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121. RE: Anyone knows how much a TR6 weights? (score: 1): Author: "Shawn J. Loseke" <sloseke@holly.colostate.edu>; Date: Thu, 1 Jan 2004 18:33:07 -0700; I know one place they gained some weight was in the doors. The later cars have side impact beams in the doors and are substantially heavier than the early doors. But that is just one more small weigh; /html/6pack/2004-01/msg00017.html (10,139 bytes)
122. RE: Lightening late TR's (score: 1): Author: "Shawn J. Loseke" <sloseke@holly.colostate.edu>; Date: Sun, 4 Jan 2004 09:13:49 -0700; I have seen many late TR6's with the rubber bumpers removed. I have even seen chrome caps placed in the bolt holes of the bumper to cover the unsightly holes. Without the rubber bumpers the only thin; /html/6pack/2004-01/msg00072.html (9,940 bytes)
123. RE: header choices (score: 1): Author: "Shawn J. Loseke" <sloseke@holly.colostate.edu>; Date: Tue, 6 Jan 2004 17:32:03 -0700; If you haven't done some flow improvement on the head or gone past an S-2 style camshaft, then you might not see much extra performance from a header. There would be some but you might notice the inc; /html/6pack/2004-01/msg00118.html (9,180 bytes)
124. RE: anybody cut open a stock muffler? (score: 1): Author: "Shawn J. Loseke" <sloseke@holly.colostate.edu>; Date: Tue, 13 Jan 2004 12:47:09 -0700; In his sig line is a web address. He is trying to pump the exhaust from a 455ci V-8 through it. The comparativley tiny pipes of the TR6 system would be very restrictive to it. I have not seen a cross; /html/6pack/2004-01/msg00204.html (9,202 bytes)
125. RE: Need some help (score: 1): Author: "Shawn J. Loseke" <sloseke@holly.colostate.edu>; Date: Tue, 27 Jan 2004 09:17:29 -0700; Interesting name, did you do that to protect the innocent? My info matches yours that there was no Factory built GT6 convertible. The term Spit-6 is becoming popular for these cars. The GT6 does shar; /html/6pack/2004-01/msg00413.html (8,633 bytes)
126. RE: 1968 TR6 (score: 1): Author: "Shawn J. Loseke" <sloseke@holly.colostate.edu>; Date: Tue, 27 Jan 2004 14:59:41 -0700; It could still be possible that it was produced in September of 1968 but it would still be a 1969 model. It used to be very common practice for auto manufacturers in GB to shut down for the month of; /html/6pack/2004-01/msg00423.html (7,821 bytes)
127. RE: TR6 engine conversions (score: 1): Author: "Shawn J. Loseke" <sloseke@holly.colostate.edu>; Date: Fri, 30 Jan 2004 18:01:03 -0700; Other way around, Rover used the Buick engine. That base engine powered many British V8 cars including the TR8, the factory MGBV8's, the RV8, the Rover 3500 sedans (P6's and SD1's) as well as the all; /html/6pack/2004-01/msg00469.html (7,975 bytes)
128. RE: Does 0.120" really get 9.5:1 compression? (score: 1): Author: "Shawn J. Loseke" <sloseke@holly.colostate.edu>; Date: Mon, 22 Dec 2003 15:48:33 -0700; Cut below the highest piston height and it will crash into the head the first time you crank it. Whoa yourself Greg, nice cautionairy advice but; You can cut the deck below the top of the piston with; /html/6pack/2003-12/msg00215.html (9,867 bytes)
129. RE: Does 0.120" really get 9.5:1 compression? (score: 1): Author: "Shawn J. Loseke" <sloseke@holly.colostate.edu>; Date: Tue, 23 Dec 2003 11:21:34 -0700; Sorry but this rambles a bit... Well all this has got me thinking that my CR might not be as high as I thought. I measured the pistons height out of the block myself when reassembling the engine. The; /html/6pack/2003-12/msg00245.html (10,789 bytes)
130. New topic follow up from CR discussion... (score: 1): Author: "Shawn J. Loseke" <sloseke@holly.colostate.edu>; Date: Tue, 23 Dec 2003 11:49:48 -0700; Hey all this is a little long... Based on the CR topic discussion I have some other power related issues that I am dealing with. Regardless of my now uncertain CR, I have a GP3 cam with a Goodparts T; /html/6pack/2003-12/msg00246.html (10,172 bytes)
131. RE: New topic follow up from CR discussion... (score: 1): Author: "Shawn J. Loseke" <sloseke@holly.colostate.edu>; Date: Tue, 23 Dec 2003 18:59:12 -0700; Thanks for all the input so far. I already have very thin oil in the dashpots. Please correct me if I'm wrong here. But as I see it is; as the needle is drawn up through the jet it tapers. If the mix; /html/6pack/2003-12/msg00260.html (11,922 bytes)
132. RE: New topic follow up from CR discussion... (score: 1): Author: "Shawn J. Loseke" <sloseke@holly.colostate.edu>; Date: Wed, 24 Dec 2003 08:56:43 -0700; Actually the change needs to occur from about 2200 all the way to redline. Even after the power comes back up the mixture stays rich (right at 11 on the A/F from about 3300 to redline, it drops below; /html/6pack/2003-12/msg00285.html (11,431 bytes)
133. RE: Rear window seal (score: 1): Author: "Shawn J. Loseke" <sloseke@holly.colostate.edu>; Date: Thu, 25 Dec 2003 19:54:37 -0700; Don't know of source but I need one as well so when a source or supply is found it will be a welcome piece of news. Shawn == exists from; /html/6pack/2003-12/msg00300.html (7,356 bytes)
134. RE: TR6 radiators (score: 1): Author: "Shawn J. Loseke" <sloseke@holly.colostate.edu>; Date: Sat, 1 Nov 2003 07:59:43 -0700; What sort of cooling issues are you having? I found nearly half of my coolant passageways in my original 1972 TR6 engine to be blocked with corrosion and it still never overheated. But after raising; /html/6pack/2003-11/msg00006.html (7,292 bytes)
135. RE: underhood heat (score: 1): Author: "Shawn J. Loseke" <sloseke@holly.colostate.edu>; Date: Sat, 1 Nov 2003 08:04:41 -0700; I have a set of SS headers very similar to those you describe. Underhood heat is pretty high at the moment. This winter I hope to get the headers coated and build a heat shield. Header wrap can be da; /html/6pack/2003-11/msg00007.html (7,587 bytes)
136. RE: Rear Tow in, out? (score: 1): Author: "Shawn J. Loseke" <sloseke@holly.colostate.edu>; Date: Sat, 1 Nov 2003 08:10:04 -0700; I don't have my books in front of me right now so I can't answer your first question. The 2nd question seems to have been covered pretty well. As far as your third question goes, how low are you tryi; /html/6pack/2003-11/msg00008.html (7,506 bytes)
137. RE: Crane Electronic Ignition verse Pertronix Electronic (score: 1): Author: "Shawn J. Loseke" <sloseke@holly.colostate.edu>; Date: Sun, 2 Nov 2003 07:55:33 -0700; FWIW I've been running a Pertronix for five years with zero problems. But I believe that the Crane unit has had fewer reported problems. The Pertronix uses a "hall effect" magnetic sensor while the C; /html/6pack/2003-11/msg00029.html (8,574 bytes)
138. RE: End of Trouble Shooting (score: 1): Author: "Shawn J. Loseke" <sloseke@holly.colostate.edu>; Date: Sun, 2 Nov 2003 08:08:28 -0700; Al, I think your answer was hinted at in another post about wiring the anti-run on valve. The short in yours must have caused it to not fully close, there-by introducing a vaccuum leak into the manif; /html/6pack/2003-11/msg00030.html (7,900 bytes)
139. RE: engine color (score: 1): Author: "Shawn J. Loseke" <sloseke@holly.colostate.edu>; Date: Sun, 2 Nov 2003 13:50:02 -0700; I believe that the original engine color was black with factory replacement engines being blue. (I think I read that somewhere anyway) I used a combination of gloss and matte ceramic engine paints to; /html/6pack/2003-11/msg00032.html (7,073 bytes)
140. RE: Top end speed? (score: 1): Author: "Shawn J. Loseke" <sloseke@holly.colostate.edu>; Date: Mon, 3 Nov 2003 22:51:08 -0700; A few years ago on a temporary racetrack on the old Stapleton International Airport runways in Denver I hit 115mph on one of the straights. That was clocked with a radar gun, I wasn't watching the sp; /html/6pack/2003-11/msg00059.html (7,679 bytes)

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