Given a 1975 = U.S. specification engine with a compression ratio of 7.75:1, the perfect s= tatic pressure would be about 114psi. My engine's=C2=A0initial (cold) compression readings are:

1 =C2=A0115 psi
2 =C2=A0106 psi
3 =C2=A0103 psi
4 =C2=A0111 psi
5 =C2=A0102 psi
6 =C2=A0111 psi

=C2=A0 =C2=A0Considering that = this engine hadn't run in ages and the condition of the valve and their= seats was unknown, I decided to not open the engine unless further = tests indicated that doing so was warranted.=C2=A0

= =C2=A0 =C2=A0I next removed the valve cover and found a clean rocker shaft = and springs. And with the cover of off, I cleaned and refinished it. Lots o= f other bits got cleaned and refinished at the same time.

=C2=A0 =C2=A0The waterpump and thermostat were replaced. All hoses ar= e new. The radiator was flushed and pressure tested. A new fan belt was ins= talled and the cooling system was flushed.

=C2=A0 = =C2=A0The Z-S carbs were rebuilt and reinstalled on new gaskets. The fuel l= ine was disconnected and flushed clean. The tank was boiled out and no corr= osion was found.

=C2=A0 =C2=A0Earlier I posted a pic= ture or two of the electric fuel pump I used. Here's one of the picture= s again.

http://aubard.us/75_Triumph/20190722_091448.jpg

=C2=A0 =C2=A0I removed all the non-f= unctional emissions bits including the air injection plumbing. The pipe fit= tings on the manifold were not coming off by any means known to man so...I = sawed off the pipes and plugged them with bolts and ultra high temperature = cement. Here's how they looked before=C2=A0 'surgery'.

http://aub= ard.us/75_Triumph/20190514_091212.jpg

=C2=A0 =C2=A0Before going on and on, as I am want to = do, here is the engine and it's bay. This is before balancing the carbs= and installing the refinished air cleaner with a new element. It now start= s easily and runs great!

http://aubard.us/75_Triumph/20190515_120747.jpg<= br>

=C2=A0 =C2=A0I'v= e left out the bit about omitting a waterpump bolt and causing a leak. And = probably other little issues like a new alternator, but you get the gist.

Rick

--0000000000004a920a0590096194-- --===============3756810770040065896== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============3756810770040065896==-- From 6pack-bounces@autox.team.net Tue Aug 13 20:35:47 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id E4D95A0239 for ; Tue, 13 Aug 2019 20:35:47 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from mail-lf1-f51.google.com (unknown [209.85.167.51]) by autox.team.net (Postfix) with ESMTP id 407C0A0140 for <6pack@autox.team.net>; Tue, 13 Aug 2019 20:29:20 -0600 (MDT) Received: by mail-lf1-f51.google.com with SMTP id a30so15125391lfk.12 for <6pack@autox.team.net>; Tue, 13 Aug 2019 19:29:20 -0700 (PDT) h=mime-version:references:in-reply-to:from:date:message-id:subject:to :cc; bh=ommIzsAbDMFj3qYsZQf2aeytQyA7jjpZ4wtsCUJQ3AE=; b=ZPWYsjcQalvCzXL3F8kpIch7RQPDT+Fyc2FgJAu2uzcSJYnsZurFlRnk0QClZcAcvI ySE+B5mB2rA7uWQlD1JcvGi4CKjuhP5od7Q9dP5MIxYyn8ZMgXo3O/5yglwP58nNCu6I j1zlFaL6+BsH5eX/uOs8A15eLUy3CDya/bPA/StY4ugXRr0gfqn5c2qO1rtYdZNWqvT3 TN3RUtt0/1lAEXCTUse4qpRlnONxc+MBQzkNfvALUN3UlHU3i8g1FxSeeJyLcSjLH/9V QSwe9ikoJ7Qw8/a7DByxEtyKzis2Mc9p1ijmxIBTiYs7j4Z+wFxaUZaPy1svRaxYGtxG XnlA== d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:references:in-reply-to:from:date :message-id:subject:to:cc; bh=ommIzsAbDMFj3qYsZQf2aeytQyA7jjpZ4wtsCUJQ3AE=; b=cw0DEScoTQnKVsIsGoWhMsh8cPY5/j/8rdCpHS82rP9TLLeKhALf+p5ogffwwzxj+z isIMCW5T5lYRNo/HRuRhAyF6/d2MSl0oNQe8WGGd8klVbFs3aNj5tSvgfKxYnZb23w71 WYyBFwcWLomUosRhMX/m+Orip876UZyTgoIkUCvv2oyTQVDlKhV7wkTMe2fqLLaTCCxd ZVIh3+Y1hTHZPlzLDBLGr8pzrq4qcEJMsaH+7tS92L5d9tOn14kQf3RemDhpl29MsOEo b4O5bh9il4Xkb0kpMzTeu7rfnK46fraH04fkASsz6Ni31PXb+PnEwRNUsJqh2qj1IZvt 757g== H53HHfQ2k4M1d6LtpGZATvXj3N+hCf+lghxrFnI= Tue, 13 Aug 2019 19:29:18 -0700 (PDT) References: Date: Tue, 13 Aug 2019 21:29:05 -0500 To: Richard Lindsay Subject: Re: [6pack] Engine restoration, abbreviated From: Greg Lemon via 6pack <6pack@autox.team.net> Cc: 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net --===============4830559854007718630== --00000000000022755705900a8662 Richard, I have enjoyed the story of your TR6 ressurection. When I did my TR250 motor I did tear it down, a 90,000 plus mile car, the machinist polished the crank, and honed the notes. I put on new rings and bearings. Point being you may be on the right path leaving it alone, they can apparently do considerable miles without too much wear. One note, don't forget to check crank float or end play. The thrust washers on the crank are a known fail point. I seem to recall they can be replaced by dropping the pan and sliding the bearing out. Greg Lemon TR250 On Tue, Aug 13, 2019, 8:07 PM Richard Lindsay via 6pack < 6pack@autox.team.net> wrote: > Hello again Friends, > The following is an abbreviated story, with pictures, of the > resurrection of my TR6 engine. The car hadn't run in decades, I am told, > but the engine looked pretty good. Here's a first look. > > http://aubard.us/75_Triumph/P1000408.JPG > > First step was to pull the plugs, squirt in about 1cc of oil, and turn > the engine over by hand. Everything turned smoothly. I next changed the oil > and filter, connected a battery, pulled the fuses out, and spun the engine > for a second or two on the starter. Everything turned smoothly. > Next step, a compression test. Given a 1975 U.S. specification engine > with a compression ratio of 7.75:1, the perfect static pressure would be > about 114psi. My engine's initial (cold) compression readings are: > > > > > > > *1 115 psi 2 106 psi 3 103 psi 4 111 psi 5 102 psi 6 111 psi* > > Considering that this engine hadn't run in ages and the condition of > the valve and their seats was unknown, I decided to *not* open the engine > unless further tests indicated that doing so was warranted. > I next removed the valve cover and found a clean rocker shaft and > springs. And with the cover of off, I cleaned and refinished it. Lots of > other bits got cleaned and refinished at the same time. > The waterpump and thermostat were replaced. All hoses are new. The > radiator was flushed and pressure tested. A new fan belt was installed and > the cooling system was flushed. > The Z-S carbs were rebuilt and reinstalled on new gaskets. The fuel > line was disconnected and flushed clean. The tank was boiled out and no > corrosion was found. > Earlier I posted a picture or two of the electric fuel pump I used. > Here's one of the pictures again. > > http://aubard.us/75_Triumph/20190722_091448.jpg > > I removed all the non-functional emissions bits including the air > injection plumbing. The pipe fittings on the manifold were not coming off > by any means known to man so...I sawed off the pipes and plugged them with > bolts and ultra high temperature cement. Here's how they looked before > 'surgery'. > > http://aubard.us/75_Triumph/20190514_091212.jpg > > Before going on and on, as I am want to do, here is the engine and it's > bay. This is before balancing the carbs and installing the refinished air > cleaner with a new element. It now starts easily and runs great! > > http://aubard.us/75_Triumph/20190515_120747.jpg > > I've left out the bit about omitting a waterpump bolt and causing a > leak. And probably other little issues like a new alternator, but you get > the gist. > > Rick > _______________________________________________ > Support Team.Net http://www.team.net/donate.html > Suggested annual donation $12.96 > Archive: http://www.team.net/archive > Forums: http://www.team.net/forums > > 6pack@autox.team.net > http://autox.team.net/mailman/listinfo/6pack > > Unsubscribe/Manage: > http://autox.team.net/mailman/options/6pack/grglmn@gmail.com > > --00000000000022755705900a8662 Content-Transfer-Encoding: quoted-printable

Richard,=C2=A0

I have enjoyed the story of your TR6 ressurection.=C2=A0 When I did my T= R250 motor I did tear it down, a 90,000 plus mile car, the machinist polish= ed the crank, and honed the notes.=C2=A0 I put on new rings and bearings.= =C2=A0 Point being you may be on the right path leaving it alone, they can = apparently do considerable miles without too much wear.

One note, don't forget to check crank f= loat or end play.=C2=A0 The thrust washers on the crank are a known fail po= int.=C2=A0 I seem to recall they can be replaced by dropping the pan and sl= iding the bearing out.

G= reg Lemon

TR250

On Tue, Aug 13, 2019, 8:07 PM R= ichard Lindsay via 6pack <6pack@= autox.team.net> wrote:

Hello again Friends,
=C2=A0 =C2=A0The followi= ng is an abbreviated story, with pictures, of the resurrection of my TR6 en= gine. The car hadn't run in decades, I am told, but the engine looked p= retty good. Here's a first look.=C2=A0

http://aubard.us/75_Triumph/P1= 000408.JPG

=C2= =A0 =C2=A0First step was to pull the plugs, squirt in about 1cc of oil, and= turn the engine over by hand. Everything turned smoothly. I next changed t= he oil and filter, connected a battery, pulled the fuses out, and spun the = engine for a second or two on the starter. Everything turned smoothly.=C2= =A0
=C2=A0 =C2=A0Next step, a compression test. Give= n a 1975 U.S. specification engine with a compression ratio of 7.75:1, the = perfect static pressure would be about 114psi. My engine's=C2=A0initial (cold) compression readings are:

1 =C2=A0115 psi
2 =C2=A0106 psi
3 =C2=A0103 psi
4 =C2=A0111 psi
5 =C2=A0102 psi
6 =C2=A0111 psi

=C2=A0 =C2=A0Considering that = this engine hadn't run in ages and the condition of the valve and their= seats was unknown, I decided to not open the engine unless further = tests indicated that doing so was warranted.=C2=A0
= =C2=A0 =C2=A0I next removed the valve cover and found a clean rocker shaft = and springs. And with the cover of off, I cleaned and refinished it. Lots o= f other bits got cleaned and refinished at the same time.
=C2=A0 =C2=A0The waterpump and thermostat were replaced. All hoses ar= e new. The radiator was flushed and pressure tested. A new fan belt was ins= talled and the cooling system was flushed.
=C2=A0 = =C2=A0The Z-S carbs were rebuilt and reinstalled on new gaskets. The fuel l= ine was disconnected and flushed clean. The tank was boiled out and no corr= osion was found.
=C2=A0 =C2=A0Earlier I posted a pic= ture or two of the electric fuel pump I used. Here's one of the picture= s again.

http://aubard.us/75_Triumph/20190722_091448.jpg

=C2=A0 =C2=A0I removed al= l the non-functional emissions bits including the air injection plumbing. T= he pipe fittings on the manifold were not coming off by any means known to = man so...I sawed off the pipes and plugged them with bolts and ultra high t= emperature cement. Here's how they looked before=C2=A0 'surgery'= ;.

http://aubard.us/75_Triumph/20190514_091212.jpg

=C2=A0 =C2=A0Before going on an= d on, as I am want to do, here is the engine and it's bay. This is befo= re balancing the carbs and installing the refinished air cleaner with a new= element. It now starts easily and runs great!

<= /div>
http://aubard.us/75= _Triumph/20190515_120747.jpg

=C2=A0 =C2=A0I've left out the bit about omitting a waterp= ump bolt and causing a leak. And probably other little issues like a new al= ternator, but you get the gist.

Rick
_______________________________________________
rer noreferrer" target=3D"_blank">http://www.team.net/donate.html
Archive: http://www.team.net/archive
Forums: http://www.team.net/forums

6pack@autox.team.net
http://autox.team.net/mailman/listinfo/6pack<= /a>

grglmn@gmail.com" rel=3D"noreferrer noreferrer" target=3D"_blank">http://au= tox.team.net/mailman/options/6pack/grglmn@gmail.com

--00000000000022755705900a8662-- --===============4830559854007718630== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============4830559854007718630==-- From 6pack-bounces@autox.team.net Wed Aug 14 00:25:35 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id 9D5C7A1805 for ; Wed, 14 Aug 2019 00:25:35 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from mail-ot1-f49.google.com (unknown [209.85.210.49]) by autox.team.net (Postfix) with ESMTP id 0A461A1016 for <6pack@autox.team.net>; Wed, 14 Aug 2019 00:24:57 -0600 (MDT) Received: by mail-ot1-f49.google.com with SMTP id e12so35560421otp.10 for <6pack@autox.team.net>; Tue, 13 Aug 2019 23:24:57 -0700 (PDT) h=mime-version:from:date:message-id:subject:to; bh=9U9VefSlYVnrZPOTAjQX5Ke5G28dmNwXfo+0Hz1rLgc=; b=jseUgPaGDG7h6cu8QYHl1HoHMj1WMQAteIY7UyeDqPGEBQ1zmOFPcaZ0Y99k2DU8pk AIKIuTS5yc4aTTJaOio3QILQAbU77XXaXCCUFM2pSQZmcChRStNGLdpdCRaQiclkY1sI /ulYPZ+Dw2Hwgjiz3Rhe8NX49z8Qd+D2+6CYq1wKZHm9KTRRHUIJgHe8JDG9w5l1Rc5n E6emer3J/iRQlYrTNej/HPOHutw37+fURy5GxbJO6H4n8oZ14ndacxuKZIXrN6lwHo3E ORNikk9eYc+KXgD3wQlkI7XNx+0jO/VGfOXN+jsG5RFeP3Bzg81hEOm/mhH/uo0u1M1U xJhw== d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:from:date:message-id:subject:to; bh=9U9VefSlYVnrZPOTAjQX5Ke5G28dmNwXfo+0Hz1rLgc=; b=EGWIzDfuWaOvTeK0vxziorW0ytsv+mjM5u2UK58ZUnBr973sAUpVDnGPDZ3RxrZora QMTNjL4tHTElFmmKNOotYdBpDuLgvhJG0ro8ss8TdD0a/fX6TOUzWTRNfWj0yE3JGZ9y HqBgc02vqiFV+ed9TFFJ0BZIZwOn2/hILGHU12QySK2YgHy6YO59PQZDBhCVLKgDBUsX I4uwLRPmcTa3uZUcItDZ9aW7O7+RCPcGSkHj2e1vGNE9eBG5C/hlzGQh8v6bxM/tFUia TRei7EAxQ6cBZjJCgCbA9vreROULKtYtEJQBjvwv3I3sFQP99eyCzq0pK/f4322HGSCn lTOQ== JSdI8WVBG4FTZLYjWXBPIY2NoLHYLUWc2BXyHgn6nA== Tue, 13 Aug 2019 23:24:56 -0700 (PDT) Date: Tue, 13 Aug 2019 20:24:45 -1000 To: TR6 <6pack@autox.team.net> Subject: [6pack] More resto stuff From: Richard Lindsay via 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net --===============3648534023378260765== --000000000000d6b14505900dd09c Hello Friends, I'm stuck out in Hawaii at a destination wedding, not near my cars. Still, as I sit here jet-lagged to the hilt, I am pondering what to do next. If you don't mind me sending voluminous posts about my project car, I will continue to do so. Rick --000000000000d6b14505900dd09c Content-Transfer-Encoding: quoted-printable

Hello Friends,

=C2=A0 =C2=A0I'm stuc= k out in Hawaii at a destination wedding, not near my cars. Still, as I sit= here jet-lagged to the hilt, I am pondering what to do next. If you don= 9;t mind me sending voluminous posts about my project car, I will continue = to do so.

Rick

--000000000000d6b14505900dd09c-- --===============3648534023378260765== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============3648534023378260765==-- From 6pack-bounces@autox.team.net Wed Aug 14 01:07:19 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id 1D9C2A1862 for ; Wed, 14 Aug 2019 01:07:19 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from mail-ot1-f46.google.com (unknown [209.85.210.46]) by autox.team.net (Postfix) with ESMTP id 17DA2A0AF3 for <6pack@autox.team.net>; Wed, 14 Aug 2019 01:06:49 -0600 (MDT) Received: by mail-ot1-f46.google.com with SMTP id c34so40028700otb.7 for <6pack@autox.team.net>; Wed, 14 Aug 2019 00:06:49 -0700 (PDT) h=mime-version:from:date:message-id:subject:to; bh=YzysnzQ6b4yUyRBP7q+U16NX0WJ4HvhzpHYVF+YgM/A=; b=czUflOIi5XZaUguTMFH9YsVPJ8sWn6ESHi2fyqKGQjy1Xba8gwQ43G6XFW6XoOXBA0 jDm3adh3WGKU5Mg3+VjsL2citF2EcDfxZSzSTf+jfUvn6i6m06wog6JikFGgQz5lEDuG BvHNKTztLLXhDu4n6hZpCNWDAvEYvEp20YVAcc4KPB8QbahkDoQo+EGlSu2+hnMTmBC3 DAE1XCMQv7j2GGH7FH7ZslhTT7Viqg8HjBDZrj03oKedVZkmmZmypA3BpjKpMF6EvN5Q XsbxBgV0HTVUHYuIYPiCSo/b97VJymyCNyTFgoe6tOWTDz60SFb8jhgt5e0qqaDoA9Tm 5gcA== d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:from:date:message-id:subject:to; bh=YzysnzQ6b4yUyRBP7q+U16NX0WJ4HvhzpHYVF+YgM/A=; b=TUpyGTMGEpCcMFD45lcIkMoFuWhm3TXhmbOMI/OSRA299T+h+Z1vYUXLVbrhDgWio0 MUgAAdU0uvO9rAw66xGpXB5meJ7b/L5bOWuoWAQxrmQ6V74pj3isfIY76GJKhyF6tNzW cwExqXPyL6qOf5V+mMfo4yuWvVjFmqIaSkZk4dR/pv+nUiMGUt5RFDA4X3+Npv8MyLW5 ciGh90MpPAeWvsDdN4S9HOh2x/SR2u23xhymo31/YfnYZLY8xWM6nLF6OoCmONwjI1XD kuZdhm3d0CCAZ6+I88eDiD7syL3pNLXivSoRX6WS3FYaCyUbqQKJ1raAvOjlkwseYeGI 6Idg== 6EEEKpyg27wf2kljq8XZCqN8Y1Msyjea2cDXjpNAsg== Wed, 14 Aug 2019 00:06:48 -0700 (PDT) Date: Tue, 13 Aug 2019 21:06:36 -1000 To: TR6 <6pack@autox.team.net> Subject: [6pack] Wheels and tires From: Richard Lindsay via 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net --===============8112058796608998298== --0000000000008eebc305900e6627 Hello Friends, Tonight I will share a few words and pictures regarding wheels. First up let me state: My car did not come to me with Triumph wheels on it. Rather, it has period-correct alloy wheels. Earlier here, someone commented on the wheel name...but I have forgotten it. So first up, here is a picture of the kind of wheels that were on my car when I got it. http://aubard.us/75_Triumph/P1000397.JPG I'll keep this note short. Short for me anyway. Here's the story. I put the car up on my platform lift. That got it up about 24 inches. More than adequate. I removed all four wheels and stored the lug nuts and washers in a ziplock bag. I took the wheels to my local mechanic and had the tires removed. Back home I removed valve stems and any remaining wheel weights. The wheels then went to my friend Ashton for fine media blasting and powder coating. She used Porsche wheel silver. The lug nuts and washers were coated in satin black. While the wheels and attachments were getting refinished, I selected and ordered new tires. When the wheels came back I installed new metal valve stems, then mounted the tires and balanced them. My words are out of sequence here because I also rebuilt the suspension and brakes before installing the newly restored wheels and tires. They sat and waited while I worked. So skipping forward, I mounted the newly restored wheels using the refinished lug nuts, on the restored hubs. I then examined the chrome plastic hub covers and decided the chrome was too far gone. So I roughed them up with ScotchBrite and painted them with matching satin black paint. They came out nicely but had no center emblems. A guy I met on some car list pointed me toward a site that makes high quality wheel logo emblems (stickers). He didn't have Triumph artwork so I kludged one up in PowerPoint then sent it to him as a JPG. Not cheap but I got back four beautiful center emblems. They fit the hub covers perfectly - since they were specified to fit them! I next measured the original screws that held the caps on and replaced them with black socket head cap screws of the same diameter and thread pitch. Before installing the caps, I ran a tap through the threads to clean out any powdercoat. I then installed the hub caps with the cap screws, lubricated with a little copper infused thread lubericant. Here's how they look now. http://aubard.us/75_Triumph/20171106_094521.jpg http://aubard.us/75_Triumph/20171108_104056.jpg That's it for wheels and tires. Suspension and brakes yet to come. Then interior rebuild as it evolves. Rick --0000000000008eebc305900e6627 Content-Transfer-Encoding: quoted-printable

Hello Friends,

=C2=A0 =C2=A0Tonight I wi= ll share a few words and pictures regarding wheels. First up let me state: = My car did not come to me with Triumph wheels on it. Rather, it has period-= correct alloy wheels. Earlier here, someone commented on the wheel name...b= ut I have forgotten it.

=C2=A0 =C2=A0So first up, he= re is a picture of the kind of wheels that were on my car when I got it.

http://aubard.us/75_Triumph/P1000397.JPG

=C2=A0 =C2=A0I'll keep = this note short. Short for me anyway. Here's the story.

=C2=A0 =C2=A0I put the car up on my platform lift. That got it up= about 24 inches. More than adequate. I removed all four wheels and stored = the lug nuts and washers in a ziplock bag. I took the wheels to my local me= chanic and had the tires removed. Back home I removed valve stems and any r= emaining wheel weights. The wheels then went to my friend Ashton for fine m= edia blasting and powder=C2=A0coating. She used Porsche wheel silver. The l= ug nuts and washers were coated in satin black.

=C2= =A0 =C2=A0While the wheels and attachments were getting refinished, I selec= ted and ordered new tires. When the wheels came back I installed new metal = valve stems, then mounted the tires and balanced them. My words are out of = sequence here because I also rebuilt the suspension and brakes before insta= lling the newly restored wheels and tires. They sat and waited while I work= ed.

=C2=A0 =C2=A0So skipping forward, I mounted the = newly restored wheels using the refinished lug nuts, on the restored hubs. = I then examined the chrome plastic hub covers and decided the chrome was to= o far gone. So I roughed them up with ScotchBrite and painted them with mat= ching satin black paint. They came out nicely but had no center emblems.

=C2=A0 =C2=A0A guy I met on some car list pointed me t= oward a site that makes high quality wheel logo emblems (stickers). He didn= 't have Triumph artwork so I kludged one up in PowerPoint then sent it = to him as a JPG. Not cheap but I got back four beautiful center emblems. Th= ey fit the hub covers perfectly - since they were specified to fit them!

=C2=A0 =C2=A0I next measured the original screws that = held the caps on and replaced them with black socket head cap screws of the= same diameter and thread pitch. Before installing the caps, I ran a tap th= rough the threads to clean out any powdercoat. I then installed the hub cap= s with the cap screws, lubricated with a little copper infused thread luber= icant. Here's how they look now.

ht= tp://aubard.us/75_Triumph/20171106_094521.jpg

http://aubard.us/75_Triumph/20171108_104056.jpg

=C2=A0 =C2=A0That's it f= or wheels and tires. Suspension and brakes yet to come. Then interior rebui= ld as it evolves.

Rick

--0000000000008eebc305900e6627-- --===============8112058796608998298== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============8112058796608998298==-- From 6pack-bounces@autox.team.net Wed Aug 14 06:40:48 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id 5CEA5A1949 for ; Wed, 14 Aug 2019 06:40:48 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from resqmta-ch2-06v.sys.comcast.net (unknown [69.252.207.38]) by autox.team.net (Postfix) with ESMTP id E94CBA044C for <6pack@autox.team.net>; Wed, 14 Aug 2019 06:40:37 -0600 (MDT) Received: from resomta-ch2-13v.sys.comcast.net ([69.252.207.109]) by resqmta-ch2-06v.sys.comcast.net with ESMTP id xsKlh6YpMcsetxsZxhityC; Wed, 14 Aug 2019 12:40:37 +0000 s=20190202a; t=1565786437; bh=09xsCNihvrHCeC9FqD3Vzz5QrTFbv0RlgGQWQ0WWues=; h=Received:Received:Date:From:Reply-To:To:Message-ID:Subject: MIME-Version:Content-Type; b=QmJe7nN2BpQmsMwF75AWNoWrDm2xA3yQxH6L4qemFDEMzjtm+OYoXkLG8pTQixu6Y kh6ji7Aod2W052t1q61FFEaezJo9SrdTstCKhnnIhOHNnWyfJo+Dn4ZGxxKR1xXOIt PZAxMjtDBpObCbe5hHE31/4mUgmzY7nB58nh1aDqrV/0tnidzI/93WUHEDIZFAcNYP i+8ljo7slGF4KUgJigpJHiIu0Aze2sda/Vxkg7x16C4zuJLv0soCN2OpJjWCG1nkbt 3hlPl7Pt3XiaE+rWuS1/lhuzqMYLubdGNN+1YXhWns5kfFFi7QIquyVriSFkIm5yXf g2i2kR6bP0D7g== Received: from oxapp-asa-72o.email.comcast.net ([96.118.50.47]) by resomta-ch2-13v.sys.comcast.net with ESMTPS id xsZnhsERRuTjsxsZohB5zk; Wed, 14 Aug 2019 12:40:28 +0000 Date: Wed, 14 Aug 2019 08:40:27 -0400 (EDT) To: Richard Lindsay , Richard Lindsay via 6pack <6pack@autox.team.net> References: Importance: Medium Subject: Re: [6pack] Engine restoration, abbreviated From: Tom Walling via 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net --===============1390783707452339339== boundary="----=_Part_214294_423902143.1565786427965" ------=_Part_214294_423902143.1565786427965 Content-Transfer-Encoding: 7bit Another "Zombie TR6"!! You can't kill 'em, even if they look dead. > On August 13, 2019 at 9:07 PM Richard Lindsay via 6pack <6pack@autox.team.net> wrote: > > Hello again Friends, > The following is an abbreviated story, with pictures, of the resurrection of my TR6 engine. The car hadn't run in decades, I am told, but the engine looked pretty good. Here's a first look. > > http://aubard.us/75_Triumph/P1000408.JPG > > First step was to pull the plugs, squirt in about 1cc of oil, and turn the engine over by hand. Everything turned smoothly. I next changed the oil and filter, connected a battery, pulled the fuses out, and spun the engine for a second or two on the starter. Everything turned smoothly. > Next step, a compression test. Given a 1975 U.S. specification engine with a compression ratio of 7.75:1, the perfect static pressure would be about 114psi. My engine's initial (cold) compression readings are: > > 1 115 psi > 2 106 psi > 3 103 psi > 4 111 psi > 5 102 psi > 6 111 psi > > Considering that this engine hadn't run in ages and the condition of the valve and their seats was unknown, I decided to not open the engine unless further tests indicated that doing so was warranted. > I next removed the valve cover and found a clean rocker shaft and springs. And with the cover of off, I cleaned and refinished it. Lots of other bits got cleaned and refinished at the same time. > The waterpump and thermostat were replaced. All hoses are new. The radiator was flushed and pressure tested. A new fan belt was installed and the cooling system was flushed. > The Z-S carbs were rebuilt and reinstalled on new gaskets. The fuel line was disconnected and flushed clean. The tank was boiled out and no corrosion was found. > Earlier I posted a picture or two of the electric fuel pump I used. Here's one of the pictures again. > > http://aubard.us/75_Triumph/20190722_091448.jpg > > I removed all the non-functional emissions bits including the air injection plumbing. The pipe fittings on the manifold were not coming off by any means known to man so...I sawed off the pipes and plugged them with bolts and ultra high temperature cement. Here's how they looked before 'surgery'. > > http://aubard.us/75_Triumph/20190514_091212.jpg > > Before going on and on, as I am want to do, here is the engine and it's bay. This is before balancing the carbs and installing the refinished air cleaner with a new element. It now starts easily and runs great! > > http://aubard.us/75_Triumph/20190515_120747.jpg > > I've left out the bit about omitting a waterpump bolt and causing a leak. And probably other little issues like a new alternator, but you get the gist. > > Rick > _______________________________________________ > Support Team.Net http://www.team.net/donate.html > Suggested annual donation $12.96 > Archive: http://www.team.net/archive > Forums: http://www.team.net/forums > > 6pack@autox.team.net > http://autox.team.net/mailman/listinfo/6pack > > Unsubscribe/Manage: http://autox.team.net/mailman/options/6pack/pdqtr6@comcast.net > > ------=_Part_214294_423902143.1565786427965 Content-Transfer-Encoding: quoted-printable

Another "Zombie TR6"!! You can't kill = 'em, even if they look dead.

On August 13, 2019 at 9:07 PM Richard Lin= dsay via 6pack <6pack@autox.team.net> wrote:

Hello again Friends,
The following is an= abbreviated story, with pictures, of the resurrection of my TR6 engine. Th= e car hadn't run in decades, I am told, but the engine looked pretty go= od. Here's a first look.

http://aubard.us/75_Triumph/P1000408.JPG

First step w= as to pull the plugs, squirt in about 1cc of oil, and turn the engine over = by hand. Everything turned smoothly. I next changed the oil and filter, con= nected a battery, pulled the fuses out, and spun the engine for a second or= two on the starter. Everything turned smoothly.
Next step, a compression test. Given a 1975 U.S. specificat= ion engine with a compression ratio of 7.75:1, the perfect static pressure = would be about 114psi. My engine's initial (cold) compression readings are:

= 1 115 psi
2 106 psi
3 103 psi
4 111 psi=
5 102 psi
6 111 psi

Considering that this engine hadn't run= in ages and the condition of the valve and their seats was unknown, I deci= ded to not open the engine unless further tests indicated that doing= so was warranted.
I next removed= the valve cover and found a clean rocker shaft and springs. And with the c= over of off, I cleaned and refinished it. Lots of other bits got cleaned an= d refinished at the same time.
The wate= rpump and thermostat were replaced. All hoses are new. The radiator was flu= shed and pressure tested. A new fan belt was installed and the cooling syst= em was flushed.
The Z-S carbs were rebu= ilt and reinstalled on new gaskets. The fuel line was disconnected and flus= hed clean. The tank was boiled out and no corrosion was found.
Earlier I posted a picture or two of the electric f= uel pump I used. Here's one of the pictures again.

http://aubard.us/75_Triu= mph/20190722_091448.jpg

I removed all the non-functional emissions bits incl= uding the air injection plumbing. The pipe fittings on the manifold were no= t coming off by any means known to man so...I sawed off the pipes and plugg= ed them with bolts and ultra high temperature cement. Here's how they l= ooked before 'surgery'.

http://aubard.us/75_Triumph/20190514_0912= 12.jpg

&= #160;Before going on and on, as I am want to do, here is the engine and it&= #39;s bay. This is before balancing the carbs and installing the refinished= air cleaner with a new element. It now starts easily and runs great!
=

http://au= bard.us/75_Triumph/20190515_120747.jpg

=
I've left out the bit about omitti= ng a waterpump bolt and causing a leak. And probably other little issues li= ke a new alternator, but you get the gist.

Rick
________________________________________= _______
Support Team.Net http://www.team.net/donate.html
Suggested = annual donation $12.96
Archive: http://www.team.net/archive
Forums:= http://www.team.net/forums

6pack@autox.team.net
http://autox.= team.net/mailman/listinfo/6pack

Unsubscribe/Manage: http://autox.t= eam.net/mailman/options/6pack/pdqtr6@comcast.net

=20 ------=_Part_214294_423902143.1565786427965-- --===============1390783707452339339== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============1390783707452339339==-- From 6pack-bounces@autox.team.net Wed Aug 14 07:51:11 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id 85D1AA10E5 for ; Wed, 14 Aug 2019 07:51:11 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from resqmta-po-12v.sys.comcast.net (unknown [96.114.154.171]) by autox.team.net (Postfix) with ESMTP id 12C86A10BB for <6pack@autox.team.net>; Wed, 14 Aug 2019 07:48:25 -0600 (MDT) Received: from resomta-po-16v.sys.comcast.net ([96.114.154.240]) by resqmta-po-12v.sys.comcast.net with ESMTP id xt2khtlkMOJMkxtdYht1Kt; Wed, 14 Aug 2019 13:48:24 +0000 s=20190202a; t=1565790504; bh=0r1S1PSMlDh69KG9rX0fozMNCX7wwv25jGRKUc0F3VA=; h=Received:Received:Date:From:Reply-To:To:Message-ID:Subject: MIME-Version:Content-Type; b=yqHMbvkWK8VqbRoYFSm6QDpO7WSXw3R0mfWsoPJPuPMeamR0FTKBFsOUQbyzGNKXC 4TNQPAtY21kCiLN8pkDde2GG5Jq8+dOZs37l1uh0BCyH4Qg5ZAS6eWPxWDV2htDR/R N+/uT119oGDntDdbZYF6oMPqJYukSYWT+3G8cN+stQQkiitkdN6pOn7k0ei7J26q6H TXfPERVqCIKmBsvsgTFkUSONPJTOJfvDq2AlSCUHAjFG/E0LY3n7vlXiFpo2bKWDiF kFbRC8q+kGTC4CpjDDMDnd5TtokFL5+oQ2JsSpdwgK3oAFPyvcsPkYkyUNh17xXKOg VvoSuc3MfEGRw== Received: from oxapp-asa-72o.email.comcast.net ([96.118.50.47]) by resomta-po-16v.sys.comcast.net with ESMTPS id xtdXheuEhdydJxtdYhoRi0; Wed, 14 Aug 2019 13:48:24 +0000 Date: Wed, 14 Aug 2019 09:48:23 -0400 (EDT) To: Richard Lindsay , Richard Lindsay via 6pack <6pack@autox.team.net> References: Importance: Medium Subject: Re: [6pack] More resto stuff From: Tom Walling via 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net --===============1876462396109958232== boundary="----=_Part_216076_438383566.1565790503596" ------=_Part_216076_438383566.1565790503596 Content-Transfer-Encoding: 7bit Please - keep them commin'! > On August 14, 2019 at 2:24 AM Richard Lindsay via 6pack <6pack@autox.team.net> wrote: > > Hello Friends, > I'm stuck out in Hawaii at a destination wedding, not near my cars. Still, as I sit here jet-lagged to the hilt, I am pondering what to do next. If you don't mind me sending voluminous posts about my project car, I will continue to do so. > > Rick > _______________________________________________ > Support Team.Net http://www.team.net/donate.html > Suggested annual donation $12.96 > Archive: http://www.team.net/archive > Forums: http://www.team.net/forums > > 6pack@autox.team.net > http://autox.team.net/mailman/listinfo/6pack > > Unsubscribe/Manage: http://autox.team.net/mailman/options/6pack/pdqtr6@comcast.net > > ------=_Part_216076_438383566.1565790503596 Content-Transfer-Encoding: quoted-printable

Please - keep them commin'!

On August 14, 201= 9 at 2:24 AM Richard Lindsay via 6pack <6pack@autox.team.net> wrote= :

Hello Friends,
I= 'm stuck out in Hawaii at a destination wedding, not near my cars. Stil= l, as I sit here jet-lagged to the hilt, I am pondering what to do next. If= you don't mind me sending voluminous posts about my project car, I wil= l continue to do so.

Ric= k
_______________________________________________
Support Te= am.Net http://www.team.net/donate.html
Suggested annual donation $12.96=
Archive: http://www.team.net/archive
Forums: http://www.team.net/f= orums

6pack@autox.team.net
http://autox.team.net/mailman/listi= nfo/6pack

Unsubscribe/Manage: http://autox.team.net/mailman/option= s/6pack/pdqtr6@comcast.net

=20 ------=_Part_216076_438383566.1565790503596-- --===============1876462396109958232== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============1876462396109958232==-- From 6pack-bounces@autox.team.net Wed Aug 14 09:36:43 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id 967B0A1691 for ; Wed, 14 Aug 2019 09:36:43 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from mail-ot1-f54.google.com (unknown [209.85.210.54]) by autox.team.net (Postfix) with ESMTP id 11D4AA104A for <6pack@autox.team.net>; Wed, 14 Aug 2019 09:35:01 -0600 (MDT) Received: by mail-ot1-f54.google.com with SMTP id k18so51217270otr.3 for <6pack@autox.team.net>; Wed, 14 Aug 2019 08:35:01 -0700 (PDT) h=mime-version:references:in-reply-to:from:date:message-id:subject:to; bh=GcfjzxkBlsJGbVORRLy194UM94/EnHQHVInfVOfMBNo=; b=MAgTu5YCYZZmMtx9UtMQsQ2K1btj/JFcvhxCH3idaLgc/gHMaIqeRgvFUClf8GzSvF bN6WUIzfhriOn2theg8dH1Fc4upCckkKIMu8sPKE1YAK6Hh/eCq7ZDK2xbvPBJlRucBk /riVp2ka/0IzGH/nENUcQOAEfWr7Llrg2Bzkb4Q0sTvlNPdp0/vjXhgN8l96aU5sWFv3 CpsXesuBrpQjM80SJ+O9N9a8mhwTZ2FoF1ZQrlAGvAMC56EO+NaCrr3F347WQgTJ5l4M WEBWYy+Sz4IjCtRu0IWD4jbHrOls98lw3csQpWDrgju22APxfSZtM8aX+cJDMJsZG/rU Q4iw== d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:references:in-reply-to:from:date :message-id:subject:to; bh=GcfjzxkBlsJGbVORRLy194UM94/EnHQHVInfVOfMBNo=; b=rhYgZVmU8ucv7rL0ACAsGQ8HcAG7WSdrlVPYIjLhjLZXdNiJqv5nhPzIVZpm20a+9F WglutPHMDsixMp4zrZHD+oAvViav8QXjsZOnTag9gzyYpdiM3OZIqnrDjz647zQdENWP moIJa9cUI7I/3PYF3UnVkxl6aYKqTLoWNaOWGZZdTvdpvTdmKAflx/mPRdJZrRtspXVF rFgnDzenVcM/xDdVKQbXvObUpZDDefR6Yxvfr9bEpDPhb8g6dixnxZXOcapthDRBodsD kWTWuBI1DRCO8qRDl0ED1SWnIaEMVXOSCFd1oIf/NMWjba+v5vyTq2XPyw6ZpmujJGPR wWeA== S+mDDf1dWi5mrjouSiGOmQLv67OK2LImlWxmQBc/vA== Wed, 14 Aug 2019 08:34:59 -0700 (PDT) References: <826169933.216077.1565790503599@connect.xfinity.com> Date: Wed, 14 Aug 2019 05:34:49 -1000 To: TR6 <6pack@autox.team.net> Subject: Re: [6pack] More resto stuff From: Richard Lindsay via 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net --===============5989653611384240847== --0000000000000374c605901580f8 Thanks. Just sharing my one and only hobby. On Wed, Aug 14, 2019, 3:48 AM Tom Walling wrote: > Please - keep them commin'! > > > On August 14, 2019 at 2:24 AM Richard Lindsay via 6pack < > 6pack@autox.team.net> wrote: > > Hello Friends, > I'm stuck out in Hawaii at a destination wedding, not near my cars. > Still, as I sit here jet-lagged to the hilt, I am pondering what to do > next. If you don't mind me sending voluminous posts about my project car, I > will continue to do so. > > Rick > _______________________________________________ > Support Team.Net http://www.team.net/donate.html > Suggested annual donation $12.96 > Archive: http://www.team.net/archive > Forums: http://www.team.net/forums > > 6pack@autox.team.net > http://autox.team.net/mailman/listinfo/6pack > > Unsubscribe/Manage: > http://autox.team.net/mailman/options/6pack/pdqtr6@comcast.net > > --0000000000000374c605901580f8 Content-Transfer-Encoding: quoted-printable

Thanks.

Just sharing my one a= nd only hobby.

On Wed, Aug 14, 2019, 3:48 AM Tom Walling <pdqtr6@comcast.net> wrote:

=20

Please - keep them commin'!

=C2=A0

On August= 14, 2019 at 2:24 AM Richard Lindsay via 6pack <6pack@autox.team.net> wrote:

Hello Friends,
= =C2=A0 =C2=A0I'm stuck out in Hawaii at a destination wedding, not near= my cars. Still, as I sit here jet-lagged to the hilt, I am pondering what = to do next. If you don't mind me sending voluminous posts about my proj= ect car, I will continue to do so.

Rick
_______________________________________________ =
Support Team.Net http://www.team.net/donate.html
Suggeste= d annual donation $12.96
Archive: http://www.team.net/archive Forums: http://www.team.net/forums

6pack@autox.team.net
http://autox.team.net/mailman/listinfo/6pack <= br>
Unsubscribe/Manage: http://aut= ox.team.net/mailman/options/6pack/pdqtr6@comcast.net

--0000000000000374c605901580f8-- --===============5989653611384240847== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============5989653611384240847==-- From 6pack-bounces@autox.team.net Wed Aug 14 10:01:40 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id 7CB69A0DFD for ; Wed, 14 Aug 2019 10:01:40 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from mail-ot1-f52.google.com (unknown [209.85.210.52]) by autox.team.net (Postfix) with ESMTP id 6396BA0DA1 for <6pack@autox.team.net>; Wed, 14 Aug 2019 10:01:32 -0600 (MDT) Received: by mail-ot1-f52.google.com with SMTP id z17so65095416otk.13 for <6pack@autox.team.net>; Wed, 14 Aug 2019 09:01:32 -0700 (PDT) h=mime-version:references:in-reply-to:from:date:message-id:subject:to :cc; bh=U7UwhJX1WuEWNFpqJ2xoqs4n4ki4oTrq4MZyjf1NLkA=; b=vRgL793SL0/g7W3dQjxTmz5iIaMq99+/vvwIHI/WgsxxY5uXX9l3py4gMoTiquXiEL 4Cw5f6tGD8AmrBRtHOdKw37S3Wt+kFP6I6JHW/JsmrpZKuFrLtvQHOHLm6e1wbN/rrNY P8CEusKNZ75+FLE4WX+cEp7guQewoEBye+NVHGC9E8+Ax89PebtxdAzuQWYDwrBXT3bt +wV11ZVgxwzIr4v97hWkZLq1igyQi+P8gGmUxiUxAmdklAmcFa0P7cNE0fQ6KgtMS4db t1ss01nsvuWe92XAFh2UqZTkS/xGmSXYh713V0Bjljv+bF9z0gM4Vk3QHFYOC1nRYwhU i9IQ== d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:references:in-reply-to:from:date :message-id:subject:to:cc; bh=U7UwhJX1WuEWNFpqJ2xoqs4n4ki4oTrq4MZyjf1NLkA=; b=gnIUW3/IM+6vg5fqa403En0tsN6kkzgzM3fNrBUK+uQ/UFZFk9AVXNhWBzzT7ClnZG ykCL/AxK8Z9AjUw2OuV5mEyMvUeToIy8QrF04W4prrErQhwwQ+QaX9QNWfVNlRPp4je2 DlFKUmoOQMcdnAg71n3D5cEIgp07ifOf9nH6wjGaz6DXE3Dj4La4HNVoej3FJO1mBNfZ PcW/KVNh5tQIszh4wJtwwIPFZTCuIYvC9dtYsYAN82VDQTlw5BbJEnBW8vsLKQowyQD+ GIx8iyY/h5nLiVWu8NLj3wq6X4e+HkCJW2zhmhfxOMshY8F7hfzRXa1LDPvhXWhxMuvm WuNw== 5DJ6xvGH4EB6GYB6ALlVrzrQ1/kNKKQcmy7kBX0= Wed, 14 Aug 2019 09:01:31 -0700 (PDT) References: <731604834.214295.1565786427970@connect.xfinity.com> Date: Wed, 14 Aug 2019 06:01:21 -1000 To: Tom Walling Subject: Re: [6pack] Engine restoration, abbreviated From: Richard Lindsay via 6pack <6pack@autox.team.net> Cc: 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net --===============3100746718507496262== --000000000000e39ab1059015de20 > Another "Zombie TR6"!! You can't kill 'em, even if they look dead. Yep resurrection in progress...and its eating my brain. http://aubard.us/75_Triumph/20170429_135748e.jpg http://aubard.us/75_Triumph/P1000402.JPG http://aubard.us/75_Triumph/P1000409.JPG ...and its eating my brain. Rick --000000000000e39ab1059015de20 Content-Transfer-Encoding: quoted-printable

> Another "Zombie TR6"!! Y= ou can't kill 'em, even if they look dead.

=C2=A0 =C2=A0Yep=C2=A0 resurrection in progress...and its= eating my brain.

http://aubard.us/75_Triump= h/20170429_135748e.jpg

http://aubard.u= s/75_Triumph/P1000402.JPG

http://aubar= d.us/75_Triumph/P1000409.JPG

...and its eating my brain.

<= /div>

Rick

--000000000000e39ab1059015de20-- --===============3100746718507496262== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============3100746718507496262==-- From 6pack-bounces@autox.team.net Wed Aug 14 11:01:59 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id D746CA0FAA for ; Wed, 14 Aug 2019 11:01:59 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from smtp-out-no.shaw.ca (unknown [64.59.134.9]) by autox.team.net (Postfix) with ESMTP id B3275A0741 for <6pack@autox.team.net>; Wed, 14 Aug 2019 11:00:58 -0600 (MDT) Received: from cds206.dcs.int.inet ([10.0.153.96]) by shaw.ca with ESMTP id xwPMhWPVMsAGkxwPNh8XYQ; Wed, 14 Aug 2019 10:45:57 -0600 s=s20180605; t=1565801157; bh=ScTkr9TfElbg8eEr2Cc5Grm+3hzO2apeMvGQYWDFRow=; h=From:Subject:Date:References:To:In-Reply-To; b=q7LNKDfYr4vWoEgaGRwC+xhJKzih88Q3SNBVTyoeG2K+ozEi7WM8vBTU5O2b7QZkE ohBxt4pCJPGnuHkRdUZScvNkIkfj43xrrnEiM/XJZ7ypQGY+haiOs4Cmbs1Mu31djq 2G9BgpgM6nIWVzm+GUy4wr+cGFMtlfQU3QnygTE3POjgIcb8D4uT762fE2vfIF0/4i zWe0+Zzwjr48mW/Pd46+vq3Zsu74F5QXPOIJtqF3+ikjcV1ttGKxLbRIKn6BYYPtbM O10I+yPruWvhwuQtCOrcTKV8/wyOA8Xn+7mHeGL5eCUz6SPTaZcbIKDq64WeanVySQ YtjbzfYIYp0Cg== a=/V0NnjynBboYfwG+mBlWJg==:117 a=jpOVt7BSZ2e4Z31A5e1TngXxSK0=:19 a=FKkrIqjQGGEA:10 a=wbEZvyTc4yMA:10 a=zOoktvdPAAAA:8 a=C_IRinGWAAAA:8 a=pGLkceISAAAA:8 a=W4uCbKaqAAAA:8 a=alTYNZvOGMXsSSqFQs0A:9 a=QEXdDO2ut3YA:10 a=Oz1w7_LzWFEA:10 a=PDUYOuI5xbcA:10 a=H8_uzn_toK4A:10 a=-FEs8UIgK8oA:10 a=NWVoK91CQyQA:10 a=p09SPl7RuyVYv7Yz6zIA:9 a=cabnYXWGhmbFF0zA:21 a=_W_S_7VecoQA:10 a=GGGinmgZRQXmVEG1E52S:22 a=AkUANTcJvm8MtdjiOtAt:22 a=S_qX3ucu3sYzf4oqKkEK:22 Date: Wed, 14 Aug 2019 10:45:56 -0600 (MDT) References: To: 6pack@autox.team.net Thread-Topic: Engine restoration, abbreviated Thread-Index: SPrvuiTAcMN8zB/8CY/isy24SzS/AQ== BKfx1PfN/ZTK2fRwwUj3fS2UrTs1txda4vjp7rGfEwVIxSzJT2lQO5vm Subject: [6pack] Fwd: Engine restoration, abbreviated From: TOM MARTIN via 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net --===============5802066644858788605== boundary=Apple-Mail-798F9BBE-AC71-43E2-A3E1-9DCEAEB58AB7 Content-Transfer-Encoding: 7bit --Apple-Mail-798F9BBE-AC71-43E2-A3E1-9DCEAEB58AB7 charset=utf-8 Content-Transfer-Encoding: base64 QSB6b21iaWUgd2l0aCBncmVhdCBib25lcywsLHRoYW5rcyBmb3IgdGhlIHBsYXkgYnkgcGxheSBp dOKAmXMgZ3JlYXQgDQogICBUb20NCg0KU2VudCBmcm9tIG15IGlQYWQNCg0KQmVnaW4gZm9yd2Fy ZGVkIG1lc3NhZ2U6DQoNCj4gRnJvbTogUmljaGFyZCBMaW5kc2F5IHZpYSA2cGFjayA8NnBhY2tA YXV0b3gudGVhbS5uZXQ+DQo+IERhdGU6IEF1Z3VzdCAxNCwgMjAxOSBhdCA5OjAxOjIxIEFNIFBE VA0KPiBUbzogVG9tIFdhbGxpbmcgPHBkcXRyNkBjb21jYXN0Lm5ldD4NCj4gQ2M6IDZwYWNrIDw2 cGFja0BhdXRveC50ZWFtLm5ldD4NCj4gU3ViamVjdDogUmU6IFs2cGFja10gRW5naW5lIHJlc3Rv 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PC9kaXY+PGRpdiBkaXI9ImF1dG8iPjxicj48L2Rpdj48ZGl2IGRpcj0iYXV0byI+UmljazwvZGl2 PjwvZGl2Pg0KPC9kaXY+PC9ibG9ja3F1b3RlPjwvZGl2PjwvYm9keT48L2h0bWw+ --Apple-Mail-798F9BBE-AC71-43E2-A3E1-9DCEAEB58AB7-- --===============5802066644858788605== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============5802066644858788605==-- From 6pack-bounces@autox.team.net Wed Aug 14 21:26:38 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id 17C19A0F29 for ; Wed, 14 Aug 2019 21:26:38 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from mail-oi1-f179.google.com (unknown [209.85.167.179]) by autox.team.net (Postfix) with ESMTP id 0D3C9A0377 for <6pack@autox.team.net>; Wed, 14 Aug 2019 21:21:06 -0600 (MDT) Received: by mail-oi1-f179.google.com with SMTP id c15so301785oic.3 for <6pack@autox.team.net>; Wed, 14 Aug 2019 20:21:06 -0700 (PDT) h=mime-version:from:date:message-id:subject:to; bh=5cAn4c9DesO6dE5hHemSP1k9BeDF5YosDTf6rBIGSJY=; b=AUejktkfxYST2ohCYoqSuON3O+lVZWEmNja9ZVSGTkqxSNO99t+420sZrypBXVEu8j tOdsfe7x8SIF4+Lk/VUVWbFsymiotwwSbU6wzHt7UQfOG9XQyzopRIFdEvdDMvx8BtTV BC3FN6KQ+4Xa693Pg+A8VCjI5p2sOOf5qn5o1kS8mNzUORaptLAnB65NWkmhY3vH4HP5 RO3qAqYq8zFSY1ZD6wy4XdYYX5sd+Xb3Qb27uUntdU8KjZglheEqok78rd2fYx9e70sl NUl+RW/bs6RvkV/vpxNGYByij1Eq3/F7yJ6QQn8yYirJ8Yg8+puQdCuEn0Ql++KYjygG hL/A== d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:from:date:message-id:subject:to; bh=5cAn4c9DesO6dE5hHemSP1k9BeDF5YosDTf6rBIGSJY=; b=X2xcIRxhn9AOjU5clhbTRgiIyFNYFQjZCiIPa3et+oRIZ94jj8XaNCpo5XB0ANVsTO V3Z/lg3/HuwolYvmwKOd8qCKMmXmX94nhQfeaw/GZIzhuTypOViB1DcVUwwD1DDfGjrs H2IO6wNzt0YHaZtFGA8PeeV6hrIxIbf9b/1FSZ1D3dOFUBlRyUE/XeVgtRBvtHGg5nCi XLLtMn67GshN/eLJKdHidpTLT3g4t5IRtqk1lXZsPCeeorhnLMPzQSEhBaPdcF26ukeC ChnjLtZnbyD8PlwuXKx81Zz8wDPXiFEJoAxYZXd0SZmN5oiTGq/KR2jJ+K3gggS2umf6 v9vQ== XzGtmEis3Y+jCbGU3McqOHRHHNG6fkQzPZzZZJZGYQ== Wed, 14 Aug 2019 20:21:05 -0700 (PDT) Date: Wed, 14 Aug 2019 17:20:40 -1000 To: TR6 <6pack@autox.team.net> Subject: [6pack] Carburetors and Induction System From: Richard Lindsay via 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net --===============4286238869562878283== --0000000000002b84bd05901f5dfd Content-Transfer-Encoding: quoted-printable Hello Friends, Here is a piece that I wrote a bit ago. Prompted on by those of you who have responded, this and a following note, are repeated here. I hope you find them informative. Although the assumption is that the engine is fed by SU carburetors, the physics hold true for Z-S fed cars. Please ignore the minor irregularities. Rick Carburetors and Induction System Inside of the SU=E2=80=99s 'float bowls' are brass cylinders called 'flo= ats'. They float, thus the name, on the petrol in the 'bowls'. The float bowl is plumbed internally to the main 'jet' or tube, sticking up through a 'bridge' in the 'choke'. The bridge forms a venturi, accelerating the air passing over it. Physics tells us that faster moving air exhibits lower pressure causing petrol, resting at ambient pressure, to flow up and out of the jet and into the rarefied air. How much flows is determined by the metering 'needle'. That closely fitting needle is tapered with the smaller diameter at the tip and larger at the shank. The needle is attached to an 'air piston' or air dam that raises and lowers as the 'throttle' demands air. More demand and the air piston lifts, admitting more air. In doing so, the attached needle lifts up the jet. As the diameter of the needle decreases, the annulus between the needle and jet increases in area, allowing more petrol to flow into the air stream. And Voila! The fuel is metered to the air, keeping the 'air:fuel ratio' of the 'charge' correct! Gravity makes the petrol in the jet seek the same level as that in the float bowl. Therefore, the level in the bowl must be carefully established. And that is the job of the =E2=80=98float bowl valves=E2=80=99. So the firs= t step in tuning is to install a new float bowl valve and adjust the actuating arm or float feelers, so as to correctly set the petrol level in the bowl and jet. With the SU, the correct setting is 11mm, as per the TR3b / H6 carburetor manual. The height is measured from the lid flange up to the fingers with the arm resting on the valve. The cork gaskets on the float bowl covers are available new but because of low demand, they are typically old stock, and have shrunk a bit. They just don't fit well. So instead of fighting new-old-stock, many tuners reuse the old cork, helping it seal with a thin smear of vacuum grease - the stuff used to seal glassware in wet chemistry labs. The other value in reusing the old gaskets is that they are already compressed to the proper thickness. While sealing well, the new gaskets may require the attachment nut to be over tightened to attain the correct thickness. The SU carburetor, when in use, is operating in a dynamic state. The fuel dynamics are actually very mild. Petrol flowing from the jet is replaced via the float bowl valve. That's about it. The inertia of the fuel causes the replenishment to lag the output. However, even at maximum flow, the amount of petrol flowing is very small. Thus the mild fuel dynamics and it is of no consequence. Air flow is another issue all together. Air (moving at low speed) has very little inertia, owing to its low density. When the throttle is opened, a great gust of air begins to flow. Without some method of moderation, the mixture would lean-out terribly. The fuel flow simply couldn't keep up with the air. But fortunately, the mighty SU moderates the air flow, via a 'damper' on the air piston. There is another piston down a bore in the center of the air piston. That piston forms a damper because it contains a one-way valve. The little bore is partially filled with a thin oil, for example, ATF. The upward motion of the air piston is retarded by this damper and slows it down. This is how the SU prevents the charge from leaning-out. The one-way valve in the damper allows the air piston to fall quickly when the air flow reduces as the throttle closes. So the second step in tuning is to add oil to the dampers. The correct amount of oil is set when resistance is felt when inserting the piston, just as the cap reaches the threads in the cover. The cap is further tightened, if only snugly. The desired air:fuel ratio is set by raising or lowering the jet. This is done by adjusting the jet height nut. Clockwise adjustment raises the jet. Anticlockwise adjustment lowers it. Setting the initial jet height is the next stage in tuning. The stoichiometrically correct air:fuel ratio for modern petrol is 14.7:1, by weight. That is, to perfectly burn the charge, 14.7 units of air are required to burn 1 unit of petrol. That is also the ideal air:fuel ratio for over-run, after 'lifting'. However, it is not the ratio that produces the most power. Testing demonstrates that the peak in the power curve occurs when the air:fuel ratio is about 12:1. Since this discussion is about carburetors on sports cars, this is the desired air:fuel ratio. A discussion of the cold starting circuit is now appropriate, since cold starting requires a change to air:fuel ratio. The word 'choke' is used for two purposes. In the SU carburetor it means the central bore or air path through the carburetor. On the dashboard, the control called the =E2=80=98Choke=E2=80=99 is an American-ism. The British term is a 'strangle= r'. However, SU carburetors do not have air restricting stranglers. Rather, they induce charge enrichment for starting by lowering the jet, thereby allowing more fuel to flow past the smaller diameter needle position. But why do engines need enrichment to start, especially when cold? The short answer is because petrol has to be in the gaseous state to burn. The slightly longer answer requires a bit of preface. The engine bits are (typically) made of metal and when cold, they absorb heat easily. That's why they feel cold! So here's what happens at cold start. When the throttle opens, the 'charge' (air and fuel mixture, ideally at about 12:1 ratio, by weight) rushes in. That's because the action of the engine's pistons cause a reduced pressure beyond the throttle plate. When the charge experiences the drop in pressure, the petrol evaporates. Think lowered boiling point at high altitudes. All is as intended except when the engine is cold. When the engine is cold, the petrol now vaporized by the reduced pressure, condenses back to liquid on the cold metal walls of the manifold, intake runners, head and valves. When it does so, this 'inlet track wetting' leans the charge below the ignition point. So what is done to remedy the problem? The charge can be enriched by strangling the air, as is done in older American cars, or by lowering the jet in SU equipped cars. And the later is precisely what the 'choke' control on the old British car=E2=80=99s dash does. Once the engine is running, the problem doesn't immediately go away. The engine and all of its inlet bits, have to 'warm up' before the 'wetting' ends. To speed up this process, carburetors, inlet manifolds and often heads, are made of aluminum. That metal conducts heat much better than iron, allowing the inlet track to warm quicker. In fact, many early Triumphs, MGs and Jaguars route coolant, straight from the water jackets around the combustion chambers, to an isolated channel within the inlet manifold. Again, the goal is to heat the inlet track, reducing warm up time= . The first step in tuning multiple SU carburetors is to disconnect the throttle linkage between the carburetors. This is done in order to tune each carburetor separately before =E2=80=98synchronizing=E2=80=99 them. The= carburetors are then preset. The jet heights are pre-set to a starting point. This is done by turning the adjusting nuts clockwise until the tips of the jets are precisely flush with the bridges. The nuts are then turned anti-clockwise 6-8 hex nut 'flats'. The precise amount isn't critical at this stage, as long as both carburetors are aligned by the same amount. The idle adjustment screws are backed off until they just touch the linkage. The screws are then turned clockwise for one full turn. These screw settings and the jet heights are the initial settings. Start the engine. It should run with these initial settings but a bit of enrichment with the choke control may be required until the engine is warm. Once the engine is at operating temperature, use an air flow meter to measure the air flow on each carburetor. Use the idle speed screws to balance the airflow between the carburetors, and to attain a low idle speed. It may not be possible to set a proper slow idle but try to attain 1000rpm or so. Many SUs have a small pin on the underside of the body, near the choke, with which the tuner may lift the air piston a tiny bit. Other models do not have this pin. With the later, a small screwdriver may be used to lift the air piston. These pins or screwdrivers, are used to test the air:fuel ratio of the charge. It doesn't matter which carburetor is tuned first. Make a choice. Lift the tuning pin or manually lift the air piston a tiny bit and observe the engine speed. An electronic tachometer attached at the engine bay is helpful. When the air piston is lifted, the engine speed may change, and then will probably stabilize. If the engine speed increases, the charge is too rich, since adding extra air made for more efficient combustion. If the engine speed decreases or tries to die, the charge is too lean. The corrections are made with the jet height adjustment nut. If the tests indicated that the charge is too rich, raise the jet by turning the adjusting nut one 'flat' clockwise. If too lean, adjust the other direction. Record the results. In either case, test again with the lifting pin or screwdriver. Continue testing and adjusting until lifting the air piston causes no change in engine speed, then record the total number of flats changed. Apply the same adjustment to the other carburetor and re-test both. Small adjustments may still be needed owing to flow dynamics and variations in carburetor manufacturing. Re-test and correct, as needed, the airflow balance and set the slow idle speed to the value specified in the manual. Now, test everything again, making corrections as required. Finally, tighten the linkage paying particular attention to not disturb the settings. Test again. The final tuning step will have to wait until the engine is once again cold. There is an adjustment screw on the carburetor and a cam on the throttle for the choke circuit. When the choke is applied, the cam rotates against the screw opening the throttle a tiny bit facilitating warm-up. Use the screw to set it to the lowest cold idle speed that is consistent with smooth running. Thus ends the discussion of the charge and carburetion. --0000000000002b84bd05901f5dfd Content-Transfer-Encoding: quoted-printable

Hello Friends,

= =C2=A0 =C2=A0Here is a piece that I wrote a bit ago. Prompted on by those o= f you who have responded, this and a following note, are repeated here. I h= ope you find them informative.=C2=A0

=C2=A0 =C2=A0Al= though the assumption is that the engine is fed by SU carburetors, the phys= ics hold true for Z-S fed cars. Please ignore the minor irregularities.=C2= =A0

Rick

Carburetors and Induction System

=C2=A0=C2=A0=C2=A0Inside of the SU=E2=80=99s 'float bowls' are bras= s cylinders called 'floats'. They float, thus the name, on the petr= ol in the 'bowls'. The float bowl is plumbed internally to the main= 'jet' or tube, sticking up through a 'bridge' in the '= choke'. The bridge forms a venturi, accelerating the air passing over i= t.=C2=A0
=C2=A0 =C2=A0Physics tells us that faster moving air exhibits lower pressur= e causing petrol, resting at ambient pressure, to flow up and out of the je= t and into the rarefied air. How much flows is determined by the metering &= #39;needle'. That closely fitting needle is tapered with the smaller di= ameter at the tip and larger at the shank. The needle is attached to an = 9;air piston' or air dam that raises and lowers as the 'throttle= 9; demands air. More demand and the air piston lifts, admitting more air. I= n doing so, the attached needle lifts up the jet. As the diameter of the ne= edle decreases, the annulus between the needle and jet increases in area, a= llowing more petrol to flow into the air stream. And Voila! The fuel is met= ered to the air, keeping the 'air:fuel ratio' of the 'charge= 9; correct!
=C2=A0 =C2=A0Gravity makes the petrol in the jet seek the same level as tha= t in the float bowl. Therefore, the level in the bowl must be carefully est= ablished. And that is the job of the =E2=80=98float bowl valves=E2=80=99. S= o the first step in tuning is to install a new float bowl valve and adjust = the actuating arm or float feelers, so as to correctly set the petrol level= in the bowl and jet.=C2=A0With the SU, the correct setting is 11mm, as per= the TR3b / H6 carburetor manual. The height is measured from the lid flang= e up to the fingers with the arm resting on the valve.
=C2=A0 =C2=A0The cork gaskets on the float bowl covers are available new bu= t because of low demand, they are typically old stock, and have shrunk a bi= t. They just don't fit well. So instead of fighting new-old-stock, many= tuners reuse the old cork, helping it seal with a thin smear of vacuum gre= ase - the stuff used to seal glassware in wet chemistry labs.=C2=A0The othe= r value in reusing the old gaskets is that they are already compressed to t= he proper thickness. While sealing well, the new gaskets may require the at= tachment nut to be over tightened to attain the correct thickness.
=C2=A0 =C2=A0The SU carburetor, when in use, is operating in a dynamic stat= e. The fuel dynamics are actually very mild. Petrol flowing from the jet is= replaced via the float bowl valve. That's about it. The inertia of the= fuel causes the replenishment to lag the output. However, even at maximum = flow, the amount of petrol flowing is very small. Thus the mild fuel dynami= cs and it is of no consequence.
=C2=A0 =C2=A0Air flow is another issue all together. Air (moving at low spe= ed) has very little inertia, owing to its low density. When the throttle is= opened, a great gust of air begins to flow. Without some method of moderat= ion, the mixture would lean-out terribly. The fuel flow simply couldn't= keep up with the air. But fortunately, the mighty SU moderates the air flo= w, via a 'damper' on the air piston.
=C2=A0 =C2=A0There is another piston down a bore in the center of the air p= iston. That piston forms a damper because it contains a one-way valve. The = little bore is partially filled with a thin oil, for example, ATF. The upwa= rd motion of the air piston is retarded by this damper and slows it down. T= his is how the SU prevents the charge from leaning-out. The one-way valve i= n the damper allows the air piston to fall quickly when the air flow reduce= s as the throttle closes. So the second step in tuning is to add oil to the= dampers. The correct amount of oil is set when resistance is felt when ins= erting the piston, just as the cap reaches the threads in the cover. The ca= p is further tightened, if only snugly.
=C2=A0=C2=A0=C2=A0The desired air:fuel ratio is set by raising or lowering = the jet. This is done by adjusting the jet height nut. Clockwise adjustment= raises the jet. Anticlockwise adjustment lowers it. Setting the initial je= t height is the next stage in tuning.
=C2=A0=C2=A0=C2=A0The=C2=A0stoichiometrically correct=C2=A0air:fuel ratio f= or modern petrol is 14.7:1, by weight. That is, to perfectly burn the charg= e, 14.7 units of air are required to burn 1 unit of petrol. That is also th= e ideal air:fuel ratio for over-run, after 'lifting'. However, it i= s not the ratio that produces the most power. Testing demonstrates that the= peak in the power curve occurs when the air:fuel ratio is about 12:1. Sinc= e this discussion is about carburetors on sports cars, this is the desired = air:fuel ratio.
=C2=A0 =C2=A0=C2=A0 =C2=A0A discussion of the cold starting circuit is now = appropriate, since cold starting requires a change to air:fuel ratio. The w= ord 'choke' is used for two purposes. In the SU carburetor it means= the central bore or air path through the carburetor. On the dashboard, the= control called the =E2=80=98Choke=E2=80=99 is an American-ism. The British= term is a 'strangler'. However, SU carburetors do not have air res= tricting stranglers. Rather, they induce charge enrichment for starting by = lowering the jet, thereby allowing more fuel to flow past the smaller diame= ter needle position.=C2=A0But why do engines need enrichment to start, espe= cially when cold?

=C2=A0=C2=A0=C2=A0The short answer is because petrol has to be in the gaseo= us state to burn. The slightly longer answer requires a bit of preface. The= engine bits are (typically) made of metal and when cold, they absorb heat = easily. That's why they feel cold! So here's what happens at cold s= tart.
=C2=A0 =C2=A0When the throttle opens, the 'charge' (air and fuel mi= xture, ideally at about 12:1 ratio, by weight) rushes in. That's becaus= e the action of the engine's pistons cause a reduced pressure beyond th= e throttle plate. When the charge experiences the drop in pressure, the pet= rol evaporates. Think lowered boiling point at high altitudes. All is as in= tended except when the engine is cold.
=C2=A0 =C2=A0When the engine is cold, the petrol now vaporized by the reduc= ed pressure, condenses back to liquid on the cold metal walls of the manifo= ld, intake runners, head and valves. When it does so, this 'inlet track= wetting' leans the charge below the ignition point. So what is done to= remedy the problem? The charge can be enriched by strangling the air, as i= s done in older American cars, or by lowering the jet in SU equipped cars. = And the later is precisely what the 'choke' control on the old Brit= ish car=E2=80=99s dash does.=C2=A0 =C2=A0
=C2=A0=C2=A0=C2=A0Once the engine is running, the problem doesn't immed= iately go away. The engine and all of its inlet bits, have to 'warm up&= #39; before the 'wetting' ends. To speed up this process, carbureto= rs, inlet manifolds and often heads, are made of aluminum. That metal condu= cts heat much better than iron, allowing the inlet track to warm quicker. I= n fact, many early Triumphs, MGs and Jaguars route coolant, straight from t= he water jackets around the combustion chambers, to an isolated channel wit= hin the inlet manifold. Again, the goal is to heat the inlet track, reducin= g warm up time.

=C2=A0=C2=A0=C2=A0The first step in tuning multiple SU carburetors is to di= sconnect the throttle linkage between the carburetors. This is done in orde= r to tune each carburetor separately before =E2=80=98synchronizing=E2=80=99= them. The carburetors are then preset.
=C2=A0=C2=A0=C2=A0The jet heights are pre-set to a starting point. This is = done by turning the adjusting nuts clockwise until the tips of the jets are= precisely flush with the bridges. The nuts are then turned anti-clockwise = 6-8 hex nut 'flats'. The precise amount isn't critical at this = stage, as long as both carburetors are aligned by the same amount.=C2=A0The= idle adjustment screws are backed off until they just touch the linkage. T= he screws are then turned clockwise for one full turn. These screw settings= and the jet heights are the initial settings.=C2=A0Start the engine. It sh= ould run with these initial settings but a bit of enrichment with the choke= control may be required until the engine is warm.
=C2=A0=C2=A0=C2=A0Once the engine is at operating temperature, use an air f= low meter to measure the air flow on each carburetor. Use the idle speed sc= rews to balance the airflow between the carburetors, and to attain a low id= le speed. It may not be possible to set a proper slow idle but try to attai= n 1000rpm or so.

=C2=A0=C2=A0=C2=A0Many SUs have a small pin on the underside of the body, n= ear the choke, with which the tuner may lift the air piston a tiny bit. Oth= er models do not have this pin. With the later, a small screwdriver may be = used to lift the air piston. These pins or screwdrivers, are used to test t= he air:fuel ratio of the charge.
=C2=A0=C2=A0=C2=A0It doesn't matter which carburetor is tuned first. Ma= ke a choice. Lift the tuning pin or manually lift the air piston a tiny bit= and observe the engine speed. An electronic tachometer attached at the eng= ine bay is helpful. When the air piston is lifted, the engine speed may cha= nge, and then will probably stabilize. If the engine speed increases, the c= harge is too rich, since adding extra air made for more efficient combustio= n. If the engine speed decreases or tries to die, the charge is too lean. T= he corrections are made with the jet height adjustment nut.
=C2=A0=C2=A0=C2=A0If the tests indicated that the charge is too rich, raise= the jet by turning the adjusting nut one 'flat' clockwise. If too = lean, adjust the other direction. Record the results. In either case, test = again with the lifting pin or screwdriver. Continue testing and adjusting u= ntil lifting the air piston causes no change in engine speed, then record t= he total number of flats changed. Apply the same adjustment to the other ca= rburetor and re-test both. Small adjustments may still be needed owing to f= low dynamics and variations in carburetor manufacturing.

=C2=A0=C2=A0=C2=A0Re-test and correct, as needed, the airflow balance and s= et the slow idle speed to the value specified in the manual. Now, test ever= ything again, making corrections as required. Finally, tighten the linkage = paying particular attention to not disturb the settings. Test again.
=C2=A0=C2=A0=C2=A0The final tuning step will have to wait until the engine = is once again cold. There is an adjustment screw on the carburetor and a ca= m on the throttle for the choke circuit. When the choke is applied, the cam= rotates against the screw opening the throttle a tiny bit facilitating war= m-up. Use the screw to set it to the lowest cold idle speed that is consist= ent with smooth running.
=C2=A0 =C2=A0Thus ends the discussion of the charge and carburetion.

--0000000000002b84bd05901f5dfd-- --===============4286238869562878283== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============4286238869562878283==-- From 6pack-bounces@autox.team.net Wed Aug 14 21:44:55 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id 0EC24A0AC3 for ; Wed, 14 Aug 2019 21:44:55 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from mail-oi1-f178.google.com (unknown [209.85.167.178]) by autox.team.net (Postfix) with ESMTP id 62C94A0AB8 for <6pack@autox.team.net>; Wed, 14 Aug 2019 21:44:46 -0600 (MDT) Received: by mail-oi1-f178.google.com with SMTP id a127so360338oii.2 for <6pack@autox.team.net>; Wed, 14 Aug 2019 20:44:46 -0700 (PDT) h=mime-version:from:date:message-id:subject:to; bh=uBpudhwmJKnYIVZplF9dTpHP3fX1gB1aoXK3yp6BEj8=; b=g9WZ7UNYl7hgE2uDG4r/SeBwbOKYeD6n6UfflrErPl5A8D5D2+nxpTN74FZ3aEhojL 6Md13u9iBJyQoyg/23Rs3NTz+S78c0Lmu2nKtaXshb9qqNbERrLeNgRif19nPyQn6glK iCyKxHKzbw3t6kLDLtEldbUKQR3aBXy4G8jj9liY5KHWbfWELTTkRy9rWHThTS+Fc4pK AMC/O24GDShkT7PTNq7hcKFbloA8BU6MqaChu9B/pKveqIUPfzNNRr5aFh4zJmwvWeQw FJB/CJKW7hYhLUGPgudByiWZC3xjWvfFU7SPLZpm57rrTUeIceBDc11jx0cn3dEbb8nS Nzmg== d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:from:date:message-id:subject:to; bh=uBpudhwmJKnYIVZplF9dTpHP3fX1gB1aoXK3yp6BEj8=; b=FqYk+DVcZ/O7Uf7PDhODc8H4dOOrPHef7jnGWGsPc5y2iGyoYazRxcd1xUJAWqMzhM wMZPydkV1lE4pEpzDHgldpEtEspEjNR0AjzBt9Mzw8u0jEFXGZkXYTrKlqhcZk1ZqeCM LIBymOAahEtQ8v9pwb9DLwLZaI/7PPsDuM5Pa2vCLxD+0S2DZOtkIb9rq5JCF82v2GrC rcZTW+aOFeSX5wEOvrMlL4VE0bMKF5STfXcx8ZSbh4NUyk6XHfKDmYxtMWm9Kis9U9In 1nIVmIJoW79C5sH+OnOfiwmUFOtUjnyaOjaAm8zCA91rEbJ54Pl6CABy0VGTlh8W3QtT kiFA== RJvE5k8JZm2WQcWZTODhmSkPh48UjpMozlzqqXXHng== Wed, 14 Aug 2019 20:44:45 -0700 (PDT) Date: Wed, 14 Aug 2019 17:44:33 -1000 To: TR6 <6pack@autox.team.net> Subject: [6pack] Ignition (Loooong From: Richard Lindsay via 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net --===============2204616673513953617== --000000000000d52d7e05901fb1da Content-Transfer-Encoding: quoted-printable Hello Friends, Here is the next piece that I wrote a bit ago. I hope you find them informative. In this work, the function of the ignition condenser is debatable. Some have considered these words apocryphal. Some have offered alternative discussion. And some have found them based in elementary physics. You decide. Rick Ignition System The ignition system on older British sports cars is comprised of a number of components, all of which need to be in top operating condition for maximum performance. Working backwards from the engine, these parts are the spark plugs, plug wires, distributor, coil, and in some cases, a ballast resistor. Spark plugs, or 'sparking plugs' as they are quoted in the British car manuals, are the components that ignite the charge. An electric spark from the center electrode to ground heats the charge, ionizing it and starting oxidation. The 'flame front' then travels across the combustion chamber. As it does so, the MEP, or Mean Effective Pressure, increases to a maximum, pushing the piston down the bore. More on that later but first, here is the anatomy of a spark(ing) plug. The plug is an electrical device. It has a central electrode extending from a connection at the outside, to a tip inside the combustion chamber. It is supported by and sealed within a ceramic insulator. The exposed length of the ceramic insulator sets the 'heat range' of the plug. Short insulators conduct heat away from the tip more quickly. Long ones cool more slowly. Too cold and deposits are left on the tip and insulator. Too hot and the tip material may burn and remain too hot, causing pre-ignition of the charge. The engine designers understood the heat characteristics of the various engines and have specified the ideal heat range for plugs in each application. Plug choices are like oil choices. Every manufacturer has a marketing campaign claiming their plug is the best. And like the oil additive industry, there are a number of added-on doodads to plug tip design. The most basic plug electrode design, and the design for which these older engines were intended, is a plug with a copper or copper plated central electrode and a steel ground or earth electrode extending from the edge of the threads, going up and over the central tip. The gap between the tip and the ground will be discussed later. Arguably, the biggest improvement in spark plug design is the application of rare metals to the tip design. Platinum and iridium are used because they withstand high heat better than copper. Copper tends to melt and burn away with use. These high-end plugs will probably outlast the engine, unless contaminated. Other manufacturers, eager to capture market share, have engineered new plug designs utilizing multiple ground electrodes in various orientations, each claiming superior performance, greater power and extended life. They are a waste of time and money in this author's opinion. Premium platinum or iridium plugs are the author=E2=80=99s plugs of choice. Old design copper e= lectrode plugs are perfectly acceptable too, but expect to re-gap or change the plugs as part of the routine maintenance. The 'reach' of a plug is the length of the threaded portion of the body. It is the bit that screws into the head. The reach must match the engine maker's design. Too short and the spark doesn't occur within the combustion chamber. Too long and the plug extends too far into the combustion chamber, inviting physical damage. Plug reach must match the engine designer's specification. Regardless of the type of plug chosen, assuming the reach and heat range are correct, the plug threads should be lubricated before installation. Copper infused thread lubricant, applied sparingly to the new plug threads, is ideal. This is very important for engines with alloy heads! The plug's steel threads can easily damage the head=E2=80=99s softer alloy plug-hole t= hreads. This can happen either by physical damage, such as cross-threading or over-tightening, or by the action of dissimilar metals placed in contact. Thread lubricant minimizes head damage. The author uses lubricant even for iron heads since the copper particles marginally improve heat flow, thereby cooling the plug. Perhaps that's over-kill but it certainly makes plug changes easier. Before installing the spark plugs, the electrode gap should be set. A typical gap is 0.025", or 0.64mm, and this is often the gap found, straight out of the plug's box. However, the engine maker=E2=80=99s specification sh= ould be followed and the gap set properly. In all cases, the gap is set by bending the ground electrode, never by touching the central electrode. That element is surrounded by brittle ceramic and may be damaged. The physicist in the author requires that he write a little bit about the anatomy of the spark. The spark is comprised of two phenomena; the capacitive component that lasts only a few microseconds, and the much longer electrical component that produces the big, fat, hot spark. It is argued that a properly tuned and warmed up engine can run on the capacitive component only, but they never do. Rather, the high voltage electrical spark is needed to heat the charge, thereby vaporizing any wetted charge on the electrodes, and further promoting ionization of the charge between the electrodes. And this is where proper electrode gap becomes important. A wider gap provides a hotter spark as is required to adequately heat the charge, especially for cold starts. However, a wider gap requires more secondary voltage to spark. This topic leads us to the ignition coil. High voltage from the coil's secondary winding travels through the distributor and the plug wires, out to the spark plugs. The distributor and plug wires will be discussed later but first, here is a discussion of the coil. The ignition coil is an autoformer. That is, it is a transformer with one side of the primary winding and one side of the secondary winding connected together. This side of the circuit is connected to the coil's ( - ) or 'CB' post. The later descriptor means Contact Block and is a better designation since this is also the connection for older positive earth cars like the MG T-series of cars. In that case, the ( - ) marking is a misnomer= . A transformer is a voltage multiplier. Any deeper discussion of electromagnetic theory is not helpful for our purposes. Stated more simply, the coil's secondary contains thousands more turns of wire than does the primary. Both are wound around a soft iron core. The ratio of turns, primary to secondary, defines how much the primary voltage is 'stepped up'. An automobile coil typically produces about 20,000 volts at the secondary, from its 12 volts primary. This is the voltage that is fed to the plugs. Some ignition designs incorporate a ballast resistor in series with the coil's primary circuit. The reason for this design will become apparent shortly. A conventional coil is designed for 12 volts, applied directly to the primary. The primary coil winding is typically about 3 ohms resistance. So at 12 volts, a current of 4 amps, flows. ( I =3D E /R ) All is well and good for normal operation but what about start up? During cold weather the starter has to work harder to spin the engine. And when doing so, it demands more current from the battery. In fact, the battery voltage is pulled down to 9 volts or less during these cold starts. We've all seen the lights dim during starting. Unfortunately, reduced primary voltage also results in reduced secondary voltage, thereby weakening the spark right when it needs to be the strongest! The ballasted coil design addresses this problem. Under normal operation, a ballasted ignition works just like a regular ignition, but the components are different. Designs vary but basically, a ballasted coil's primary resistance is on the order of 1.6 ohms, rather than the 3 ohms of a conventional coil. Inserted in the primary circuit path is a ballast resistor of about 1.4 ohms. The sum of the primary coil winding and the ballast resistor in series, is still 3 ohms. The ignition current is the same 4 amps as with a conventional coil. The same hot spark is provided when the engine is running. The tricky and useful bit of a ballasted ignition happens at cold start. When starting, voltage from the ignition switch is applied directly to the coil, bypassing the ballast resistor. Assuming the starter is pulling the available battery voltage down to about 9 volts, the 1.6 ohm coil now sees 9 volts at it's primary, for a current of 5.6 amps! So even with the starter pulling down the available voltage, the ignition still provides a hotter spark for easy starting. Of course, the numbers quoted here are generic and they vary with manufacturer, but the concept is the same. Ballasted ignitions are implemented to facilitate cold engine starts. The ignition's secondary voltage is not continuous. Rather, it is a pulsed system operating under the control of the distributor. This device is actually two devices integrated into one case. The high voltage or 'high tension' stated in old-speak, is distributed to the spark plugs, via the plug wires, by this part of the distributor, thus the name. The other part of the distributor pulses and times the spark by controlling the coil's primary circuit. Both are now discussed. High voltage distribution is achieved by a rotating contactor, aptly termed the 'rotor'. This device is fed secondary voltage at it's center via a contact in the distributor cap. Located around the inside of the cap are electrical contacts leading to the connectors on the outside and to which plug wires, and therefore, the plugs are connected. The distributor rotates at one half of the engine crankshaft speed because of the engine's Otto Cycle or 4-stroke design. The rotor spins around the inside of the cap allowing a precisely timed spark to occur between the rotor and the appropriate contact in the cap. That voltage then fires the spark plug on the correct cylinder at the optimal time to ignite the charge. The other function of the distributor is to pulse the coil's primary at the right times, and to provide a circuit path for the coil's secondary. The first part of this process is rather well understood by most mechanics, but the later bit remains shrouded in mystery. Here is an explanation. Inside of the distributor is a cam with the same number of 'lobes' as the engine has cylinders. Riding on the cam and mounted on the 'breaker plate' are a set of contacts, also called 'points'. The lobes of the cam cause the points to open and close. When closed, the coil primary is grounded allowing a magnetic field to grow to saturation in the coil. When the points open the magnetic field collapses and induces a high voltage in the secondary winding. It is this voltage that provides the sparks. Therefore, the spark timing is set at the time the points open, not close. Before discussing timing, the purpose of the condenser should be understood. One side of this device is grounded to the breaker plate. The other side of the condenser is connected to the coil-side of the points. When the points open, the coil is electrically isolated from earth ground, except through the condenser, and thus its purpose. The coil's field collapses induces a high voltage in the secondary. The purpose of the condenser is to provide a current path for that circuit. Many workers claim that the condenser is there to prevent secondary arcing across the points, but that is a benefit, not the reason for the condenser. Of primary importance is when the spark plugs fire, and this timing is also controlled by the distributor. The breaker plate, described above, is arranged so that it may rotate a few degrees. The rotor is attached to a shaft that also may rotate a few degrees, if by a different mechanism. The former is modulated by a vacuum capsule, or perhaps two of them. The later is rotated by a set of rotating weights, acting against two springs, sometimes of different spring constants. In the vernacular, the capsules are called the 'vacuum advance'. The flying weights are called the 'centrifugal advance'. In both cases, the word 'advance' is the key. And before discussing ignition timing, the characteristics of the burning charge will be discussed. The goal of any ignition is to arrange for the MEP (Mean Effective Pressure) caused by combustion, to occur where it can do the most work. Therefore, timing the ignition is actually timing the MEP to the optimal piston position. Fortunately the engine designers have worked through the maths and have done all the experiments to simplify our task to reading the manual and making a few adjustments! That said, it is still of value to understand why the timing must be varied. The charge does not immediately flash to fully combusted, as our experiences with flammable liquids might imply. Rather, the charge is ignited at the spark plug and the 'flame front' then progresses across the combustion chamber. The MEP is not achieved instantaneously either so the ignition of the charge has to be in advance of the MEP. This would all seems easy enough to understand if the engine operated at one speed only...but it doesn't. At slow engine speeds, such as slow idle, the spark timing has to occur so that the MEP does the most work. In most engine designs this is the 'static timing' and is typically a few degrees BTDC or 'Before Top Dead Center'. Why before? The spark ignites the charge early enough to allow for the travel time of the flame front and for the pressure to build to the MEP. As the engine speed increases, the travel time of the flame front does not, but the piston is moving faster! Therefore, to place the MEP at the optimal piston position, the charge must be ignited earlier. And this is the sole purpose for the timing advance mechanisms in the distributor. The author could write more about the centrifugal advance curve or how the vacuum advance mechanism compensates for engine load, but those are topics better left for later. One of the typical failure modes in old British car ignitions is the points. With use, the contacts tend to burn and the insulating wiper riding on the cam wears. In both cases, the timing suffers eventually ending in ignition failure. For about $120 the whole ignition primary can be upgraded by using a Pertronix Ignitor instead of the points and condenser. This device includes a circular adapter that fits over the cam. Imbedded in the adapter are tiny magnets that spin adjacent to the ignition module. Impulses from the magnets cause the internal circuit to pulse the ignition electronically, with no moving parts! This system provides a maintenance free ignition primary. Unfortunately, the rest of the old distributor components are typically worn or damaged. Most old British cars enjoyed by collectors are 40-years-old or older! A lot of wear can happen in 40+ years. Bushings wear from lack of lubrication, pivots wear in the advance mechanisms, and previous owners may have done quite nefarious things! The author has even found ball point pen (biro) springs substituted for the springs on the centrifugal advance! There are three choices available to remedy these problems: totally rebuild the distributor - a task beyond the skill set of most amateur mechanics, buy a period-correct replacement distributor, either new or professionally rebuilt, or buy a new Pertronix distributor, already equipped with an electronic primary trigger system. Symptoms of distributor wear include the inability to set a smooth, slow idle, and timing instability at low engine speeds as indicated by a timing light. The author recommends the Pertronix distributor. His MG TD and TR3b both have these upgrades and both have beautifully smooth slow idles, and trouble free ignitions. --000000000000d52d7e05901fb1da Content-Transfer-Encoding: quoted-printable

Hello = Friends,

=C2=A0 =C2= =A0Here is the next piece that I wrote a bit ago. I hope you find them info= rmative.=C2=A0

=C2=A0 =C2=A0In th= is work, the function of the ignition condenser is debatable. Some have con= sidered these words apocryphal. Some have offered alternative discussion. A= nd some have found them based in elementary physics. You decide.

Rick

Ignition System

=C2=A0=C2=A0=C2=A0The ignition system on older British sports cars is compr= ised of a number of components, all of which need to be in top operating co= ndition for maximum performance. Working backwards from the engine, these p= arts are the spark plugs, plug wires, distributor, coil, and in some cases,= a ballast resistor.

=C2=A0=C2=A0=C2=A0Spark plugs, or 'sparking plugs' as they are quot= ed in the British car manuals, are the components that ignite the charge. A= n electric spark from the center electrode to ground heats the charge, ioni= zing it and starting oxidation. The 'flame front' then travels acro= ss the combustion chamber. As it does so, the MEP, or Mean Effective Pressu= re, increases to a maximum, pushing the piston down the bore. More on that = later but first, here is the anatomy of a spark(ing) plug.

=C2=A0=C2=A0=C2=A0The plug is an electrical device. It has a central electr= ode extending from a connection at the outside, to a tip inside the combust= ion chamber. It is supported by and sealed within a ceramic insulator. The = exposed length of the ceramic insulator sets the 'heat range' of th= e plug. Short insulators conduct heat away from the tip more quickly. Long = ones cool more slowly. Too cold and deposits are left on the tip and insula= tor. Too hot and the tip material may burn and remain too hot, causing pre-= ignition of the charge. The engine designers understood the heat characteri= stics of the various engines and have specified the ideal heat range for pl= ugs in each application.

=C2=A0=C2=A0=C2=A0Plug choices are like oil choices. Every manufacturer has= a marketing campaign claiming their plug is the best. And like the oil add= itive industry, there are a number of added-on doodads to plug tip design.<= br>
=C2=A0=C2=A0=C2=A0The most basic plug electrode design, and the design for = which these older engines were intended, is a plug with a copper or copper = plated central electrode and a steel ground or earth electrode extending fr= om the edge of the threads, going up and over the central tip. The gap betw= een the tip and the ground will be discussed later.

=C2=A0=C2=A0=C2=A0Arguably, the biggest improvement in spark plug design is= the application of rare metals to the tip design. Platinum and iridium are= used because they withstand high heat better than copper. Copper tends to = melt and burn away with use. These high-end plugs will probably outlast the= engine, unless contaminated.

=C2=A0=C2=A0=C2=A0Other manufacturers, eager to capture market share, have = engineered new plug designs utilizing multiple ground electrodes in various= orientations, each claiming superior performance, greater power and extend= ed life. They are a waste of time and money in this author's opinion. P= remium platinum or iridium plugs are the author=E2=80=99s plugs of choice. = Old design copper electrode plugs are perfectly acceptable too, but expect = to re-gap or change the plugs as part of the routine maintenance.
=C2=A0=C2=A0=C2=A0The 'reach' of a plug is the length of the thread= ed portion of the body. It is the bit that screws into the head. The reach = must match the engine maker's design. Too short and the spark doesn'= ;t occur within the combustion chamber. Too long and the plug extends too f= ar into the combustion chamber, inviting physical damage. Plug reach must m= atch the engine designer's specification.
=C2=A0=C2=A0=C2=A0Regardless of the type of plug chosen, assuming the reach= and heat range are correct, the plug threads should be lubricated before i= nstallation. Copper infused thread lubricant, applied sparingly to the new = plug threads, is ideal. This is very important for engines with alloy heads= ! The plug's steel threads can easily damage the head=E2=80=99s softer = alloy plug-hole threads. This can happen either by physical damage, such as= cross-threading or over-tightening, or by the action of dissimilar metals = placed in contact. Thread lubricant minimizes head damage. The author uses = lubricant even for iron heads since the copper particles marginally improve= heat flow, thereby cooling the plug. Perhaps that's over-kill but it c= ertainly makes plug changes easier.
=C2=A0=C2=A0=C2=A0Before installing the spark plugs, the electrode gap shou= ld be set. A typical gap is 0.025", or 0.64mm, and this is often the g= ap found, straight out of the plug's box. However, the engine maker=E2= =80=99s specification should be followed and the gap set properly. In all c= ases, the gap is set by bending the ground electrode, never by touching the= central electrode. That element is surrounded by brittle ceramic and may b= e damaged.
=C2=A0=C2=A0=C2=A0The physicist in the author requires that he write a litt= le bit about the anatomy of the spark. The spark is comprised of two phenom= ena; the capacitive component that lasts only a few microseconds, and the m= uch longer electrical component that produces the big, fat, hot spark. It i= s argued that a properly tuned and warmed up engine can run on the capaciti= ve component only, but they never do. Rather, the high voltage electrical s= park is needed to heat the charge, thereby vaporizing any wetted charge on = the electrodes, and further promoting ionization of the charge between the = electrodes. And this is where proper electrode gap becomes important. A wid= er gap provides a hotter spark as is required to adequately heat the charge= , especially for cold starts. However, a wider gap requires more secondary = voltage to spark. This topic leads us to the ignition coil.
=C2=A0=C2=A0=C2=A0High voltage from the coil's secondary winding travel= s through the distributor and the plug wires, out to the spark plugs. The d= istributor and plug wires will be discussed later but first, here is a disc= ussion of the coil.=C2=A0The ignition coil is an autoformer. That is, it is= a transformer with one side of the primary winding and one side of the sec= ondary winding connected together. This side of the circuit is connected to= the coil's ( - ) or 'CB' post. The later descriptor means Cont= act Block and is a better designation since this is also the connection for= older positive earth cars like the MG T-series of cars. In that case, the = ( - ) marking is a misnomer.

=C2=A0=C2=A0=C2=A0A transformer is a voltage multiplier. Any deeper discuss= ion of electromagnetic theory is not helpful for our purposes. Stated more = simply, the coil's secondary contains thousands more turns of wire than= does the primary. Both are wound around a soft iron core. The ratio of tur= ns, primary to secondary, defines how much the primary voltage is 'step= ped up'. An automobile coil typically produces about 20,000 volts at th= e secondary, from its 12 volts primary. This is the voltage that is fed to = the plugs.

=C2=A0=C2=A0=C2=A0Some ignition designs incorporate a ballast resistor in s= eries with the coil's primary circuit. The reason for this design will = become apparent shortly. A conventional coil is designed for 12 volts, appl= ied directly to the primary. The primary coil winding is typically about 3 = ohms resistance. So at 12 volts, a current of 4 amps, flows. ( I =3D E /R )= All is well and good for normal operation but what about start up? During = cold weather the starter has to work harder to spin the engine. And when do= ing so, it demands more current from the battery. In fact, the battery volt= age is pulled down to 9 volts or less during these cold starts. We've a= ll seen the lights dim during starting. Unfortunately, reduced primary volt= age also results in reduced secondary voltage, thereby weakening the spark = right when it needs to be the strongest! The ballasted coil design addresse= s this problem.

=C2=A0=C2=A0=C2=A0Under normal operation, a ballasted ignition works just l= ike a regular ignition, but the components are different. Designs vary but = basically, a ballasted coil's primary resistance is on the order of 1.6= ohms, rather than the 3 ohms of a conventional coil. Inserted in the prima= ry circuit path is a ballast resistor of about 1.4 ohms. The sum of the pri= mary coil winding and the ballast resistor in series, is still 3 ohms. The = ignition current is the same 4 amps as with a conventional coil. The same h= ot spark is provided when the engine is running. The tricky and useful bit = of a ballasted ignition happens at cold start.

=C2=A0=C2=A0=C2=A0When starting, voltage from the ignition switch is applie= d directly to the coil, bypassing the ballast resistor. Assuming the starte= r is pulling the available battery voltage down to about 9 volts, the 1.6 o= hm coil now sees 9 volts at it's primary, for a current of 5.6 amps! So= even with the starter pulling down the available voltage, the ignition sti= ll provides a hotter spark for easy starting. Of course, the numbers quoted= here are generic and they vary with manufacturer, but the concept is the s= ame. Ballasted ignitions are implemented to facilitate cold engine starts.<= br> =C2=A0=C2=A0=C2=A0The ignition's secondary voltage is not continuous. R= ather, it is a pulsed system operating under the control of the distributor= . This device is actually two devices integrated into one case. The high vo= ltage or 'high tension' stated in old-speak, is distributed to the = spark plugs, via the plug wires, by this part of the distributor, thus the = name. The other part of the distributor pulses and times the spark by contr= olling the coil's primary circuit. Both are now discussed.
=C2=A0=C2=A0=C2=A0High voltage distribution is achieved by a rotating conta= ctor, aptly termed the 'rotor'. This device is fed secondary voltag= e at it's center via a contact in the distributor cap. Located around t= he inside of the cap are electrical contacts leading to the connectors on t= he outside and to which plug wires, and therefore, the plugs are connected.= =C2=A0The distributor rotates at one half of the engine crankshaft speed be= cause of the engine's Otto Cycle or 4-stroke design. The rotor spins ar= ound the inside of the cap allowing a precisely timed spark to occur betwee= n the rotor and the appropriate contact in the cap. That voltage then fires= the spark plug on the correct cylinder at the optimal time to ignite the c= harge.
=C2=A0=C2=A0=C2=A0The other function of the distributor is to pulse the coi= l's primary at the right times, and to provide a circuit path for the c= oil's secondary. The first part of this process is rather well understo= od by most mechanics, but the later bit remains shrouded in mystery. Here i= s an explanation.
=C2=A0=C2=A0=C2=A0Inside of the distributor is a cam with the same number o= f 'lobes' as the engine has cylinders. Riding on the cam and mounte= d on the 'breaker plate' are a set of contacts, also called 'po= ints'. The lobes of the cam cause the points to open and close. When cl= osed, the coil primary is grounded allowing a magnetic field to grow to sat= uration in the coil. When the points open the magnetic field collapses and = induces a high voltage in the secondary winding. It is this voltage that pr= ovides the sparks. Therefore, the spark timing is set at the time the point= s open, not close.

=C2=A0=C2=A0=C2=A0Before discussing timing, the purpose of the condenser sh= ould be understood. One side of this device is grounded to the breaker plat= e. The other side of the condenser is connected to the coil-side of the poi= nts. When the points open, the coil is electrically isolated from earth gro= und, except through the condenser, and thus its purpose. The coil's fie= ld collapses induces a high voltage in the secondary. The purpose of the co= ndenser is to provide a current path for that circuit. Many workers claim t= hat the condenser is there to prevent secondary arcing across the points, b= ut that is a benefit, not the reason for the condenser.
=C2=A0=C2=A0=C2=A0Of primary importance is when the spark plugs fire, and t= his timing is also controlled by the distributor. The breaker plate, descri= bed above, is arranged so that it may rotate a few degrees. The rotor is at= tached to a shaft that also may rotate a few degrees, if by a different mec= hanism. The former is modulated by a vacuum capsule, or perhaps two of them= . The later is rotated by a set of rotating weights, acting against two spr= ings, sometimes of different spring constants. In the vernacular, the capsu= les are called the 'vacuum advance'. The flying weights are called = the 'centrifugal advance'. In both cases, the word 'advance'= ; is the key. And before discussing ignition timing, the characteristics of= the burning charge will be discussed.
=C2=A0=C2=A0=C2=A0The goal of any ignition is to arrange for the MEP (Mean = Effective Pressure) caused by combustion, to occur where it can do the most= work. Therefore, timing the ignition is actually timing the MEP to the opt= imal piston position. Fortunately the engine designers have worked through = the maths and have done all the experiments to simplify our task to reading= the manual and making a few adjustments! That said, it is still of value t= o understand why the timing must be varied.
=C2=A0=C2=A0=C2=A0The charge does not immediately flash to fully combusted,= as our experiences with flammable liquids might imply. Rather, the charge = is ignited at the spark plug and the 'flame front' then progresses = across the combustion chamber. The MEP is not achieved instantaneously eith= er so the ignition of the charge has to be in advance of the MEP. This woul= d all seems easy enough to understand if the engine operated at one speed o= nly...but it doesn't.
=C2=A0=C2=A0=C2=A0At slow engine speeds, such as slow idle, the spark timin= g has to occur so that the MEP does the most work. In most engine designs t= his is the 'static timing' and is typically a few degrees BTDC or &= #39;Before Top Dead Center'. Why before? The spark ignites the charge e= arly enough to allow for the travel time of the flame front and for the pre= ssure to build to the MEP.=C2=A0As the engine speed increases, the travel t= ime of the flame front does not, but the piston is moving faster! Therefore= , to place the MEP at the optimal piston position, the charge must be ignit= ed earlier. And this is the sole purpose for the timing advance mechanisms = in the distributor.=C2=A0The author could write more about the centrifugal = advance curve or how the vacuum advance mechanism compensates for engine lo= ad, but those are topics better left for later.
=C2=A0=C2=A0One of the typical failure modes in old British car ignitions i= s the points. With use, the contacts tend to burn and the insulating wiper = riding on the cam wears. In both cases, the timing suffers eventually endin= g in ignition failure. For about $120 the whol= e ignition primary can be upgraded by using a Pertronix Ignitor instead of = the points and condenser. This device includes a circular adapter that fits= over the cam. Imbedded in the adapter are tiny magnets that spin adjacent = to the ignition module. Impulses from the magnets cause the internal circui= t to pulse the ignition electronically, with no moving parts! This system p= rovides a maintenance free ignition primary.
=C2=A0=C2=A0=C2=A0Unfortunately, the rest of the old distributor components= are typically worn or damaged. Most old British cars enjoyed by collectors= are 40-years-old or older! A lot of wear can happen in 40+ years. Bushings= wear from lack of lubrication, pivots wear in the advance mechanisms, and = previous owners may have done quite nefarious things! The author has even f= ound ball point pen (biro) springs substituted for the springs on the centr= ifugal advance! There are three choices available to remedy these problems:= totally rebuild the distributor - a task beyond the skill set of most amat= eur mechanics, buy a period-correct replacement distributor, either new or = professionally rebuilt, or buy a new Pertronix distributor, already equippe= d with an electronic primary trigger system.
=C2=A0 =C2=A0Symptoms of di= stributor wear include the inability to set a smooth, slow idle, and timing= instability at low engine speeds as indicated by a timing light. The autho= r recommends the Pertronix distributor. His MG TD and TR3b both have these = upgrades and both have beautifully smooth slow idles, and trouble free igni= tions.

--000000000000d52d7e05901fb1da-- --===============2204616673513953617== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============2204616673513953617==-- From 6pack-bounces@autox.team.net Thu Aug 15 07:29:54 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id 2AB9AA10DB for ; Thu, 15 Aug 2019 07:29:54 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from dnvrco-cmomta02.email.rr.com (unknown [107.14.73.232]) by autox.team.net (Postfix) with ESMTP id BF892A0D41 for <6pack@autox.team.net>; Thu, 15 Aug 2019 07:26:39 -0600 (MDT) Received: from [192.168.1.145] ([67.249.155.254]) by cmsmtp with ESMTPA id yFm0hzNhUiYm2yFm2hKh4o; Thu, 15 Aug 2019 13:26:39 +0000 References: To: six pack <6pack@autox.team.net> Date: Thu, 15 Aug 2019 09:26:36 -0400 User-Agent: Mozilla/5.0 (X11; Linux x86_64; rv:60.0) Gecko/20100101 Thunderbird/60.8.0 Content-Language: en-US JkNGuUGQcS4bIU8A7WlgNLjik2+nsQVkJWDng3OA4W3zE2wO2nbHWVrxZ0hqTIa0UGHNVJWdsTVxwA== Subject: [6pack] speedo cable From: Bob via 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net This is a multi-part message in MIME format. --===============4680165520818435507== boundary="------------117AADCC0C1070345606E053" Content-Language: en-US This is a multi-part message in MIME format. --------------117AADCC0C1070345606E053 Content-Transfer-Encoding: 7bit Hello, I need to replace the speedo cable on my 72 6. A few years ago someone posted a link to a guy who sold them and they were of high quality. I had the link but it is on my old gone to heaven desktop. Can anyone post the contact info please if they have it? Thanks, Bob in Central NY --------------117AADCC0C1070345606E053 Content-Transfer-Encoding: 7bit

Hello,

I need to replace the speedo cable on my 72 6.

A few years ago someone posted a link to a guy who sold them and they were of high quality. I had the link but it is on my old gone to heaven desktop.

Can anyone post the contact info please if they have it?

Thanks,

Bob in Central NY

--------------117AADCC0C1070345606E053-- --===============4680165520818435507== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============4680165520818435507==-- From 6pack-bounces@autox.team.net Thu Aug 15 11:19:36 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id 90443A113C for ; Thu, 15 Aug 2019 11:19:36 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from mail-io1-f42.google.com (unknown [209.85.166.42]) by autox.team.net (Postfix) with ESMTP id 68C32A1026 for <6pack@autox.team.net>; Thu, 15 Aug 2019 11:19:27 -0600 (MDT) Received: by mail-io1-f42.google.com with SMTP id x4so634335iog.13 for <6pack@autox.team.net>; Thu, 15 Aug 2019 10:19:27 -0700 (PDT) h=mime-version:from:date:message-id:subject:to; bh=8So7VQoSNitRDd89ZWZzR4AEmDfeeTq+jFFBVPi8oLs=; b=VDuyoly1ozNe6gJiwPm/EFDWw/AoEqYCd768SZH/ly7YKMhykhAWE2Aes+GtcnvasP gtvzbu69Tjnu8E7E1cKCtM61RtXOK064Vf/UqDvtjspo7yNNmgQh0Puq7twFOpmex938 IutpJfpaNA4OP+pn3ERt8qiRlAu3aNpHvYzGok8FIYDvZAdn8fpwEe3WkhWrPQ2x0lQb WWshDG/SlH3epS3l2w5zo6U3xjea5W1i8MFCm1Sk7ihKqDLYPIc9p5wH8LWbxzA5EYE/ v1d8ena3wX8NdkH22k7ZThZjafCYdjgBpUTJmOIUdeLwNlPxichrnKndXuBnPN/1f1LB fKfQ== d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:from:date:message-id:subject:to; bh=8So7VQoSNitRDd89ZWZzR4AEmDfeeTq+jFFBVPi8oLs=; b=orQv+6/uwVlktJdpMFp6M6mFzyYsHvVoKijs3bY61GyADvkAIHMPvZ0QlUZb/64Ffp bXh11GLvZwypCxY52F+QOLFu3ljfkMu6u9ku14D+oKSVrhsUJOB0m22eoDUlpibTOo9M O0Icl7Msk9CS6yEb0/TNWntlZSxvcq74U0Yh01lb/HPCPZ2XIDfpnTcwSIYvXD0vkdUn l0pRTYRyLdvV4A2kE52G72nFD9HYqqs8bc5ldGMpyemf2X5u5crp3K+YnBCqYoN0BL29 G5Z/5X8/dAWoiz9yXUQjqxxVzTq/tWrDJ/bfcmRVloicvYrlCkoWdLfQikPHAReocAkk vYlQ== uM43sCVYguqWI2OBiz/cSrJMZ1eBRi9fCXX5cNNoiw== Thu, 15 Aug 2019 10:19:26 -0700 (PDT) Date: Thu, 15 Aug 2019 07:19:14 -1000 To: TR6 <6pack@autox.team.net> Subject: [6pack] Restoration, on a budget: zinc From: Richard Lindsay via 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net --===============2473417165839371948== --000000000000605d7305902b13cd Hello Friends, My family is from Scotland and the phrase, 'Scott free' is not just an accident. We are frugal. Said another way, we tend to know how to economize. Here's an example. My TR6 project, independent of how pretty it turns out, is to be a 'driver'. Its not original but its also not butchered. Now let me put this and the previous paragraph together. Around here, having parts plated with yellow zinc chromate is a challenge. Either a shop to do the work is hard to find or said shop looses NLA parts! The hassle, risk, and the cost are just not worth it for a 'driver'. So what does one do? Paint...and I don't mean a fancy, expensive multi-step kit. I just go to the autoparts store and select a can of spray touchup paint in about yellow zinc chromate color. I then spray the clean and degreased part with a light coat of silver/aluminum engine paint. Then, while the silver paint is still wet, I spray a very light dusting of the chosen yellow-gold color paint, sprayed from way back so that it isn't even. The color dusting melts into the silver paint leaving a pleasant almost yellow zinc appearance. Perfect? Oh heck no. But it is certainly acceptable for my driver projects, and the cost is about eight dollars to do every part needed on a dozen cars! Here are the door latches for my TR6. They will be just fine. http://aubard.us/75_Triumph/20190227_094022.jpg Here are the window lift bits, done the same, for no reason other than they needed rust proofing - and I wanted to do so. Also helped with the practicing. http://aubard.us/75_Triumph/20190306_110721.jpg Rick --000000000000605d7305902b13cd Content-Transfer-Encoding: quoted-printable

Hello Friends,

= =C2=A0 =C2=A0My family is from Scotland and the phrase, 'Scott free'= ; is not just an accident. We are frugal. Said another way, we tend to know= how to economize.=C2=A0 Here's an example.

=C2= =A0 =C2=A0My TR6 project, independent of how pretty it turns out, is to be = a 'driver'. Its not original but its also not butchered. Now let me= put this and the previous paragraph together.

=C2= =A0 =C2=A0Around here, having parts plated with yellow zinc=C2=A0chromate=C2=A0is a challenge. Either a = shop to do the work is hard to find or said shop looses NLA parts! The hass= le, risk, and the cost are just not worth it for a 'driver'. So wha= t does one do? Paint...and I don't mean a fancy, expensive multi-step k= it.

=C2=A0 =C2=A0I just go to the autoparts store an= d select a can of spray touchup paint in about yellow zinc chromate color. = I then spray the clean and degreased part with a light coat of silver/alumi= num engine paint. Then, while the silver paint is still wet, I spray a very= light dusting of the chosen yellow-gold color paint, sprayed from way back= so that it isn't even. The color dusting melts into the silver paint l= eaving a pleasant almost yellow zinc appearance. Perfect? Oh heck no. But i= t is certainly acceptable for my driver projects, and the cost is about eig= ht dollars to do every part needed on a dozen cars!

= =C2=A0 =C2=A0Here are the door latches for my TR6. They will be just fine.<= /div>

http://aubard.us/75_Triumph/20190227_094022.jpg

=C2=A0 =C2=A0Here are the window li= ft bits, done the same, for no reason other than they needed rust proofing = - and I wanted to do so. Also helped with the practicing.

http://aubard.us/75_Triumph/20190306_110721.jpg
<= /div>

Rick

--000000000000605d7305902b13cd-- --===============2473417165839371948== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============2473417165839371948==-- From 6pack-bounces@autox.team.net Thu Aug 15 12:06:59 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id A48F7A1676 for ; Thu, 15 Aug 2019 12:06:59 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from mail-io1-f51.google.com (unknown [209.85.166.51]) by autox.team.net (Postfix) with ESMTP id AA5AAA165E for <6pack@autox.team.net>; Thu, 15 Aug 2019 12:03:57 -0600 (MDT) Received: by mail-io1-f51.google.com with SMTP id 18so915911ioe.10 for <6pack@autox.team.net>; Thu, 15 Aug 2019 11:03:57 -0700 (PDT) h=mime-version:references:in-reply-to:from:date:message-id:subject:to; bh=HJLzz040W2PCZnXFn0vxb6WvQm//PXlbmmQLzwxSA9k=; b=b4Zho1jpJV0IUqUTSBGgJwOc3k5mqTnuD7JyRxJubC3FlatCKtImivQWz3Nmqj0Ccs o7y6AAtY692BhsTC5EAoKxxziO4GvaZPXY6IdA0xOdtUWoqDuB99G0V5lYYZSNcAeXrC rupTLZCkPZ/EN47PY+fonAKGBpIWeqvWzQT2OdgAf+Uj6PPGcYkoUxYqRhaBYvjoPCIT Yk6bIRHvr/RKzFF/pSh3nnd7jog8JxZulDZRp2YWuvO7IW8vJC18nRuwO2/Zy4mpHOEG tQW2RHn72pIPyHtTwR1/UQ4LlUbwC7h8RRM6uVyyIWKrTWpMAY2I5BJKPdm1ltnBAz6g iPDg== d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:references:in-reply-to:from:date :message-id:subject:to; bh=HJLzz040W2PCZnXFn0vxb6WvQm//PXlbmmQLzwxSA9k=; b=Ny3ZA3bHt2Z4QZbhfWhXqMd/LTncvwgHPm6ulJk5e1Xk8Osdl1aEUBTXMfNmzsszPV SASy7keOHdIYnNCLxKtPftOP3OvDnfPyQhMcA18V12TZWzIBNcnaakglMJdvWW+gSTeo UtA2Ffb78Sx7giUojOk9VFlQ543mS2f0Cw0a/EMk7nhhlgtsBDOl0V4/iGZaFBoG5qpp T1czZGvt71y0qUF8lDSGkcXSGdqRSnGS3phdXunm1nciZ8wvme5iJeifoCIT48O0/xQv 7LB5AJ4y8spJP7B0thiWYjsQ0QipdobD2puW2rJ751bNypaDSVFBH65O5y8Q2AEp3LP0 YAzg== uMd+7ha/vRCUSt2Sp5CV4qL+C98L09BRRFMiv0pOKA== Thu, 15 Aug 2019 11:03:55 -0700 (PDT) References: Date: Thu, 15 Aug 2019 08:03:44 -1000 To: 6pack <6pack@autox.team.net> Subject: Re: [6pack] Ignition (Loooong From: Richard Lindsay via 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net --===============2028525827880285170== --0000000000007bb2d405902bb2ba Content-Transfer-Encoding: quoted-printable Sorry Friends, I did not mean for the text to read like an ad for Pertronix. That text was written for a friend having ignition problems and it WAS a recommendation for him to buy the Pertronix distributor. I have just found that the module and the full distributer worked so well for me. I should drop the name from the text and use the generic terms. Rick On Wed, Aug 14, 2019, 5:44 PM Richard Lindsay wrote: > Hello Friends, > Here is the next piece that I wrote a bit ago. I hope you find them > informative. > > In this work, the function of the ignition condenser is debatable. Som= e > have considered these words apocryphal. Some have offered alternative > discussion. And some have found them based in elementary physics. You > decide. > > Rick > > Ignition System > > The ignition system on older British sports cars is comprised of a > number of components, all of which need to be in top operating condition > for maximum performance. Working backwards from the engine, these parts a= re > the spark plugs, plug wires, distributor, coil, and in some cases, a > ballast resistor. > > Spark plugs, or 'sparking plugs' as they are quoted in the British car > manuals, are the components that ignite the charge. An electric spark fro= m > the center electrode to ground heats the charge, ionizing it and starting > oxidation. The 'flame front' then travels across the combustion chamber. = As > it does so, the MEP, or Mean Effective Pressure, increases to a maximum, > pushing the piston down the bore. More on that later but first, here is t= he > anatomy of a spark(ing) plug. > > The plug is an electrical device. It has a central electrode extending > from a connection at the outside, to a tip inside the combustion chamber. > It is supported by and sealed within a ceramic insulator. The exposed > length of the ceramic insulator sets the 'heat range' of the plug. Short > insulators conduct heat away from the tip more quickly. Long ones cool mo= re > slowly. Too cold and deposits are left on the tip and insulator. Too hot > and the tip material may burn and remain too hot, causing pre-ignition of > the charge. The engine designers understood the heat characteristics of t= he > various engines and have specified the ideal heat range for plugs in each > application. > > Plug choices are like oil choices. Every manufacturer has a marketing > campaign claiming their plug is the best. And like the oil additive > industry, there are a number of added-on doodads to plug tip design. > > The most basic plug electrode design, and the design for which these > older engines were intended, is a plug with a copper or copper plated > central electrode and a steel ground or earth electrode extending from th= e > edge of the threads, going up and over the central tip. The gap between t= he > tip and the ground will be discussed later. > > Arguably, the biggest improvement in spark plug design is the > application of rare metals to the tip design. Platinum and iridium are us= ed > because they withstand high heat better than copper. Copper tends to melt > and burn away with use. These high-end plugs will probably outlast the > engine, unless contaminated. > > Other manufacturers, eager to capture market share, have engineered ne= w > plug designs utilizing multiple ground electrodes in various orientations= , > each claiming superior performance, greater power and extended life. They > are a waste of time and money in this author's opinion. Premium platinum = or > iridium plugs are the author=E2=80=99s plugs of choice. Old design copper= electrode > plugs are perfectly acceptable too, but expect to re-gap or change the > plugs as part of the routine maintenance. > The 'reach' of a plug is the length of the threaded portion of the > body. It is the bit that screws into the head. The reach must match the > engine maker's design. Too short and the spark doesn't occur within the > combustion chamber. Too long and the plug extends too far into the > combustion chamber, inviting physical damage. Plug reach must match the > engine designer's specification. > Regardless of the type of plug chosen, assuming the reach and heat > range are correct, the plug threads should be lubricated before > installation. Copper infused thread lubricant, applied sparingly to the n= ew > plug threads, is ideal. This is very important for engines with alloy > heads! The plug's steel threads can easily damage the head=E2=80=99s soft= er alloy > plug-hole threads. This can happen either by physical damage, such as > cross-threading or over-tightening, or by the action of dissimilar metals > placed in contact. Thread lubricant minimizes head damage. The author use= s > lubricant even for iron heads since the copper particles marginally impro= ve > heat flow, thereby cooling the plug. Perhaps that's over-kill but it > certainly makes plug changes easier. > Before installing the spark plugs, the electrode gap should be set. A > typical gap is 0.025", or 0.64mm, and this is often the gap found, straig= ht > out of the plug's box. However, the engine maker=E2=80=99s specification = should be > followed and the gap set properly. In all cases, the gap is set by bendin= g > the ground electrode, never by touching the central electrode. That eleme= nt > is surrounded by brittle ceramic and may be damaged. > The physicist in the author requires that he write a little bit about > the anatomy of the spark. The spark is comprised of two phenomena; the > capacitive component that lasts only a few microseconds, and the much > longer electrical component that produces the big, fat, hot spark. It is > argued that a properly tuned and warmed up engine can run on the capaciti= ve > component only, but they never do. Rather, the high voltage electrical > spark is needed to heat the charge, thereby vaporizing any wetted charge = on > the electrodes, and further promoting ionization of the charge between th= e > electrodes. And this is where proper electrode gap becomes important. A > wider gap provides a hotter spark as is required to adequately heat the > charge, especially for cold starts. However, a wider gap requires more > secondary voltage to spark. This topic leads us to the ignition coil. > High voltage from the coil's secondary winding travels through the > distributor and the plug wires, out to the spark plugs. The distributor a= nd > plug wires will be discussed later but first, here is a discussion of the > coil. The ignition coil is an autoformer. That is, it is a transformer wi= th > one side of the primary winding and one side of the secondary winding > connected together. This side of the circuit is connected to the coil's (= - > ) or 'CB' post. The later descriptor means Contact Block and is a better > designation since this is also the connection for older positive earth ca= rs > like the MG T-series of cars. In that case, the ( - ) marking is a misnom= er. > > A transformer is a voltage multiplier. Any deeper discussion of > electromagnetic theory is not helpful for our purposes. Stated more simpl= y, > the coil's secondary contains thousands more turns of wire than does the > primary. Both are wound around a soft iron core. The ratio of turns, > primary to secondary, defines how much the primary voltage is 'stepped up= '. > An automobile coil typically produces about 20,000 volts at the secondary= , > from its 12 volts primary. This is the voltage that is fed to the plugs. > > Some ignition designs incorporate a ballast resistor in series with th= e > coil's primary circuit. The reason for this design will become apparent > shortly. A conventional coil is designed for 12 volts, applied directly t= o > the primary. The primary coil winding is typically about 3 ohms resistanc= e. > So at 12 volts, a current of 4 amps, flows. ( I =3D E /R ) All is well an= d > good for normal operation but what about start up? During cold weather th= e > starter has to work harder to spin the engine. And when doing so, it > demands more current from the battery. In fact, the battery voltage is > pulled down to 9 volts or less during these cold starts. We've all seen t= he > lights dim during starting. Unfortunately, reduced primary voltage also > results in reduced secondary voltage, thereby weakening the spark right > when it needs to be the strongest! The ballasted coil design addresses th= is > problem. > > Under normal operation, a ballasted ignition works just like a regular > ignition, but the components are different. Designs vary but basically, a > ballasted coil's primary resistance is on the order of 1.6 ohms, rather > than the 3 ohms of a conventional coil. Inserted in the primary circuit > path is a ballast resistor of about 1.4 ohms. The sum of the primary coil > winding and the ballast resistor in series, is still 3 ohms. The ignition > current is the same 4 amps as with a conventional coil. The same hot spar= k > is provided when the engine is running. The tricky and useful bit of a > ballasted ignition happens at cold start. > > When starting, voltage from the ignition switch is applied directly to > the coil, bypassing the ballast resistor. Assuming the starter is pulling > the available battery voltage down to about 9 volts, the 1.6 ohm coil now > sees 9 volts at it's primary, for a current of 5.6 amps! So even with the > starter pulling down the available voltage, the ignition still provides a > hotter spark for easy starting. Of course, the numbers quoted here are > generic and they vary with manufacturer, but the concept is the same. > Ballasted ignitions are implemented to facilitate cold engine starts. > The ignition's secondary voltage is not continuous. Rather, it is a > pulsed system operating under the control of the distributor. This device > is actually two devices integrated into one case. The high voltage or 'hi= gh > tension' stated in old-speak, is distributed to the spark plugs, via the > plug wires, by this part of the distributor, thus the name. The other par= t > of the distributor pulses and times the spark by controlling the coil's > primary circuit. Both are now discussed. > High voltage distribution is achieved by a rotating contactor, aptly > termed the 'rotor'. This device is fed secondary voltage at it's center v= ia > a contact in the distributor cap. Located around the inside of the cap ar= e > electrical contacts leading to the connectors on the outside and to which > plug wires, and therefore, the plugs are connected. The distributor rotat= es > at one half of the engine crankshaft speed because of the engine's Otto > Cycle or 4-stroke design. The rotor spins around the inside of the cap > allowing a precisely timed spark to occur between the rotor and the > appropriate contact in the cap. That voltage then fires the spark plug on > the correct cylinder at the optimal time to ignite the charge. > The other function of the distributor is to pulse the coil's primary a= t > the right times, and to provide a circuit path for the coil's secondary. > The first part of this process is rather well understood by most mechanic= s, > but the later bit remains shrouded in mystery. Here is an explanation. > Inside of the distributor is a cam with the same number of 'lobes' as > the engine has cylinders. Riding on the cam and mounted on the 'breaker > plate' are a set of contacts, also called 'points'. The lobes of the cam > cause the points to open and close. When closed, the coil primary is > grounded allowing a magnetic field to grow to saturation in the coil. Whe= n > the points open the magnetic field collapses and induces a high voltage i= n > the secondary winding. It is this voltage that provides the sparks. > Therefore, the spark timing is set at the time the points open, not close= . > > Before discussing timing, the purpose of the condenser should be > understood. One side of this device is grounded to the breaker plate. The > other side of the condenser is connected to the coil-side of the points. > When the points open, the coil is electrically isolated from earth ground= , > except through the condenser, and thus its purpose. The coil's field > collapses induces a high voltage in the secondary. The purpose of the > condenser is to provide a current path for that circuit. Many workers cla= im > that the condenser is there to prevent secondary arcing across the points= , > but that is a benefit, not the reason for the condenser. > Of primary importance is when the spark plugs fire, and this timing is > also controlled by the distributor. The breaker plate, described above, i= s > arranged so that it may rotate a few degrees. The rotor is attached to a > shaft that also may rotate a few degrees, if by a different mechanism. Th= e > former is modulated by a vacuum capsule, or perhaps two of them. The late= r > is rotated by a set of rotating weights, acting against two springs, > sometimes of different spring constants. In the vernacular, the capsules > are called the 'vacuum advance'. The flying weights are called the > 'centrifugal advance'. In both cases, the word 'advance' is the key. And > before discussing ignition timing, the characteristics of the burning > charge will be discussed. > The goal of any ignition is to arrange for the MEP (Mean Effective > Pressure) caused by combustion, to occur where it can do the most work. > Therefore, timing the ignition is actually timing the MEP to the optimal > piston position. Fortunately the engine designers have worked through the > maths and have done all the experiments to simplify our task to reading t= he > manual and making a few adjustments! That said, it is still of value to > understand why the timing must be varied. > The charge does not immediately flash to fully combusted, as our > experiences with flammable liquids might imply. Rather, the charge is > ignited at the spark plug and the 'flame front' then progresses across th= e > combustion chamber. The MEP is not achieved instantaneously either so the > ignition of the charge has to be in advance of the MEP. This would all > seems easy enough to understand if the engine operated at one speed > only...but it doesn't. > At slow engine speeds, such as slow idle, the spark timing has to occu= r > so that the MEP does the most work. In most engine designs this is the > 'static timing' and is typically a few degrees BTDC or 'Before Top Dead > Center'. Why before? The spark ignites the charge early enough to allow f= or > the travel time of the flame front and for the pressure to build to the > MEP. As the engine speed increases, the travel time of the flame front do= es > not, but the piston is moving faster! Therefore, to place the MEP at the > optimal piston position, the charge must be ignited earlier. And this is > the sole purpose for the timing advance mechanisms in the distributor. Th= e > author could write more about the centrifugal advance curve or how the > vacuum advance mechanism compensates for engine load, but those are topic= s > better left for later. > One of the typical failure modes in old British car ignitions is the > points. With use, the contacts tend to burn and the insulating wiper ridi= ng > on the cam wears. In both cases, the timing suffers eventually ending in > ignition failure. For about $120 the whole ignition primary can be > upgraded by using a Pertronix Ignitor instead of the points and condenser= . > This device includes a circular adapter that fits over the cam. Imbedded = in > the adapter are tiny magnets that spin adjacent to the ignition module. > Impulses from the magnets cause the internal circuit to pulse the ignitio= n > electronically, with no moving parts! This system provides a maintenance > free ignition primary. > Unfortunately, the rest of the old distributor components are typicall= y > worn or damaged. Most old British cars enjoyed by collectors are > 40-years-old or older! A lot of wear can happen in 40+ years. Bushings we= ar > from lack of lubrication, pivots wear in the advance mechanisms, and > previous owners may have done quite nefarious things! The author has even > found ball point pen (biro) springs substituted for the springs on the > centrifugal advance! There are three choices available to remedy these > problems: totally rebuild the distributor - a task beyond the skill set o= f > most amateur mechanics, buy a period-correct replacement distributor, > either new or professionally rebuilt, or buy a new Pertronix distributor, > already equipped with an electronic primary trigger system. > Symptoms of distributor wear include the inability to set a smooth, > slow idle, and timing instability at low engine speeds as indicated by a > timing light. The author recommends the Pertronix distributor. His MG TD > and TR3b both have these upgrades and both have beautifully smooth slow > idles, and trouble free ignitions. > --0000000000007bb2d405902bb2ba Content-Transfer-Encoding: quoted-printable

Sorry Friends,

=C2=A0 =C2=A0I= did not mean for the text to read like an ad for Pertronix. That text was = written for a friend having ignition problems and it WAS a recommendation f= or him to buy the Pertronix distributor. I have just found that the module = and the full distributer worked so well for me. I should drop the name from= the text and use the generic terms.

Rick

On Wed, Aug 14, 2019, 5:44 PM Richard Lindsay= <richardolindsay@gmail.com= > wrote:

<= div dir=3D"auto" style=3D"font-family:sans-serif">Hello Friends,
=C2=A0 =C2=A0Here is the next= piece that I wrote a bit ago. I hope you find them informative.=C2=A0

=C2=A0 =C2=A0In this work, the functi= on of the ignition condenser is debatable. Some have considered these words= apocryphal. Some have offered alternative discussion. And some have found = them based in elementary physics. You decide.

Rick
=
Ignition Syste= m

=C2=A0=C2=A0=C2=A0The ignition system on older British sports cars is compr= ised of a number of components, all of which need to be in top operating co= ndition for maximum performance. Working backwards from the engine, these p= arts are the spark plugs, plug wires, distributor, coil, and in some cases,= a ballast resistor.

=C2=A0=C2=A0=C2=A0Spark plugs, or 'sparking plugs' as they are quot= ed in the British car manuals, are the components that ignite the charge. A= n electric spark from the center electrode to ground heats the charge, ioni= zing it and starting oxidation. The 'flame front' then travels acro= ss the combustion chamber. As it does so, the MEP, or Mean Effective Pressu= re, increases to a maximum, pushing the piston down the bore. More on that = later but first, here is the anatomy of a spark(ing) plug.

=C2=A0=C2=A0=C2=A0The plug is an electrical device. It has a central electr= ode extending from a connection at the outside, to a tip inside the combust= ion chamber. It is supported by and sealed within a ceramic insulator. The = exposed length of the ceramic insulator sets the 'heat range' of th= e plug. Short insulators conduct heat away from the tip more quickly. Long = ones cool more slowly. Too cold and deposits are left on the tip and insula= tor. Too hot and the tip material may burn and remain too hot, causing pre-= ignition of the charge. The engine designers understood the heat characteri= stics of the various engines and have specified the ideal heat range for pl= ugs in each application.

=C2=A0=C2=A0=C2=A0Plug choices are like oil choices. Every manufacturer has= a marketing campaign claiming their plug is the best. And like the oil add= itive industry, there are a number of added-on doodads to plug tip design.<= br>
=C2=A0=C2=A0=C2=A0The most basic plug electrode design, and the design for = which these older engines were intended, is a plug with a copper or copper = plated central electrode and a steel ground or earth electrode extending fr= om the edge of the threads, going up and over the central tip. The gap betw= een the tip and the ground will be discussed later.

=C2=A0=C2=A0=C2=A0Arguably, the biggest improvement in spark plug design is= the application of rare metals to the tip design. Platinum and iridium are= used because they withstand high heat better than copper. Copper tends to = melt and burn away with use. These high-end plugs will probably outlast the= engine, unless contaminated.

=C2=A0=C2=A0=C2=A0Other manufacturers, eager to capture market share, have = engineered new plug designs utilizing multiple ground electrodes in various= orientations, each claiming superior performance, greater power and extend= ed life. They are a waste of time and money in this author's opinion. P= remium platinum or iridium plugs are the author=E2=80=99s plugs of choice. = Old design copper electrode plugs are perfectly acceptable too, but expect = to re-gap or change the plugs as part of the routine maintenance.
=C2=A0=C2=A0=C2=A0The 'reach' of a plug is the length of the thread= ed portion of the body. It is the bit that screws into the head. The reach = must match the engine maker's design. Too short and the spark doesn'= ;t occur within the combustion chamber. Too long and the plug extends too f= ar into the combustion chamber, inviting physical damage. Plug reach must m= atch the engine designer's specification.
=C2=A0=C2=A0=C2=A0Regardless of the type of plug chosen, assuming the reach= and heat range are correct, the plug threads should be lubricated before i= nstallation. Copper infused thread lubricant, applied sparingly to the new = plug threads, is ideal. This is very important for engines with alloy heads= ! The plug's steel threads can easily damage the head=E2=80=99s softer = alloy plug-hole threads. This can happen either by physical damage, such as= cross-threading or over-tightening, or by the action of dissimilar metals = placed in contact. Thread lubricant minimizes head damage. The author uses = lubricant even for iron heads since the copper particles marginally improve= heat flow, thereby cooling the plug. Perhaps that's over-kill but it c= ertainly makes plug changes easier.
=C2=A0=C2=A0=C2=A0Before installing the spark plugs, the electrode gap shou= ld be set. A typical gap is 0.025", or 0.64mm, and this is often the g= ap found, straight out of the plug's box. However, the engine maker=E2= =80=99s specification should be followed and the gap set properly. In all c= ases, the gap is set by bending the ground electrode, never by touching the= central electrode. That element is surrounded by brittle ceramic and may b= e damaged.
=C2=A0=C2=A0=C2=A0The physicist in the author requires that he write a litt= le bit about the anatomy of the spark. The spark is comprised of two phenom= ena; the capacitive component that lasts only a few microseconds, and the m= uch longer electrical component that produces the big, fat, hot spark. It i= s argued that a properly tuned and warmed up engine can run on the capaciti= ve component only, but they never do. Rather, the high voltage electrical s= park is needed to heat the charge, thereby vaporizing any wetted charge on = the electrodes, and further promoting ionization of the charge between the = electrodes. And this is where proper electrode gap becomes important. A wid= er gap provides a hotter spark as is required to adequately heat the charge= , especially for cold starts. However, a wider gap requires more secondary = voltage to spark. This topic leads us to the ignition coil.
=C2=A0=C2=A0=C2=A0High voltage from the coil's secondary winding travel= s through the distributor and the plug wires, out to the spark plugs. The d= istributor and plug wires will be discussed later but first, here is a disc= ussion of the coil.=C2=A0The ignition coil is an autoformer. That is, it is= a transformer with one side of the primary winding and one side of the sec= ondary winding connected together. This side of the circuit is connected to= the coil's ( - ) or 'CB' post. The later descriptor means Cont= act Block and is a better designation since this is also the connection for= older positive earth cars like the MG T-series of cars. In that case, the = ( - ) marking is a misnomer.

=C2=A0=C2=A0=C2=A0A transformer is a voltage multiplier. Any deeper discuss= ion of electromagnetic theory is not helpful for our purposes. Stated more = simply, the coil's secondary contains thousands more turns of wire than= does the primary. Both are wound around a soft iron core. The ratio of tur= ns, primary to secondary, defines how much the primary voltage is 'step= ped up'. An automobile coil typically produces about 20,000 volts at th= e secondary, from its 12 volts primary. This is the voltage that is fed to = the plugs.

=C2=A0=C2=A0=C2=A0Some ignition designs incorporate a ballast resistor in s= eries with the coil's primary circuit. The reason for this design will = become apparent shortly. A conventional coil is designed for 12 volts, appl= ied directly to the primary. The primary coil winding is typically about 3 = ohms resistance. So at 12 volts, a current of 4 amps, flows. ( I =3D E /R )= All is well and good for normal operation but what about start up? During = cold weather the starter has to work harder to spin the engine. And when do= ing so, it demands more current from the battery. In fact, the battery volt= age is pulled down to 9 volts or less during these cold starts. We've a= ll seen the lights dim during starting. Unfortunately, reduced primary volt= age also results in reduced secondary voltage, thereby weakening the spark = right when it needs to be the strongest! The ballasted coil design addresse= s this problem.

=C2=A0=C2=A0=C2=A0Under normal operation, a ballasted ignition works just l= ike a regular ignition, but the components are different. Designs vary but = basically, a ballasted coil's primary resistance is on the order of 1.6= ohms, rather than the 3 ohms of a conventional coil. Inserted in the prima= ry circuit path is a ballast resistor of about 1.4 ohms. The sum of the pri= mary coil winding and the ballast resistor in series, is still 3 ohms. The = ignition current is the same 4 amps as with a conventional coil. The same h= ot spark is provided when the engine is running. The tricky and useful bit = of a ballasted ignition happens at cold start.

=C2=A0=C2=A0=C2=A0When starting, voltage from the ignition switch is applie= d directly to the coil, bypassing the ballast resistor. Assuming the starte= r is pulling the available battery voltage down to about 9 volts, the 1.6 o= hm coil now sees 9 volts at it's primary, for a current of 5.6 amps! So= even with the starter pulling down the available voltage, the ignition sti= ll provides a hotter spark for easy starting. Of course, the numbers quoted= here are generic and they vary with manufacturer, but the concept is the s= ame. Ballasted ignitions are implemented to facilitate cold engine starts.<= br> =C2=A0=C2=A0=C2=A0The ignition's secondary voltage is not continuous. R= ather, it is a pulsed system operating under the control of the distributor= . This device is actually two devices integrated into one case. The high vo= ltage or 'high tension' stated in old-speak, is distributed to the = spark plugs, via the plug wires, by this part of the distributor, thus the = name. The other part of the distributor pulses and times the spark by contr= olling the coil's primary circuit. Both are now discussed.
=C2=A0=C2=A0=C2=A0High voltage distribution is achieved by a rotating conta= ctor, aptly termed the 'rotor'. This device is fed secondary voltag= e at it's center via a contact in the distributor cap. Located around t= he inside of the cap are electrical contacts leading to the connectors on t= he outside and to which plug wires, and therefore, the plugs are connected.= =C2=A0The distributor rotates at one half of the engine crankshaft speed be= cause of the engine's Otto Cycle or 4-stroke design. The rotor spins ar= ound the inside of the cap allowing a precisely timed spark to occur betwee= n the rotor and the appropriate contact in the cap. That voltage then fires= the spark plug on the correct cylinder at the optimal time to ignite the c= harge.
=C2=A0=C2=A0=C2=A0The other function of the distributor is to pulse the coi= l's primary at the right times, and to provide a circuit path for the c= oil's secondary. The first part of this process is rather well understo= od by most mechanics, but the later bit remains shrouded in mystery. Here i= s an explanation.
=C2=A0=C2=A0=C2=A0Inside of the distributor is a cam with the same number o= f 'lobes' as the engine has cylinders. Riding on the cam and mounte= d on the 'breaker plate' are a set of contacts, also called 'po= ints'. The lobes of the cam cause the points to open and close. When cl= osed, the coil primary is grounded allowing a magnetic field to grow to sat= uration in the coil. When the points open the magnetic field collapses and = induces a high voltage in the secondary winding. It is this voltage that pr= ovides the sparks. Therefore, the spark timing is set at the time the point= s open, not close.

=C2=A0=C2=A0=C2=A0Before discussing timing, the purpose of the condenser sh= ould be understood. One side of this device is grounded to the breaker plat= e. The other side of the condenser is connected to the coil-side of the poi= nts. When the points open, the coil is electrically isolated from earth gro= und, except through the condenser, and thus its purpose. The coil's fie= ld collapses induces a high voltage in the secondary. The purpose of the co= ndenser is to provide a current path for that circuit. Many workers claim t= hat the condenser is there to prevent secondary arcing across the points, b= ut that is a benefit, not the reason for the condenser.
=C2=A0=C2=A0=C2=A0Of primary importance is when the spark plugs fire, and t= his timing is also controlled by the distributor. The breaker plate, descri= bed above, is arranged so that it may rotate a few degrees. The rotor is at= tached to a shaft that also may rotate a few degrees, if by a different mec= hanism. The former is modulated by a vacuum capsule, or perhaps two of them= . The later is rotated by a set of rotating weights, acting against two spr= ings, sometimes of different spring constants. In the vernacular, the capsu= les are called the 'vacuum advance'. The flying weights are called = the 'centrifugal advance'. In both cases, the word 'advance'= ; is the key. And before discussing ignition timing, the characteristics of= the burning charge will be discussed.
=C2=A0=C2=A0=C2=A0The goal of any ignition is to arrange for the MEP (Mean = Effective Pressure) caused by combustion, to occur where it can do the most= work. Therefore, timing the ignition is actually timing the MEP to the opt= imal piston position. Fortunately the engine designers have worked through = the maths and have done all the experiments to simplify our task to reading= the manual and making a few adjustments! That said, it is still of value t= o understand why the timing must be varied.
=C2=A0=C2=A0=C2=A0The charge does not immediately flash to fully combusted,= as our experiences with flammable liquids might imply. Rather, the charge = is ignited at the spark plug and the 'flame front' then progresses = across the combustion chamber. The MEP is not achieved instantaneously eith= er so the ignition of the charge has to be in advance of the MEP. This woul= d all seems easy enough to understand if the engine operated at one speed o= nly...but it doesn't.
=C2=A0=C2=A0=C2=A0At slow engine speeds, such as slow idle, the spark timin= g has to occur so that the MEP does the most work. In most engine designs t= his is the 'static timing' and is typically a few degrees BTDC or &= #39;Before Top Dead Center'. Why before? The spark ignites the charge e= arly enough to allow for the travel time of the flame front and for the pre= ssure to build to the MEP.=C2=A0As the engine speed increases, the travel t= ime of the flame front does not, but the piston is moving faster! Therefore= , to place the MEP at the optimal piston position, the charge must be ignit= ed earlier. And this is the sole purpose for the timing advance mechanisms = in the distributor.=C2=A0The author could write more about the centrifugal = advance curve or how the vacuum advance mechanism compensates for engine lo= ad, but those are topics better left for later.
=C2=A0=C2=A0One of the typical failure modes in old British car ignitions i= s the points. With use, the contacts tend to burn and the insulating wiper = riding on the cam wears. In both cases, the timing suffers eventually endin= g in ignition failure. For about $120 the whole ignition primary can be upgraded by using a Pertroni= x Ignitor instead of the points and condenser. This device includes a circu= lar adapter that fits over the cam. Imbedded in the adapter are tiny magnet= s that spin adjacent to the ignition module. Impulses from the magnets caus= e the internal circuit to pulse the ignition electronically, with no moving= parts! This system provides a maintenance free ignition primary.
=C2=A0=C2=A0=C2=A0Unfortunately, the rest of the old distributor components= are typically worn or damaged. Most old British cars enjoyed by collectors= are 40-years-old or older! A lot of wear can happen in 40+ years. Bushings= wear from lack of lubrication, pivots wear in the advance mechanisms, and = previous owners may have done quite nefarious things! The author has even f= ound ball point pen (biro) springs substituted for the springs on the centr= ifugal advance! There are three choices available to remedy these problems:= totally rebuild the distributor - a task beyond the skill set of most amat= eur mechanics, buy a period-correct replacement distributor, either new or = professionally rebuilt, or buy a new Pertronix distributor, already equippe= d with an electronic primary trigger system.
=C2=A0 =C2=A0Symptoms of di= stributor wear include the inability to set a smooth, slow idle, and timing= instability at low engine speeds as indicated by a timing light. The autho= r recommends the Pertronix distributor. His MG TD and TR3b both have these = upgrades and both have beautifully smooth slow idles, and trouble free igni= tions.

--0000000000007bb2d405902bb2ba-- --===============2028525827880285170== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============2028525827880285170==-- From 6pack-bounces@autox.team.net Thu Aug 15 19:39:51 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id 14B2DA0C1B for ; Thu, 15 Aug 2019 19:39:51 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from mail-io1-f50.google.com (unknown [209.85.166.50]) by autox.team.net (Postfix) with ESMTP id 4F13BA0C15 for <6pack@autox.team.net>; Thu, 15 Aug 2019 19:39:41 -0600 (MDT) Received: by mail-io1-f50.google.com with SMTP id x4so3132990iog.13 for <6pack@autox.team.net>; Thu, 15 Aug 2019 18:39:41 -0700 (PDT) h=mime-version:from:date:message-id:subject:to; bh=+6t32lZvMYuz49Cw/x92QxvsZ4M/oMBOL2syKeQeJ6g=; b=fbOVr0G/MvGh4wiDJJZ8AkNtAF3PnR1a2QeufYoVC0u9SSJEDI1iI0CpVogK7FMA+7 PJi6USNjlaApE6c1rlXRuMI3xIAwwnL1i8y1O3NXOxa5H4AuuH5ey/j145h8WOeqh8GA VlGN8vVWaKoHLWYN4sDCNtugr5R6KNvsM5R3CcVa3SoWbrbSVletmGTsVZlJSFypQC+o eqz162QgiybNkBUxIv3bDG7g//C2cjrI2vxMq9gZNUZDqlUdrJc1wj76EeIBDEzm+FMQ 3KU7+c/uoO+zpmSIukarLNZEj+XyrZv1ZOm/QypbgboCwIfHsLqN5Yb8RbHU0EYmuEQU DkDg== d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:from:date:message-id:subject:to; bh=+6t32lZvMYuz49Cw/x92QxvsZ4M/oMBOL2syKeQeJ6g=; b=E1d7RyDmftVmbXCp+ESOoxDYt3WWPyDLYkgqyCcaJ+Asdr/FyNcNq8uOoPmokUa4L9 q8qnnLQKGsFGljK5aSvmdF/o5pkYfrFMBl+2UooOOtmOOL4GNe+/vkjGKZ6nEh13CBsX uba/L80s0Qmo/awHmqXvIiutj0D3oMxHhHBMOQuN1b1Uxf3LSvcWfAxAO7VaUhSSayeP cZdGzfhVFWcSZGDZZ1w51/O8Qqh2UitUeM+XODf0xXxUXt3hGe4bkDbYoNkBrZiJrpHt 2CcxJjRwG4wtvDoTGAwoXggNLBeUsGe/fouD86USJj+UP5z6+FQTvVLCTdA2UhWps6ri yGMQ== 26P9lwmRM8Ma09aVO/2NSRFIGPP7i5qp1+8InehDjA== Thu, 15 Aug 2019 18:39:40 -0700 (PDT) Date: Thu, 15 Aug 2019 15:39:28 -1000 To: TR6 <6pack@autox.team.net> Subject: [6pack] Restoration, on a budget: heater From: Richard Lindsay via 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net --===============6290775112435901195== --000000000000577eac05903210e4 Hi Friends, Another project recently completed was rebuilding the TR6's heater. Here's how it looked, partially disassembled, and just as it came out of the car. http://aubard.us/75_Triumph/20190315_135629.jpg Now please keep in mind, a heater is needed in South Texas only as a windscreen defogger on 1% of our winter days. That said (written?), the heater still got restored. I first lubricated then tested the blower motor. It ran just fine so I didn't disassemble it. It did get a little paint to protect a few bare metal spots. No pix. The heater core cleaned up nicely. I flushed it clean then straightened a few heating fins that had probably been there for 44 years. I also gentlycleaned the exterior of the inlet and exit pipes on the soft wire wheel. Here's how it looks reinstalled in the repainted case. http://aubard.us/75_Triumph/20190318_103420.jpg Here's another look at the heater case, freshly repainted but with the the Smiths label carefully preserved. Trimmed Post it notes make great masking tape for these kinds of small fragile surfaces. http://aubard.us/75_Triumph/20190318_103426.jpg And finally, here is a look at the assembled box with pipe insulation holding the air direction flap closed while the glue cured on a new thin (1/16") closed cell foam seal. http://aubard.us/75_Triumph/20190318_103403.jpg With everything assembled with paint and glues dried, the blower was tested again at both speeds. It blew air strongly through the core and ran quietly. Rick --000000000000577eac05903210e4 Content-Transfer-Encoding: quoted-printable

Hi Friends,

=C2=A0 =C2=A0Another project recently completed was rebuilding the TR= 6's heater. Here's how it looked, partially disassembled, and just = as it came out of the car.

http://aubard.us/75_Triumph/20190315_135629.jpg
<= /div>

=C2=A0 =C2=A0Now please = keep in mind, a heater is needed in South Texas only as a windscreen defogg= er on 1% of our winter days. That said (written?), the heater still got res= tored.

=C2=A0 =C2=A0I first lubricated then tested t= he blower motor. It ran just fine so I didn't disassemble it. It did ge= t a little paint to protect a few bare metal spots. No pix.

=C2=A0 =C2=A0The heater core cleaned up nicely. I flushed it clea= n then straightened a few heating fins that had probably been there for 44 = years. I also gentlycleaned the exterior of the inlet and exit pipes on the= soft wire wheel. Here's how it looks reinstalled in the repainted case= .

= http://aubard.us/75_Triumph/20190318_103420.jpg

=C2=A0 =C2=A0Here's another look at the= heater case, freshly repainted but with the the Smiths label carefully pre= served. Trimmed Post it notes make great masking tape for these kinds of sm= all fragile surfaces.

http://aubard.us/75_Triumph/20190318_103426.jpg
=

=C2=A0 =C2=A0And finall= y, here is a look at the assembled box with pipe insulation holding the air= direction flap closed while the glue cured on a new thin (1/16") clos= ed cell foam seal.

http://aubard.us/75_Triumph/20190318_103403.jpg

=C2=A0 =C2=A0With everythi= ng assembled with paint and glues dried, the blower was tested again at bot= h speeds. It blew air strongly through the core and ran quietly.=C2=A0

Rick

--000000000000577eac05903210e4-- --===============6290775112435901195== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============6290775112435901195==-- From 6pack-bounces@autox.team.net Sun Aug 18 07:47:37 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id C49DDA07AE for ; Sun, 18 Aug 2019 07:47:37 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from bradakis.com (unknown [50.198.190.18]) by autox.team.net (Postfix) with ESMTP id 6EA90A0773 for <6pack@autox.team.net>; Sun, 18 Aug 2019 07:47:01 -0600 (MDT) Received: from bradakis.com (bradakis.com [50.198.190.18]) by bradakis.com (Postfix) with ESMTP id 27AC21C012D for <6pack@autox.team.net>; Sun, 18 Aug 2019 07:47:01 -0600 (MDT) References: <118637250.497906.1566072320203@mail.yahoo.com> To: list 6pack <6pack@autox.team.net> Date: Sun, 18 Aug 2019 07:47:01 -0600 User-Agent: Mozilla/5.0 (X11; Linux x86_64; rv:60.0) Gecko/20100101 Thunderbird/60.8.0 Content-Language: en-US Subject: [6pack] Fwd: Triumph Owners From: Mark J Bradakis via 6pack <6pack@autox.team.net> Content-Transfer-Encoding: base64 Errors-To: 6pack-bounces@autox.team.net CgoKLS0tLS0tLS0gRm9yd2FyZGVkIE1lc3NhZ2UgLS0tLS0tLS0KU3ViamVjdDogCVRyaXVtcGgg T3duZXJzCkRhdGU6IAlTYXQsIDE3IEF1ZyAyMDE5IDIwOjA1OjIwICswMDAwIChVVEMpCkZyb206 IAlUb20gQnV0bGVyIDx0bS5idXRsZXJAeWFob28uY29tPgpUbzogCQoKCgpXZSBhcmUgdHJ5aW5n IHRvIGZvcm0gYSB0cml1bXBoIGNsdWIgaW4gTi4gR0EuIEkgYW0gd29uZGVyaW5nIGlmIHlvdSAK Y291bGQgcHJvdmlkZSBtZSBhIGNvbnRhY3QgbGlzdCBvZiBUcml1bXBoIG93bmVycyBpbiB0aGUg Ti4gR0EgYXJlYS4gwqBJIApsaXZlIG5lYXIgQmx1ZXJpZGdlIEdBLgpUaGFua3MgbXVjaCEKVG9t IEJ1dGxlcgoKX19fX19fX19fX19fX19fX19fX19fX19fX19fX19fX19fX19fX19fX19fX19fX18K U3VwcG9ydCBUZWFtLk5ldCBodHRwOi8vd3d3LnRlYW0ubmV0L2RvbmF0ZS5odG1sClN1Z2dlc3Rl ZCBhbm51YWwgZG9uYXRpb24gICQxMi45NgpBcmNoaXZlOiBodHRwOi8vd3d3LnRlYW0ubmV0L2Fy Y2hpdmUKRm9ydW1zOiBodHRwOi8vd3d3LnRlYW0ubmV0L2ZvcnVtcwoKNnBhY2tAYXV0b3gudGVh bS5uZXQKaHR0cDovL2F1dG94LnRlYW0ubmV0L21haWxtYW4vbGlzdGluZm8vNnBhY2sKClVuc3Vi c2NyaWJlL01hbmFnZTogaHR0cDovL2F1dG94LnRlYW0ubmV0L21haWxtYW4vb3B0aW9ucy82cGFj ay9taGFyY0BhdXRveC50ZWFtLm5ldAoK From 6pack-bounces@autox.team.net Mon Aug 19 21:31:08 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id 833D0A056A for ; Mon, 19 Aug 2019 21:31:08 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from mail-lj1-f175.google.com (unknown [209.85.208.175]) by autox.team.net (Postfix) with ESMTP id 540B3A0465; Mon, 19 Aug 2019 21:27:53 -0600 (MDT) Received: by mail-lj1-f175.google.com with SMTP id e24so3686037ljg.11; Mon, 19 Aug 2019 20:27:53 -0700 (PDT) h=mime-version:references:in-reply-to:from:date:message-id:subject:to :cc; bh=gK9c+xyGcXgf7QJB5dIdL2koZ5yE1+mVMUArrHOxTKE=; b=LfEkgXYWC5QKRmQnNiW/yJEHEiuVeKbCMvbzCbA31Ka2c9r12LrnbxByPwY+/vn8ow aMgf9aLlGoddoZAPre5cw1TNBDWoNvAagE5ZzrIoNGaXAzbRM/9H3V582btpSy1qINgm dv9qiSo9aHFXqtvKb5BD/GksuP+R9BoixkLPiLN87P2ZGDMvQA0snXfSaq5pTZl1aqpu TQLqsX5Sz6hH/nrvhmaTk+vIXTFnqEtfPe8iHpLJ37uJaYDV60L3n2cAjyjrpIpdztTX WUwtizHMZCNAt9/fLywhVi2UEBjVZS2kk6nWzSxdiy1Z3yVMRIDQfaXuIb+JN8qs9afS 3+ow== d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:references:in-reply-to:from:date :message-id:subject:to:cc; bh=gK9c+xyGcXgf7QJB5dIdL2koZ5yE1+mVMUArrHOxTKE=; b=kXKAU7D8xA9cCaD3OwX9yLxe6qSQ2Tk9o1ez4xNMuHd4HsDkqy5jQZ7syZMIASO8iw Zx+x2vaA8b5iWgupgcW/eoerAi4Xj+embpLYw9PHyYp7P1Z50WDFydIqg/5CY91Nglkd pBhcMFOqKF6P2Wkup/qnG5vZaFZWclvGEDuqdOUZ4Ly9RGv+okwOPBtaMUsNdgLRPqTe wzLU0UsmDjFuM81MRtAcCybPOmZSmVN76cOi9ChpPtpqp0+6fiFs9s65NucT5l1keqnZ eSzEn/Fcs5pypuLRsO+Jqi5pT0oYm/VQG4GRlZB+e+8u2ghPADQL7k3g5SOMl118gIIq w4zA== jE+kGM1ZpQfHHgPGvYQ0HZF6wvxI2AeX3m4p3T4= Mon, 19 Aug 2019 20:27:51 -0700 (PDT) References: <16aa42dd0fec6b0fac1b287d083ac14b.squirrel@automate-it.com> Date: Mon, 19 Aug 2019 22:27:40 -0500 To: Stan Foster Subject: Re: [6pack] [TR] Jim Clark tribute in The Grand Tour episode From: Greg Lemon via 6pack <6pack@autox.team.net> Cc: Triumphs , 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net --===============1176127543562462840== --000000000000a12ec20590840a98 Late to this party. Just watched the bit onClark. Not old enough to remember Clark racing, but the tribute was very well done. Knew he (and other racers) participated in a lot other classes back then, and that Clark was killed in an F2 car, didn't know he was so dominant in those other classes as well. Greg Lemon TR250 On Mon, Aug 12, 2019, 7:15 PM Stan Foster via 6pack <6pack@autox.team.net> wrote: > Thanks Lee. I lost interest in the Top Gear trio years ago but I very much > enjoyed that tribute to Jim Clark. > > Stan > ------------------------------ > *From:* Triumphs on behalf of Lee > Daniels > *Sent:* Saturday, August 10, 2019 12:31:47 AM > *To:* 6pack@autox.team.net <6pack@autox.team.net>; triumphs@autox.team.net > > *Subject:* [TR] Jim Clark tribute in The Grand Tour episode > > I had just about written off The Grand Tour, as the humor had become clunky > and the real car talk had become thin. Then I watched episode 5 of season 3 > tonight. A couple of decent tests/reviews, and yes some juvenile humor, > such > as Jeremy ice-racing a Lambo Urus vs. Abbie Eaton in a Porsche, on a > penis-shaped track. > > But then --- the tour-de-force --- a 20-minute historical tribute to Jim > Clark, with plenty of photos and footage. Oh, my. They include interviews > with > a couple of his colleagues, who tear up a little - as did I. > > And Richard Hammond gets to drive the very Lotus 25 that Clark himself > drove! > > If you have Amazon Prime, watch this one. It's episode 5 of Season 3, > titled > "An Itchy Urus" (of course). If you don't have an hour, jump to 00:36:00 > and > watch the last 22 minutes, you'll be glad you did. > > Lee > ** triumphs@autox.team.net ** > > Donate: http://www.team.net/donate.html > Archive: http://www.team.net/pipermail/triumphs > http://www.team.net/archive > > Unsubscribe/Manage: > http://autox.team.net/mailman/options/triumphs/stan@redtr6.com > _______________________________________________ > Support Team.Net http://www.team.net/donate.html > Suggested annual donation $12.96 > Archive: http://www.team.net/archive > Forums: http://www.team.net/forums > > 6pack@autox.team.net > http://autox.team.net/mailman/listinfo/6pack > > Unsubscribe/Manage: > http://autox.team.net/mailman/options/6pack/grglmn@gmail.com > > --000000000000a12ec20590840a98 Content-Transfer-Encoding: quoted-printable

Late to this party. Just watched the bit onClark.=C2=A0 N= ot old enough to remember Clark racing, but the tribute was very well done.= =C2=A0 Knew he (and other racers) participated in a lot other classes back = then, and that Clark was killed in an F2 car, didn't know he was so dom= inant in those other classes as well.

Greg Lemon

TR250

On Mon, Aug 12, 2019= , 7:15 PM Stan Foster via 6pack <6pack@autox.team.net> wrote:

Thanks Lee. I lost interest in the Top Gear trio years ago but I very much = enjoyed that tribute to Jim Clark.

Stan

From: Triumphs <triumphs-bounces@autox.team.net> on beha= lf of Lee Daniels <lee@automate-it.com>
Sent: Saturday, August 10, 2019 12:31:47 AM
To: 6pack@autox.team.net <6pack@autox.team.net>; <= a href=3D"mailto:triumphs@autox.team.net" target=3D"_blank" rel=3D"noreferr= er">triumphs@autox.team.net <triumphs@autox.team.net> Subject: [TR] Jim Clark tribute in The Grand Tour episode
=C2=A0

I had just about written off = The Grand Tour, as the humor had become clunky
and the real car talk had become thin. Then I watched episode 5 of season 3=
tonight. A couple of decent tests/reviews, and yes some juvenile humor, suc= h
as Jeremy ice-racing a Lambo Urus vs. Abbie Eaton in a Porsche, on a
penis-shaped track.

But then --- the tour-de-force --- a 20-minute historical tribute to Jim Clark, with plenty of photos and footage. Oh, my. They include interviews w= ith
a couple of his colleagues, who tear up a little - as did I.

And Richard Hammond gets to drive the very Lotus 25 that Clark himself drov= e!

If you have Amazon Prime, watch this one. It's episode 5 of Season 3, t= itled
"An Itchy Urus" (of course). If you don't have an hour, jump = to 00:36:00 and
watch the last 22 minutes, you'll be glad you did.

=C2=A0Lee
** triumphs@autox.team.net **

=3D"noreferrer">http://www.team.net/donate.html
Archive: http://www.team.net/pipermail/triumphs=C2=A0 http://www.team.net/archive

hs/stan@redtr6.com" target=3D"_blank" rel=3D"noreferrer"> http://autox.team.net/mailman/options/triumphs/stan@redtr6.com

_______________________________________________
rer noreferrer" target=3D"_blank">http://www.team.net/donate.html
Archive: http://www.team.net/archive
Forums: http://www.team.net/forums

6pack@autox.team.net
http://autox.team.net/mailman/listinfo/6pack<= /a>

grglmn@gmail.com" rel=3D"noreferrer noreferrer" target=3D"_blank">http://au= tox.team.net/mailman/options/6pack/grglmn@gmail.com

--000000000000a12ec20590840a98-- --===============1176127543562462840== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============1176127543562462840==-- From 6pack-bounces@autox.team.net Thu Aug 29 15:21:05 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id C4BC1A1705 for ; Thu, 29 Aug 2019 15:21:05 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from p3plsmtpa08-07.prod.phx3.secureserver.net (unknown [173.201.193.108]) by autox.team.net (Postfix) with ESMTP id A9BD0A1634 for <6pack@autox.team.net>; Thu, 29 Aug 2019 15:20:57 -0600 (MDT) Received: from DESKTOP9E9KOPR ([174.230.10.49]) by :SMTPAUTH: with ESMTPSA id 3Rqhi85AfLd6I3RqiiSPfm; Thu, 29 Aug 2019 14:20:57 -0700 To: "'Triumphs'" , <6pack@autox.team.net> Date: Thu, 29 Aug 2019 17:20:56 -0400 Thread-Index: AdVertDNTeNhqBXqSISBJzPfJoOcug== Content-Language: en-us v/6dLJpkvHoPFq0/pvjGbtLwaJlBqCANFRhACzsxNnZz8tL/IzpsrYVF2iTYY2j8qgBlUE5A+PH7TGCT36fHNMh0UPnFj08dh4w= Subject: [6pack] Lucas PI From: Andrew Uprichard via 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net This is a multipart message in MIME format. --===============1605139193276568697== boundary="----=_NextPart_000_00CB_01D55E8E.1F54DD40" Content-Language: en-us This is a multipart message in MIME format. ------=_NextPart_000_00CB_01D55E8E.1F54DD40 charset="us-ascii" Content-Transfer-Encoding: 7bit Who is the go-to guy in the US for questions on the Lucas PI system? Andrew Uprichard Jackson, Michigan ------=_NextPart_000_00CB_01D55E8E.1F54DD40 charset="us-ascii" Content-Transfer-Encoding: quoted-printable
Who is the go-to guy in = the US for questions on the Lucas PI system?

Andrew = Uprichard
Jackson, = Michigan
------=_NextPart_000_00CB_01D55E8E.1F54DD40-- --===============1605139193276568697== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============1605139193276568697==-- From 6pack-bounces@autox.team.net Thu Aug 29 15:30:48 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id 7D339A1759 for ; Thu, 29 Aug 2019 15:30:48 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from mail-io1-f54.google.com (unknown [209.85.166.54]) by autox.team.net (Postfix) with ESMTP id BC936A1657 for <6pack@autox.team.net>; Thu, 29 Aug 2019 15:30:39 -0600 (MDT) Received: by mail-io1-f54.google.com with SMTP id n197so7928109iod.9 for <6pack@autox.team.net>; Thu, 29 Aug 2019 14:30:39 -0700 (PDT) h=mime-version:references:in-reply-to:from:date:message-id:subject:to; bh=KfeFhKsAscPauZ4wj4MOnmdu8xlEVfvnwgqSHIKsXBo=; b=itlvXnfb14JvIfmC4jWSwCShr490Hk0mvdel9Tf9HpMTInH+eM/nnCC66cdH/+QB9+ ChzicfFyxJtJIoVTsyILnIaJMZ0XZHGevhjlaTPvRhVbCAY//i1W5qiOHpC47Uc5wlK3 ePMb9h0pRSb6qQACuI0kAwR3EHWnxQHJm1Ce+S7/9iKZJC97TQ3xabnqxbsSP45UXpkA uNWmAwWtoKCcQL7HFZFbvyfcFN1KmCskzfUk932TupO2P1IPAfmYbH7CnlwCDHJtyk9K Zfw+9M3ALkeLpWvnPcSNfTlNqrak0+aXOJRWgWSXu0c+rHgXt/xFK/J7IfdbOQMvrwdK lcHw== d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:references:in-reply-to:from:date :message-id:subject:to; bh=KfeFhKsAscPauZ4wj4MOnmdu8xlEVfvnwgqSHIKsXBo=; b=kTbgepL8C2HZU51QJfeiUkX6DiPYYxn/2fbdgq6Ks1ZUGAVnfWcMk+EmwpczagoHN/ A2tYdqjCEMU8KfZ0ACrHEuM/nlxYPmZ7tIKsll/Wj8Bo1nTDrrAWPSWa3lrXPxvqcoa/ Wi5DyRLEBy4jJMCcf4MoubK6DKSeNLIgQ7nmwQgKSpUXftyh6PsIQNJ4Q3LD7h/j2X8y lso6YMPdk5nT3dHa6ZAhwEOhixtSgHOQL1cCwYl4SkKjTF0FtxKHPOKICSdXteVnC/vN gPH1VvqH3XqRaBVqnbhNyX13ch4SiJsw5qN7XR9b4r6K8LAK1dm/tN6PKSDDX9PQAToX 5PFA== m8rY70s/xyKKb9a8imwdEqExhpVZX6ekbGMw+7ZeUA== Thu, 29 Aug 2019 14:30:39 -0700 (PDT) References: <00ca01d55eaf$a6643350$f32c99f0$@uprichard.net> Date: Thu, 29 Aug 2019 16:30:26 -0500 To: 6pack <6pack@autox.team.net> Subject: Re: [6pack] Lucas PI From: Richard Lindsay via 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net --===============3048771214588105570== --0000000000008aa7340591483742 Wow. Tough question. No clue. Good luck. On Thu, Aug 29, 2019, 4:21 PM Andrew Uprichard via 6pack < 6pack@autox.team.net> wrote: > Who is the go-to guy in the US for questions on the Lucas PI system? > > > > Andrew Uprichard > > Jackson, Michigan > _______________________________________________ > Support Team.Net http://www.team.net/donate.html > Suggested annual donation $12.96 > Archive: http://www.team.net/archive > Forums: http://www.team.net/forums > > 6pack@autox.team.net > http://autox.team.net/mailman/listinfo/6pack > > Unsubscribe/Manage: > http://autox.team.net/mailman/options/6pack/richardolindsay@gmail.com > > --0000000000008aa7340591483742 Content-Transfer-Encoding: quoted-printable
Wow. Tough question. No clue. Good luck.

On Thu, Aug 29= , 2019, 4:21 PM Andrew Uprichard via 6pack <6pack@autox.team.net> wrote:
Who is the g= o-to guy in the US for questions on the Lucas PI system?
=C2=A0
Andrew Uprichard
Jackso= n, Michigan
___________________________= ____________________
rer noreferrer" target=3D"_blank">http://www.team.net/donate.html
Archive: http://www.team.net/archive
Forums: http://www.team.net/forums

6pack@autox.team.net
http://autox.team.net/mailman/listinfo/6pack<= /a>

richardolindsay@gmail.com" rel=3D"noreferrer noreferrer" target=3D"_blank">= http://autox.team.net/mailman/options/6pack/richardolindsay@gmail.com

--0000000000008aa7340591483742-- --===============3048771214588105570== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============3048771214588105570==-- From 6pack-bounces@autox.team.net Thu Aug 29 16:49:44 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id D04B1A175C for ; Thu, 29 Aug 2019 16:49:43 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from nervenetwebhosting.co.uk (unknown [46.37.191.9]) by autox.team.net (Postfix) with ESMTP id 73400A039C; Thu, 29 Aug 2019 16:49:36 -0600 (MDT) Received: from [192.168.1.161] (host86-128-67-16.range86-128.btcentralplus.com [86.128.67.16]) by nervenetwebhosting.co.uk (Postfix) with ESMTPSA id 32E8314FF0F; Thu, 29 Aug 2019 23:49:35 +0100 (BST) Authentication-Results: nervenetwebhosting.co.uk; spf=pass (sender IP is 86.128.67.16) smtp.mailfrom=john.macartney@ukpips.org.uk smtp.helo=[192.168.1.161] Received-SPF: pass (nervenetwebhosting.co.uk: connection is authenticated) Date: Thu, 29 Aug 2019 23:49:31 +0100 References: <00ca01d55eaf$a6643350$f32c99f0$@uprichard.net> To: Andrew Uprichard Subject: Re: [6pack] Lucas PI From: John Macartney via 6pack <6pack@autox.team.net> Cc: Triumphs , 6pack@autox.team.net Errors-To: 6pack-bounces@autox.team.net --===============8934239436735207807== boundary=Apple-Mail-A9621E75-E928-4B2A-9283-AC42402FB7A1 Content-Transfer-Encoding: 7bit --Apple-Mail-A9621E75-E928-4B2A-9283-AC42402FB7A1 charset=utf-8 Content-Transfer-Encoding: quoted-printable Can I help? Did the Lucas Service course, thefactory service course and owne= d a saloon with the pi engine to full U.K. police performance spec. Doubt yo= u=E2=80=99ll find too many in the US with experience of the system. PI cars w= ere never sold in North America in the day, though a very small number have s= nuck in since then. A word of advice. If you=E2=80=99re tempted to fiddle wi= th the PI system, put everything you=E2=80=99ve learned about carbed cars en= tirely to one side. The Lucas system is a whole different ball game with ver= y unique rules. That said, it=E2=80=99s a great setup but you need to know w= hat you=E2=80=99re doing before you start:) Jonmac Whenever I feel the need for exercise, experience has shown me it is better t= o lie down until the feeling goes away. WINSTON CHURCHILL > On 29 Aug 2019, at 22:20, Andrew Uprichard via 6pack <6pack@autox.team.net= > wrote: >=20 > Who is the go-to guy in the US for questions on the Lucas PI system? > =20 > Andrew Uprichard > Jackson, Michigan > _______________________________________________ > Support Team.Net http://www.team.net/donate.html > Suggested annual donation $12.96 > Archive: http://www.team.net/archive > Forums: http://www.team.net/forums >=20 > 6pack@autox.team.net > http://autox.team.net/mailman/listinfo/6pack >=20 > Unsubscribe/Manage: http://autox.team.net/mailman/options/6pack/john.macar= tney@ukpips.org.uk >=20 --Apple-Mail-A9621E75-E928-4B2A-9283-AC42402FB7A1 charset=utf-8 Content-Transfer-Encoding: quoted-printable Can I help? Did the Lucas Service course, t= hefactory service course and owned a saloon with the pi engine to full U.K. p= olice performance spec. Doubt you=E2=80=99ll find too many in the US with ex= perience of the system. PI cars were never sold in North America in the day,= though a very small number have snuck in since then. A word of advice. If y= ou=E2=80=99re tempted to fiddle with the PI system, put everything you=E2=80= =99ve learned about carbed cars entirely to one side. The Lucas system is a w= hole different ball game with very unique rules. That said, it=E2=80=99s a g= reat setup but you need to know what you=E2=80=99re doing before you start:)=

Jonmac

Whenever I feel the need for exercise, experience has shown me it is better= to lie down until the feeling goes away. WINSTON CHURCHILL

On 29 Aug 2019, at 22:20, Andrew Uprichard via 6pack <6pack@autox.team.net> wrote:

Who is the go-to guy in the US for questions on the Lucas PI system?<= o:p>

Andrew Uprichard
= Ja= ckson, Michigan
_________________________________________= ______
Support Team.Net http://www.team.net/donate.html<= /span>
Suggested annual donation $12.96
Archi= ve: http://www.team.net/archive<= /span>
Forums: http://www.te= am.net/forums

6pack@autox.team.net
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= --Apple-Mail-A9621E75-E928-4B2A-9283-AC42402FB7A1-- --===============8934239436735207807== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============8934239436735207807==-- From 6pack-bounces@autox.team.net Fri Aug 30 12:44:38 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id EB1DEA1BAE for ; Fri, 30 Aug 2019 12:44:37 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from sonic306-2.consmr.mail.bf2.yahoo.com (unknown [74.6.132.41]) by autox.team.net (Postfix) with ESMTP id 2A12EA1AEC for <6pack@autox.team.net>; Fri, 30 Aug 2019 12:42:18 -0600 (MDT) t=1567190537; bh=46/wjZyQCvLX5bkxdar4IIr5NRX5gM5OU9INsXikdJo=; h=Date:From:Reply-To:To:Subject:References:From:Subject; b=r7FT1G5BvXCcXYhxBybnqzrJ7wpFO+AeeF8fQSr0rvfqn4qypXk2222K2zIj/xjhysvc/VW05YLOMwGx9vBKxeR3715jlonizmwW9LaKimBsVP5e6hmqhY1/rClM3nTXEf+qZXxW2jJ2ELBBPpJgx1VsmCdOcc4ZfrQKYKpacrdQhcvlbvyfgG5kE2CxRbFBfRQKSqv0NTx2QufwqBHhgZ9OqIVnWzp85LLkz5Ib/5MY3+w8h8L/ojAwl1nZG0JnRnCPWY2XZUAPG8PWPI75MPEMdAxIA18w3Ib4qdy2JLo2Jqc/9rDkfWNyg/P6UhU0BASanDCWgXQNT4ItHHjvVQ== MngZiFtNmjM27fJzM.vA9lCGWpetVE7aHWYiijFMSOahpEdECu_WS4IyhjuzER8S6L8x82dHRIxz yyirYi1cIW1tyavPt1PLT0tBFHhxqitxe7Luuy1Sifshh8lNKBuNnQ9nnf_9cjp72mNIoAtBlQl1 EjPy5NLA6vZjGQjpd5eBlz5hnJX2yS0.iiOgxMsrfsI4el3G_QBpkg_O9.O5hFPbLbqXo65nNdhu pCR3qLADGkOqrp71_xohS86JOvVoKEjsM87OKLYJPYon4bYbyF41plBeVYxGjEf2H1qI3N5b3hJH oqt35ScUGzBk0fmiakUP_TRIwYitJFKIZDuuP9zH0jL0SCM1Lv4Gq23sYuuc3cJZlBgtd3.Hsf4x _fV6XG..rc8TbZZBxoQUfr1HkUbEqImaVbxXBPjLk8OW1dUQBW.KAbX1walw3psBs.2ya9Y4HLAM _7MZnaFWFrT5mtSQM766vDZYx3FhHm9VDRbskq69dMBxTv_rImW8BNxw4YkE.C_OubterKVeZnRc Ec1ve5IIk39B3_pbH9dOyIgCyhPw3kCjrcFuoLaEJCyQ9Vp_uru7ekIkf8_tsMX2K7fpjTa3lEyG KdJy6llEwNoEvCYwvgBud00niPy9EQgctDH.6VOiQxCXe6USrdEC2545sMvr8tnfFpm4UDAeOgg0 BeeTZB0CHjwe.LXMu5f8FP.amALFvEQCBwBFQfBF1U5JVKU1gnCJW0UC.w4Rone0hjUjVBDK6f0K xdAVHKaAydc97fPy8cDcEDoYWSTdBi8H59SR3ksbS3XbedNsh81dbPkEX.JSHnk1TU72WSdEfF2F BPLRp4kBosi9mZmBo.QstHBMdMAOwTinVuSBUataBfwtgrwVhRYtmfpP4rrmLznRA9OOQqhLAwtG JcsMyh7b6wgrS0gLxNnJ2XmWRZI2VRhGBqjDCsyO_kPQNT1kxkSFPkQDj7bUowarleLOypCwMlXt UYheXJTMKtD4r7fdEtRYF2vRQ5Edcdalyekpm6qCn4SAp8K3ivWGMCo2nOcwsXFuawyn_69Vkqki SZuF_L5QKJ5sqiuXSBao2aTj42Gq4kTlS50eTGYzKuze1JxGQIkku.8hHKTSX1pewVGEJf0Fu8ap 9XQUgDfg1CDp0lVB2l3Fa1kxAz7Vp4JbKJrGR5xsplQLcMc_THmBYU1vo_206MCfJiBMoG2K0_CK CWZ_M1zxxmscSo9k8tTV2Y3eT4yk- Received: from sonic.gate.mail.ne1.yahoo.com by sonic306.consmr.mail.bf2.yahoo.com with HTTP; Fri, 30 Aug 2019 18:42:17 +0000 Date: Fri, 30 Aug 2019 18:42:16 +0000 (UTC) To: "6pack@autox.team.net" <6pack@autox.team.net> References: <385207747.285469.1567190536156.ref@mail.yahoo.com> (com.yahoo.mobile.client.android.mail/5.43.3; Android/8.0.0; R16NW; heroltebmc; samsung; SM-G930W8; 5.09; 1920x1080; ) Subject: [6pack] Lucas pi expertise From: Yahoo via 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net --===============3375975958269403199== boundary="----=_Part_285468_511971655.1567190536155" ------=_Part_285468_511971655.1567190536155 Content-Transfer-Encoding: quoted-printable Ask the roadster factory.=C2=A0 =C2=A0charles had somebody over here that h= elped him with his tr5 Sent from Yahoo Mail on Android ------=_Part_285468_511971655.1567190536155 Content-Transfer-Encoding: 7bit Ask the roadster factory. charles had somebody over here that helped him with his tr5

Sent from Yahoo Mail on Android
------=_Part_285468_511971655.1567190536155-- --===============3375975958269403199== Content-Transfer-Encoding: 7bit Content-Disposition: inline _______________________________________________ Archive: http://www.team.net/archive 6pack@autox.team.net http://autox.team.net/mailman/listinfo/6pack --===============3375975958269403199==-- From 6pack-bounces@autox.team.net Fri Aug 30 17:37:18 2019 Return-Path: <6pack-bounces@autox.team.net> Delivered-To: mharc@autox.team.net Received: from [50.198.190.17] (localhost [127.0.0.1]) by autox.team.net (Postfix) with ESMTP id 04AF6A19A1 for ; Fri, 30 Aug 2019 17:37:18 -0600 (MDT) Delivered-To: 6pack@autox.team.net Received: from mail-lj1-f180.google.com (unknown [209.85.208.180]) by autox.team.net (Postfix) with ESMTP id 2728DA066B for <6pack@autox.team.net>; Fri, 30 Aug 2019 17:36:39 -0600 (MDT) Received: by mail-lj1-f180.google.com with SMTP id t14so7934088lji.4 for <6pack@autox.team.net>; Fri, 30 Aug 2019 16:36:39 -0700 (PDT) h=mime-version:references:in-reply-to:from:date:message-id:subject:to :cc; bh=cCYeQhuCVOklADlma/KGI6AobAYC9OkWj7FMzaAvirk=; b=aevE21YVcT/TUyVVAicJLLbRZ5XEq/moSv5y1pz0yorf2pOl5FmGBpDcpca86yNxHH KCCDXdkYxPL1GMvugKX5cu1O4CLX0mjk1EflMunuTQGTj6zx3ywfxIOihNfOeUOoxseS aYKI8kThPmr8QgegvCVQ/GJY4fcPuPq7NjGb5WVzd051mCbINK6bz+gFelkGz59v8Qyk ntPlQKM4kCksl+kPAi+QCz9fyrKNn5ExHB0DVvXwVLmK4vbhvzmIGwKFIxeDuGkOksfG 0bWlOuoI9yU5BAtW9mHM3T9XbjXLtWx6Enb3zm8b544yL9Ly8hcXzhi+/oqP8QFr4g8c ZUWQ== d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:references:in-reply-to:from:date :message-id:subject:to:cc; bh=cCYeQhuCVOklADlma/KGI6AobAYC9OkWj7FMzaAvirk=; b=TlAYmuydsYwV6+RTEviRQiBs6GyHe0PRpZx68dnzarQFs+w07aio6jhKf8s+OiGn3R mQx5WZ5suQ8xrykb0rv4SmFnvEqsMbPaB8CdiBOHaphsCxgtB2KBtBs6W/FGg6sIZTHj kobehA+poBeHSGpn/NMcxhNrBuWtHPSXjHzPLMlx+7jUdCggJ3bGTqH4G8CY5DMu5Imk yRj0L+dGAKCP494/2n6ZYMfQyBFOVEeX+qDmw9pnyseDu6viyrE51JS/kpXQ1hzhmZgv I2v3hvL3ObTekoRMlTnLEI3IqmXUpa1KdA1gjYS7VyFPOcQyMm61yWpZcNNYMJvMhth0 ymCA== PsGjF+KmdduICuckX/dOLn/X4yKyigz1mVEF3qw= Fri, 30 Aug 2019 16:36:38 -0700 (PDT) References: <385207747.285469.1567190536156.ref@mail.yahoo.com> <385207747.285469.1567190536156@mail.yahoo.com> Date: Fri, 30 Aug 2019 18:36:24 -0500 To: Yahoo Subject: Re: [6pack] Lucas pi expertise From: Greg Lemon via 6pack <6pack@autox.team.net> Cc: 6pack <6pack@autox.team.net> Errors-To: 6pack-bounces@autox.team.net --===============8622112832925322590== --000000000000ee596f05915e1731 Was it John Swauger (sp?) at The Roadster Factory? I think he retired, but still might be worth giving them a call, or Joe Curto, I know he specializes in carbs, but may have a fuel injection connection. Greg Lemon TR250 On Fri, Aug 30, 2019, 2:36 PM Yahoo via 6pack <6pack@autox.team.net> wrote: > Ask the roadster factory. charles had somebody over here that helped him > with his tr5 > > Sent from Yahoo Mail on Android > > _______________________________________________ > Support Team.Net http://www.team.net/donate.html > Suggested annual donation $12.96 > Archive: http://www.team.net/archive > Forums: http://www.team.net/forums > > 6pack@autox.team.net > http://autox.team.net/mailman/listinfo/6pack > > Unsubscribe/Manage: > http://autox.team.net/mailman/options/6pack/grglmn@gmail.com > > --000000000000ee596f05915e1731 Content-Transfer-Encoding: quoted-printable
Was it John Swauger (sp?) at The Roadster Factory?=C2=A0 = I think he retired, but still might be worth giving them a call, or Joe Cur= to, I know he specializes in carbs, but may have a fuel injection connectio= n.

Greg Lemon
TR250

On Fri, Aug 30, 2019, 2:36 PM Yahoo via 6pack <6pack@autox.team.net> wrote:
Ask the roadster factory.=C2=A0 =C2=A0cha= rles had somebody over here that helped him with his tr5

Sent from Yahoo= Mail on Android
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