Hi Jeffrey :
On Monday, August 21, 2000 9:36 AM, Jeffrey J. Barteet
[SMTP:barteet@nceas.ucsb.edu] wrote:
>
> So my new engine has accumulated around 1500 miles on it and I'm exploring
> the upper RPM limits a bit in second and third gear.
What's wrong with 4th gear ? You should be able to get redline in 4th direct,
no problem.
> I have an OD, so
> I'm guessing I have the 4.10 rear end.
Unlikely, as relatively few cars seem to have been delivered in this state.
One easy check is to look for the calibration number printed on the speedo
face. For a 4.11, the number should be around 1350, for a 3.70 it's around
1150.
> In my 20/20 hindsight, I would have done a couple of things different, and
> I probably will when it starts raining some time in December. They are:
>
> 1) Shave the head to get the compression higher
Don't get too carried away, unless you like having to either run racing gas or
add octane improver all the time. BTW, most "octane improvers" sold in the US
aren't worth a #@%$. Expect to pay $8/pint or more for one that works.
> In that article recently posted (
> http://www.speakeasy.org/~mgendron/Kastner_TR4A.html ) by someone on the
> list about Kastner doing salt flats racing and drag racing, he was pulling
> six grand on his motors.
Local wisdom seems to be that 6K is about the limit on a stock crank. As Ken
G. put it in Tech Talk "There's only one word for someone who consistently
exceeds 6500 rpm on a stock crank ... BANG !"
> When I had the motor balanced, the machine shop guy got a little beady-eyed
> when I asked him if he had balanced the crank with the front fan extension
> on the crank. I'm wondering now if that's the problem? It's a fair-sized
> chunk of cast iron.
Could well be. Also, you didn't mention new valve springs (IMO upgraded valve
springs are de rigeur for exceeding stock redline) or what you did with the fan
and balancing weights. BTW, that mechanic was working for you when he balanced
your crank. If you aren't happy with his willingness to answer questions, or
the answers he gives, FIRE HIM !
> Do these motors really need a balancing pulley to rev? Did Kastner have
> these?
I suspect the answer is no, since he was working for Triumph, and part of the
job was to avoid exotic 'trick' parts to produce engines that anyone could
duplicate. I don't recall a balancer being mentioned in the Performance
Preparation manual.
> It it just impossible to make them rev with a 35-40lb flywheel \ pressure
> plate combo?
Flywheel weight has nothing to do with how high it will rev, only how fast it
will get there.
> What steps should I take to make 'er rev?
Make sure the valve train is healthy (performance valve springs, chrome-moly
pushrods, etc.) then work on the balance. Supposedly, the fan (and it's rubber
bushings) actually worked as a harmonic dampener on the stock setup. Lots of
people have said that if you are going to remove the stock fan, you should
switch to some other form of harmonic dampener. However, my previous TR3
hotrod would turn 6K easy (although the power was somewhat down, probably
because I used the stock carbs, so I usually tried to shift at 5500). It had
the full hub, but no fan. Stock TR3 clutch and flywheel, too.
I also didn't see any mention in your post of improved intake/exhaust ...
> Once again, I'd appreciate any first-hand experience from the racers out
> there.
Oops, sorry. I'm not a racer, I just like driving fast. My TR3 can already
outhandle the stock 5.0 Mustangs on the street, when it can outpull them too,
I'll be in TR heaven <g>
Randall
59 TR3A daily driver
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