WWWedge Ezine
It's here to help you
Current readers: 200 June 15 1998, Year 1, no. 7
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The purpose of this newsletter is to give (technical) information
about the British classic cars Triumph TR7 and TR8.
To make this newsletter a success, I need your HELP:
o Let me know if this newsletter contains the information you're
looking for.
o Let me know if you want to write a feature article.
o Let me know if you have suggestions, improvements, etc.
o Let me know if you find this newsletter useful and practical, and
if there is anything you would like to see covered.
You can subscribe/unsubscribe to this newsletter at
http://www.team.net/TR8/mp
For comments, articles, etc. send an e-mail to
workshop@voskotan.demon.nl
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THE WEDGE TEAM
The WWWedge website is entirely maintained by volunteers.
Johan Vorsterman van Oijen is responsible for the design and the
daily updates. Mark Elbers is fully occupied with the Registry pages.
Eric Teunissen is responsible for the TR Scale Models pages.
The WWWedge Ezine newsletter is moderated by yours truly (Johan
Vorsterman van Oijen), and my native language isn't English.
But I'll do my utmost to create readable articles.
To save me from the biggest spelling mistakes, David Parnham (an
Englishman in Holland) will check the Wedge Ezine. Great huh?
To get started, the WWWedge Ezine newsletter is heavily based on
the Wedge Tips collected by Philip Johnstone from Australia.
Another source is the TR7/8 mailing list. I will extracts threads
from this list and publish them in this newsletter.
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INTRODUCTION
What can I say! This edition is again packed with submissions of
readers and visitors of the WWWedge.
No news about my wedge, weather permits me to drive often. Bummer!
The great news is that my wife agreed to come along with me to the
big TR Register meeting in the UK (Shepton Mallet/Bath). I'm really
looking forward to it. But I have to wait till August 21.
More news about the WWWedge. The Market Place section is running very
well. It runs so well that it takes to much of my precious time.
Therefore I'm looking to some options to automate this section.
There's some good stuff out there (CGI/Perl scripts). I have tested
a couple of options...but I have to rent webspace, since the current
provider only offers webspace (still very grateful for that ;-D).
So the trivial question: would it be fair if I'm going to charge for
providing a 'Classified Ads' service? The idea is to ask 1 to 3 USD
per ad (or sold ad?). If you all say that the service should stay
free, point me to an alternative solution. I'm open for all kind of
suggestions. Please let me know!!!!
Some more news. I have been notified that the previous Ezine mailing
was far from perfect. It seemed that some of you have received an
incomplete Ezine edition. Now there are several options of which I'm
going to test three. I hope you won't be annoyed if you receive
multiple editions.
Option 1: I have updated the bulk mailer software and will try this
one first.
Option 2: I would be running a Perl script.
Option 3: I would run a mailing list from my private domain.
PS. Did you noticed: 200 readers! What was I thinking when I set my
goal at 20 readers (back in November 1997).
Johan Vorsterman van Oijen.
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TOPICS
o The SU carburetor
o Love at first sight
o Mystery
o OOM512R
o Tech Update: Hawk braking pads
o Incoming mail
o My TR7
o Freebies
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THE SU CARBURETTER
In the previous edition (May 1998, no. 6) I told you that I
had ordered the catalogues from Burlen Fuel Systems (UK). They came
in a package of three and IMHO are very interesting.
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Ted Jankowski (USA) wrote a message to the TR7/8 mailing list:
Hello fellow wedge heads.
I recently completed a conversion to SU 6 carb's on my '79 tr7.
I have to report that the car runs much better, and has more power at
the top end in both 4th and 5th gears. The idle isn't as smooth as I
would like it to be (+ or - 50 rpm @ 800) but that may be a function
of driving a 24valve v6 all winter.
I am still messing around with the mixture, trying to get a smoother
balance between the carb's. Any suggestions here would be appreciated.
I was a little disappointed with the power at low idle, and on the
suggestion of Ted Schumaker, advanced the timing slightly. The best
compromise seems to be about 15BTDC. (anyone out there running
SU's care to compare) Low rpm torque improved and there is no
engine knock pushing the high end. With the old zenith carb's, I had
to hold her almost to the floor to stay at 75mph in 5th gear, and it
would struggle like it couldn't get enough fuel. Last night she was
doing 80 (downright loafing at 60!) and still had more to offer when
I punched her. However, it seems to run a little hotter, with the
electric fans coming on when the temp gauge passed the half way mark.
It is unusual for this car to move over the half mark on the temp
gauge while cruising.
The conversion was relatively straight forward, but I did have a
devil of a time coming up with a throttle linkage. Using the linkage
that came with the carb's didn't work well, kept falling apart. I
ended up using 2 12mm sockets on a 3/8 steel rod to link the carb's
to the original TR7 throttle and 4 strategically located springs.
I can make a drawing if anyone is interested in this.
My car had a manual choke, and the cables connected to the SU's with
no problem.
I don't have the fresh air duct installed on it yet, and every once in a
while on deceleration, I do get a whiff of gas. I don't see any
evidence of a leak, but am still cautious about this.
I have a vac line running from the front carb through a flame trap to
the distributor, and that is it. The Egr valve is disconnected as
the SU's offer no tap, and I have no overflow line to the canister.
I am running a couple of WIX air filters from a Volvo, with the
rear filter vented to the valve cover.
I'd be interested in any tips, comments or observations anyone
running SU's can offer.
Ted Jankowski, Bloomington, Illinois USA
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So let me tell you something about the SU carb's.
ORIGIN
The SU carburetor was invented by George Skinner (UK). He was born
in 1872 and had no technical training whatsoever. Together with
his younger brother Thomas Carlisle Skinner he improved the
carburation on a Star motor-car. The original carburetor was a
massive one fitted with a glass top.
The situation is that suction on the jet varies accordingly to the
demands made by the engine. It would be a big improvement if the jet
could be located in an air channel of a size varied to suit different
engine speeds (ensuring a constant depression and air velocity).
To be suitable for full throttle or slow running a tapered needle
was necessary. This varied the size of the jet orifice according to
engine demands.
The full patent was applied in February 1905, and granted almost one
year later, in January 1906. Funny: George Skinner describe his
occupation as 'boot & shoe manufacturer'.
Before I continue, I hear you asking; what does SU stands for?
SU stands for 'Skinner's Union'.
In relation to our wedges, I'll skip history and start again in 1947.
The introduction of the aluminium die castings replacing zinc and
brass. Of course all experiences from World War II.
In 1958 the HS type carburetor (yes the one we can see in so many
wedges) was introduced. 1962 was the year of the delrin float needle,
the next year of the nylon float. Year 1969 was the introduction of
the spring-loaded metering needle and throttle overrun valve.
In 1975 jet temperature compensation was introduced for HS4 & HS6
carburetors. 1976 witnessed the birth of the ball-bearing suction
chamber.
The early eighties saw the loss of identity of SU. It became
Austin Rover Fuel Systems. SU considered ceasing production of
HS carburetors. Tooling was kept operational by Burlen Services.
Burlen now trades under the name of Burlen Fuel Systems.
Since 1996 Burlen manufactures all SU electric pumps and carb's,
including the HS types. SU is developing new products for the
21st Century (plastic throttle bodies, alu fuel rails, lightweight
fuel pumps and EFI assemblies).
Maintenance.
You should check your carb's at a regular bases. A visual check is
recommended every 3,000 miles.
1. Check the supply lines. Look at the pipe connections and ensure
they are tight. Look at the flexible pipes to ensure there's no
cracking.
2. Check the intake system. Check the air cleaner. Have a look at
the air filter. No joke but check if you have the right one for
your car!!
Will be continued next time!
Johan Vorsterman van Oijen ( vvo@voskotan.com
)
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LOVE AT FIRST SIGHT
In Nov. 1997, I found an ad in the Market Place of the World Wide
Wedge for a 1981 TR8 with 16,000 original miles.
After a few phone calls I sent a deposit and a week later I flew to
San Francisco. Upon arrival at the sellers home I saw the Poseidon
green 8 with golden tan interior and matching top. Other than a
couple of minor flaws she was pristine, complete with the original
Goodyears, uncracked and half tread left. Needless to say it was
"love at first sight".
The following day we completed the paperwork and I was handed the
keys. I headed for Santa Cruz for the holidays with friends,
dreading the congested freeways I took highway 74(?) and 9 through
the rolling hills and redwoods. It was a wonderful curving road with
lots of upshifts and downshifts. The 8 kept calling out for more
throttle and less brakes but knowing I had a rare gem and having seen
an overturned S10 pickup on the side of the road I fought my urges
but still highly enjoyed the drive. What a fun car and road!
The day prior to the holiday I called Wayne Bier, Proprietor of
Triumphs Only in San Jose and he cordially accepted the request for a
last moments appointment to service the car. The day after the
holiday I left for home, 1,700 miles of interstate in two days with
no breakage or parts falling from the car. Indeed, the 8 is a rare
Triumph. 80 mph and 22 mpg. The 8 is definitely best of breed!
Thanks again to the fine people who maintain the WWWedge site and
made my find possible.
John Duggan ( jdstr8@webtv.net )
Webpage: http://www.team.net/TR8/mp/html/john_duggan.html
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MYSTERY
Excuse the rather large email, but I think you might find the
enclosed scan interesting. It's a label I found under the carpet in
my TR. As the carpet appears to be original, I assume that this is a
factory label relating to the paint code for the body. Except, that
my car is yellow, not porcelain, and the body number 209030 is a lot
later than mine.
That body number is not listed in the registry, but the number range
would appear to make it a TR8. Anyway, I didn't want to post this on
the TR list, because the file is a bit too big, but I thought it
might make an interesting topic of discussion on the wedge page?
Maybe somebody out there can shed some light on what might be a
historical piece of paper?
Webpage: http://www.team.net/TR8/mp/html/mystery.html
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TECHNICAL TIP
Hi Guys,
I know this thread is getting pretty old now, but to add my 2 cents.
I fitted the gaskets from an 1800 Triumph Dolomite to get a gas tight
seal on my 7, the Dolly Sprint ones will fit as well.
Cheers all
Robin M Cornick ( cornick@olg.com )
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OOM512R
THIS is a sad story ... of crushed ambition, of hope turned to
despair, of true British pluck facing the odds, and getting its nose
bloodied.
Actually,-all that seems a bit grand, when you first see the world's
only 20Omph TR8, parked forlorn and looking forgotten, among a few
old E-types in various stages of dismemberment. Then you look a bit
closer, at the quickly detachable glass-fibre bodywork, swoopy and
daring; at the twin-turbo 550 bhp V8 Rover engine beneath the bonnet;
the purposeful racing-car cockpit, with roll cage and stark but
plentiful instruments. And how about that turbo boost gauge ...
reading up to 30psi.
Then they start the engine up, and the room fills with an explosion
of shrieks and bellows, bangs and roars. World War Three will be
something like this. The world's only 200 mph Triumph TR8 may be a
monument to unfulfilment, but it is not one to suffer in silence.
The car's story begins way back in the mists of 1978, when Jan Odor
of Janspeed began playing around with the Rover 3500 V8 engine and a
pair of Rotomaster turbo-chargers. His engine development programme
was an ambitious job, with special attention paid to interchange
cooling, and including a vast belt-driven ancillary oil pump to keep
all the hot, fast-spinning bits well oiled.
But even Odor confessed some shortcomings. He'd have preferred fuel
injection to the pair of massive SU carb's fitted; and the Cosworth
pistons gave a high compression ratio of 8.3: 1. With a 3,653
cc block, and turbo boost pressure limited by valves to between 1.2
and 1.3 bar, the engine was good for 550 to 600 bhp on full song.
Not that it ever stayed there for very long, but this was not always
because of the engine's fragility, as we shall see.
From the nucleus of that engine evolved the idea of a Le Mans Triumph
TR8, a car which seemed at the time to be 'the ideal vehicle to break
the dominance of Le Mans by the continental manufacturers such as
Porsche, BMW, Lancia and Renault. Well, it seemed a good idea at the
time ...
The brave and hopeful one was fan Harrower, most consistent of the
people behind the British Le Mans car. When he began, he was an
accountant. Only two years into the project, he had become a director
of ADA engineering, the firm who originally undertook the development
work. Lots of press articles drummed up lots of interest, and a
modicum of financial support, not least of which came from
enthusiastic members of the Triumph Owners Club, who chipped in cash
and then flocked down to Le Mans in great numbers, only to see their
car fail even to reach the first hurdle.
The TR8 was built as a Group Five 'Silhouette class' endurance racer,
a challenge to the dominant Porsche 935s, and based closely on the
TR7. Steel body panels were all removed, with the exception of the
roof and scuttle, and the remaining monocoque chassis structure was
double-skinned to increase strength. The team resisted the costly
temptation of fitting wishbone suspension and the like, and stuck
with the Triumph front struts and live rear axle.
Bilstein provided the hydraulic damping, hubs came from a March F-1
car, and the already double skinned front strut towers were
additionally crossbraced with a removable tubular steel truss
running across the top of the engine.
Meanwhile, a full steel tubular roll cage in the cockpit, along with
a Corbeau racing seat and a comprehensive array of switches and
dials, turned the polite little English sports car into a no-frills
550-horsepower racer. Even the dash panels were replaced with flimsy
lightweight glass-fibre, rattling on their rivets. The noise inside
over a 24-hour race must have been exhausting. Luckily, perhaps,
nobody ever had to endure it.
Kevlar-reinforced fibre-glass, adding, of course, the necessary
bulges to accommodate wheels 10in wide up front and 14in at the rear,
along with a front air dam, side skirts (the left-hand one
containing the oil cooler), and an aerofoil at the rear.
This elevated wing started off in 1980 as a real Wright Bros.
string-and-strut effort, but evolved into the alloy plated Porsche-ish
one you see now. Cox also added in fastback flying buttresses to the
rear of the cockpit, an element of styling that the basic TR7 badly
missed. In the end, the car weighed in at 1,200 kg, meaning that
there was plenty of it.
As the date of Le Mans 1980 loomed large, so too did the problems.
Getting a suitable gearbox proved difficult, and imposed delays: a
proposed British unit failed to turn up when expected, and the team
were forced to turn back unwillingly to the brutish four-speed
American Muncie Folk-crusher' box. This and a myriad of other delays
meant that the car missed its proposed shake-down run at the
Silverstone 1,000 km race, and arrived at Le Mans only in the nick of
time, never having turned a wheel - nor indeed wheeled a turn - in
anger. The anger was still to come.
The British Racing Green Triumph passed through scrutineering without
a hitch, to the accompaniment of hearty back-slapping by the TR
Owners Club. The car had already sparked keen interest in the British
press; at Le Mans, this all-British challenger to the Porsche was
received with lots of European neck-straining, clucking of tongues,
and clicking of shutters. It was after all, the first Triumph at
Le Mans for 19 years . Certainly the run up to Le Mans had been
anything but smooth.
Harrower and drivers, John Sheldon and John Brindley, simply weren't
able to go fast enough. The problem was not with themselves, nor even
that there was anything essentially wrong with the car, but a number
of failures, including faulty wheel castings, conspired with a numbing
drive-shaft vibration at 175mph to prevent the car from going any
faster than that. And 175mph on the Mulsanne Straight just ain't enough.
Amid many tribulations, the team worked to correct the faults -
and they succeeded, too. At the end of practice, the TR8 was timed at
201 mph on the Mulsanne Straight - the only Triumph, surely, to have
exceeded 20Omph. But it was all to no avail. The requisite number of
laps were not completed at sufficient speed, and the car failed to
quality. When the historic Le Mans clock ticked round to 4 PM,
to signal the surge of sports cars off on their 24-hour sprint,
Britain's brightest hope was not among them.
Sorry to say that the TR8's competition career, or at least its
Le Mans career, went downhill from there. To cut a sob story short, a
lack of finance - despite frenzied and increasingly hectoring appeals
to British industry by fan Harrower - meant that the TR never did
get back to France, and it stayed at home for the occasional
appearance in Britain, leaving those infidel Porsches to mop up
everywhere, condemned to live out its days as a beautiful
might-have-been.
This was not for want of trying. Driver Derek Bell was persuaded
to test the car. His quoted comments in the press at the time were
kind ... he'd be glad to test the car again, to help with
development: he hoped they would find the necessary finance.
The little-known story from those at the track-side at the time
runs like this: Bell drives the car. he pulls up at the pits,
a bystander asks him how it went and receives an honest reply;
the engine needed development, the handling needed development,
the car as it stood was not anything like good enough. What Bell
may or may not have known that this particular casual bystander
was Mr Moneybags, the potential sponsor for 1981. The money never
materialised.
In 1982, the Triumph was entered again for Le Mans, but again ran out
of funds before it got there, and at the end of 1983, it was bought
by the British Sports Car Centre, in Goldhawk Road, West London.
We persuaded them to give the car one last blast before they sold it
abroad, or whatever they will do with it. It was a suggestion that six
or seven of its cylinders were happy to go along with.
So while the cars new owners reveled spasmodically in a fairly large
proportion of its 550 available bhp, the onlookers were left to dream
of the way things might have turned out better. Just as those
dedicated triumph clubmen did back in 1980. That's what this car is
best at ..encouraging fantasies. Its just a pity that they don't carry
any prizes.
Graham Gay ( HAWK.EYE@bigpond.com
)
Webpage: http://www.team.net/TR8/mp/html/oom512r.html
This story was given to Graham by the current owner of the car.
It's from a magazine obviously! So this is copyrighted stuff. I hope
we don't get a penalty for publishing ;-D
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HAWK Braking pads
I was reviewing past issues of the ezine and re-read a brake pad
article by Randy Ponik. He was suggesting the Hawk brake pads for the
TR7 as listed in the Racer's Wholesale Catalog. Well, here's the good
news and the bad news.
(Moderator: that article was in Ezine no. 4)
First, I race a TR7 and we have been using Hawk Pads for 3 years.
Of course we use the harder and higher temperature pads. The TR7 pads
are the 240Z pads which is why they are inexpensive for high
performance pads. They work well, but you have to modify the TR7
caliper to accept them. The 240Z pad is almost square.
In fact, it is almost the same size as the TR8 pad, only square
instead of butterfly wing shape.
So, if you order these pads, don't be disappointed when you try to
install them and they don't fit. The modification is straight forward.
The lower 'shelf' in the caliper must be relieved to take the larger
pad. To do this correctly, you should break the caliper in half.
To rebuild the caliper, you must get internal 'o' rings and make sure
that they seal correctly. If not, you will get internal leaks which
will not do your braking any good. Also, the retaining springs are a
little difficult, so you may want to drill holes in the calipers to
accept retaining pins. You will have to decide.
Another solution is to go to your local Auto parts store an buy a set
of 1974 - 1976 Mercury Capri II / 2.6 calipers. These calipers have
the exact pad/rotor/hub offset and bolt pattern. To mount the
calipers requires some gentle re-bending of the solid brake lines.
Even the brake line fittings are the same.
The bad news is that you will need to buy a set of TR8 rotors.
The TR7 rotors are .38 inches thick while the TR8 and Capri II use a
.5 inch thick rotor. I would not recommend that you use this caliper
with the thinner rotors.
Oh, by the way, any 240Z pad will fit the Capri II caliper. Also,
this caliper will fit within the 13 inch steel rims. However, this
is not universal, so be sure and keep your receipt to return the
calipers if you have rim interference.
(Moderator: I have these Capri calipers mounted with standard 13'
alloy wheels. I had use a 6mm alu spacer between wheel hub and
rim)
I use this modification on all, yes I have several, of my Wedges.
It gives me slightly better braking than the stock TR8 which is more
than adequate for spirited street use. Also, the ability to buy high
quality pads at reasonable prices is a bonus.
One other note. It is not uncommon for these remanufactured calipers
to fail the first time. Be prepared to return them. Their only as
good as the person who rebuilt them, probably somewhere in the far
east.
Scott Holton (
SHolton@isd.state.al.us )
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INCOMING MAIL
I'm very interested in TR8's. I will tell you how I got into
Triumph's first. I will make it short, I promise. Well, it started when
my friend bought a '79 TR7. I fell in love with the shape of it.
Then my brother bought a '77 TR7 back in '87, so I wanted a TR7 real bad.
so in '89 I bought myself a 1980 convertible TR7, and I was in seventh
heaven.
I said I would make this short.
A year later I bought a TR8, and I have never looked back. I love the
TR8 and anything to do with it, so I have been going to the A.B.F.M.
for the last nine years, and as always I can't wait till the May long
weekend. Next year I want to show my TR8 in it.
Before you ask, I never thought it was good enough to show. As of
October I am going to start to restore it. Can't wait.
Back to the show. There were about 350 to 400 cars, like any other
British car, all great looking. There were 5 TR8's and one TR7 (never
to many TR7's) .I don't know why. Can't forget little brother - after
all that's were it all began. Right?
It was a very good turn out. Lots of Healeys and TR6's, and Tiger's,
Mg's, Lotus's, and Jaguar's.
We also have a drive coming up in August, and it will be a lot fun.
Talk to later. Thank you very much for letting me write this!
Bill Casey ( triumphtr8@hotmail.com )
PS. Here are some pictures of my car and the British Field Meeting
in Canada
Webpage: http://www.team.net/TR8/mp/html/bill_casey.html
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MY TR7
I'm a fan of all cars, 2.8 Capri, Supra, Delta Integrale amongst my
previous steeds, however a friend ( I'm due to be his Best Man in
August ) had a Dolomite Sprint, 2 TR7s and a Scimitar SS1 over the
last 3 years. This lead to a desire to own a small classic sports car.
Anyway I had a BMW 318 and decided after a job change to have a car
change, summer was coming and the prices of small open top sports
cars was low. I decided on 4 factors, reliability ( including parts
availibility ), cost, drivability and looks ( including colour ).
I checked out several cars an X19, Scimitar SS1, TVR 280 Tamsin, none
really fitted the bill, either too expensive X19 ( parts can be a pain
), too garish ( purple TVR ) or underpowered ( SS1 with a Ford 1300 ).
Then I saw LSL 361X advertised in a local paper. I was excited, it was
within my budget, I knew of Rimmer Bros, Moss and TR Blitz so parts
were not a problem, loved the shape, it was British Racing Green
( the perfect colour ) and it had only 1 previous owner with receipts
and history. I immediately phoned the advert and made an appointment
to see the car.
The day came for the test drive, I arrived seeing the car in the
driveway, it looked pretty good although not quite up my own personal
standards ( cleaning the car takes at least a day ). The body work
looked sound and there had been a full respray done, the interior was
sound with only slight damage to the drivers seat and the old MOTs
confirmed the milage at 28,000. The 2.0 litre engine fired up first
time and settled to a nice purr once warm. The drive went well and
the car was sound with very little complaint from the mechanicals or
noises from the interior.
I decided to buy, a price of £2,000 was agreed and I arranged to pick
the car up when I had the insurance sorted out.
Insurance companies are such a pain, getting all the details done
took a week, too long, I wanted to be driving. Any way the insurance
ended up being £198 per year fully comprehensive with no milage
limitation, not bad I thought. The car was taken to its new home.
I decided on a full service straight away, better safe than sorry,
and apart from a new set of brake pads the car was all alright.
Over the last few months I have carried out some modifications, the
start of a long list, Mountney wood rim steering wheel, Momo
aluminium pedals, NRA aluminium gear knob, a fire extinguisher in the
center arm rest, a Pioneer stereo mounted in the glove box
( keeps thieves away ) and fitted mats from Rimmer Bros.
There have been some problems, the drivers side window winder packed
up and had to be replaced, the alloy wheels were refurbished, the boot
lock has been replaced, the carbs were sticking and had to be serviced
and worst of all while driving at 70 mph the accelerator cable
snapped, thanks to a spanner and screwdriver I got the car home and
fitted a new cable, I now keep a spare in the car.
There is still work to be done, the clutch master cylinder is leaking
and needs to be replaced and the cylinder head gasket is also leaking,
an unleaded head will go on when I do this.
Long term I would dearly love a V8, one in the eye of the greenies,
the handling could do with being uprated, maybe stiffer shocks and
springs and I would like to see what a TR7 looks like with 15" chrome
spoked wheels.
It's been an interesting 1998 so far but I have to admit the enjoyment
of driving LSL 361X is excellent and the amount of heads that turn is
quite extraordinary.
Happy TR Driver,
Stephen Gunn ( Stephen.Gunn@valstar.co.uk )
Webpage: http://www.team.net/TR8/mp/html/stephen_gunn.html
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FREEBIES
A free wallpaper for the Ezine readers. It's a compilation of a poster
made by Bill Sweeting of the TR8CCA. Mark Elbers made the conversion
into a wonderful wallpaper. Very nice behind your Win95/NT desktop.
More information about the poster at:
http://www.team.net/TR8/mp/html/poster.html
Freebies can be collected thru FTP access at:
ftp://www.team.net/TR8/freebies/
Greetings,
Bill and Mark.
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WWWedge Ezine is a free email newsletter for anyone who is interested
in the classic car Triumph TR7 and TR8.
Please note: the list of subscribers will not be shared with anyone.
The information is used to distribute the newsletter. This newsletter
is not SPAM. It's sent to you based on your subscription.
Advice, articles and opinions are offered 'as is'. The publisher
cannot accept responsibility for any errors or omissions.
The newsletter may be freely copied and/or distributed in its
entirety.
(c) 1998, The World Wide Wedge (
http://www.team.net/TR8/)
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