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81. RE: Tube shock conversion (score: 1): Author: Timothy Holbrook <tjh173@yahoo.com>; Date: Thu, 9 Jan 2003 15:32:35 -0800 (PST); The VB kit is the same as the BPNW. Very nice, easy to install. Tim Holbrook 1971 TR6 __________________________________________________ Do you Yahoo!? Yahoo! Mail Plus - Powerful. Affordable. Sign u; /html/6pack/2003-01/msg00217.html (8,250 bytes)
82. Re: Valve seals (score: 1): Author: Timothy Holbrook <tjh173@yahoo.com>; Date: Tue, 14 Jan 2003 17:22:34 -0800 (PST); I have valve seals on my car. Have had them for many years. They work great. I'm not sure what brand, etc. My dad is in the engine business, his friend worked for a major valve manufacturer and he wa; /html/6pack/2003-01/msg00309.html (8,820 bytes)
83. Re: V-8 Conversions (score: 1): Author: Timothy Holbrook <tjh173@yahoo.com>; Date: Sun, 19 Jan 2003 12:04:24 -0800 (PST); Try: http://britishv8.org/swaps/ . This is a great resource. From there, you can go to http://britishv8.org/swaps/examples.htm , and there are several pages for TR6's with V8's. Dan Masters himself (; /html/6pack/2003-01/msg00389.html (7,739 bytes)
84. Re: engine and trans weight? (score: 1): Author: Timothy Holbrook <tjh173@yahoo.com>; Date: Sun, 19 Jan 2003 12:09:28 -0800 (PST); According to Dan Master's web page about his Ford 302 engine conversion (http://britishv8.org/swaps/TR6ford.HTM), a TR6 engine with all accessories weighs 460 pounds...which, interestingly enough, is; /html/6pack/2003-01/msg00390.html (7,938 bytes)
85. Re: Tripple Carbs Verdict (score: 1): Author: Timothy Holbrook <tjh173@yahoo.com>; Date: Sun, 19 Jan 2003 12:15:47 -0800 (PST); I don't think anyone knows for sure, because no one has ever done dyno tests back-to-back of identically prepared engines with 2 carbs vs. 3. That would be a really interesting test... I think we can; /html/6pack/2003-01/msg00391.html (7,695 bytes)
86. RE: Triple Carbs Verdict (score: 1): Author: Timothy Holbrook <tjh173@yahoo.com>; Date: Mon, 20 Jan 2003 19:41:13 -0800 (PST); Well, just as another point of reference, Kas Kastner got over 170hp out of the race-prepared TR6 engines with stock dual carbs. And he was able to get almost 150 with just some head work (including; /html/6pack/2003-01/msg00434.html (9,341 bytes)
87. Balancing (score: 1): Author: Timothy Holbrook <tjh173@yahoo.com>; Date: Tue, 28 Jan 2003 17:02:35 -0800 (PST); My cousin is rebuilding his TR6 engine, and is planning on doing the static balancing (ie: equalizing the weights of all the parts) himself. His machine shop is doing the dynamic balancing of the cra; /html/6pack/2003-01/msg00612.html (6,705 bytes)
88. Re: Newbie (score: 1): Author: Timothy Holbrook <tjh173@yahoo.com>; Date: Wed, 29 Jan 2003 17:01:04 -0800 (PST); Everything I've read and heard about on the subject says that it's not good for cars (all cars) to be driven short distances each day and shut off before they warm up. One result of doing this is th; /html/6pack/2003-01/msg00642.html (9,280 bytes)
89. Re: Rimmer Bros. Exhaust systems (score: 1): Author: Timothy Holbrook <tjh173@yahoo.com>; Date: Thu, 30 Jan 2003 18:48:38 -0800 (PST); I'm not sure what the type A vs B is. However, I can tell you that I have a Rimmer header and exhaust system. It is stainless. The header is a 6-3-1 design. It empties into a 2.25" collector. The exh; /html/6pack/2003-01/msg00677.html (7,963 bytes)
90. Fwd: Re: Drive Shaft (score: 1): Author: Timothy Holbrook <tjh173@yahoo.com>; Date: Sun, 1 Dec 2002 19:23:14 -0800 (PST); I still don't understand this. I realize that the factory would have dynamically balanced the prop shaft and axle shafts, but they wouldn't have done this while the shafts were connected to the diff; /html/6pack/2002-12/msg00024.html (10,858 bytes)
91. Fwd: Re: Fwd: Re: Drive Shaft (score: 1): Author: Timothy Holbrook <tjh173@yahoo.com>; Date: Mon, 2 Dec 2002 17:17:13 -0800 (PST); My Dad had told me about doing the hose clamp trick, he apparently had done this on his various Triumphs back in his younger days. I always thought it sounded a little crazy! But I am starting to thi; /html/6pack/2002-12/msg00060.html (11,512 bytes)
92. Fwd: RE: TR-6 performance (update) (score: 1): Author: Timothy Holbrook <tjh173@yahoo.com>; Date: Tue, 3 Dec 2002 15:50:17 -0800 (PST); Am I the only one wondering what Jim does that he has enough money laying around to give out 12 sets of roller rockers?? Tim Holbrook 1971 TR6 __________________________________________________ Do yo; /html/6pack/2002-12/msg00112.html (17,016 bytes)
93. Fwd: RE: RE: TR-6 performance (Q&A) (score: 1): Author: Timothy Holbrook <tjh173@yahoo.com>; Date: Wed, 4 Dec 2002 17:17:52 -0800 (PST); Uhhhh, zero RPM? Tim Holbrook 1971 TR6 __________________________________________________ Do you Yahoo!? Yahoo! Mail Plus - Powerful. Affordable. Sign up now. http://mailplus.yahoo.com; /html/6pack/2002-12/msg00174.html (8,480 bytes)
94. Fwd: Re: TR-6 performance (Q&A) (score: 1): Author: Timothy Holbrook <tjh173@yahoo.com>; Date: Thu, 5 Dec 2002 08:21:07 -0800 (PST); I see what you guys are getting at here, but I stick by my answer of "zero RPM". The question was "At what RPM does a stock 6/250 stop producing power?". The engine will make power at all RPMs, excep; /html/6pack/2002-12/msg00192.html (9,259 bytes)
95. Fwd: Cool air intake for carbs. (score: 1): Author: Timothy Holbrook <tjh173@yahoo.com>; Date: Thu, 5 Dec 2002 14:28:28 -0800 (PST); As others have said, you get more power from cooler air, because it is more dense. The TR250/6 can especially benefit here, because the head is not cross-flow, and thus the header is directly below t; /html/6pack/2002-12/msg00211.html (9,820 bytes)
96. Fwd: RE: PCV on a Good's Triple intake?'s (score: 1): Author: Timothy Holbrook <tjh173@yahoo.com>; Date: Thu, 5 Dec 2002 14:44:40 -0800 (PST); When fitting a Goodparts triple manifold (as I have done), you simply need one more T fitting and a bit of extra hose. The 1969-model-year-only "PCV" valve (which is not really a PCV valve) is not us; /html/6pack/2002-12/msg00212.html (11,125 bytes)
97. Fwd: RE: RE: PCV on a Good's Triple intake?'s (score: 1): Author: Timothy Holbrook <tjh173@yahoo.com>; Date: Thu, 5 Dec 2002 18:51:33 -0800 (PST); I didn't realize I was coming off as being irritated. I simply didn't want your email to scare off potential Goodparts customers. I think he makes a great product. Also, I don't see any issue with ru; /html/6pack/2002-12/msg00225.html (12,480 bytes)
98. Fwd: Re: Fwd: RE: RE: PCV on a Good's Triple intake?'s (score: 1): Author: Timothy Holbrook <tjh173@yahoo.com>; Date: Fri, 6 Dec 2002 16:25:50 -0800 (PST); Thanks for the response Bob. I neglected to mention I don't have the gas tank connected to the carbon canister, it's venting to atmosphere (is that the EPA knocking on my door again?). I might make m; /html/6pack/2002-12/msg00263.html (11,078 bytes)
99. Fwd: RE: 30 degree valve seats and 3 angle valve grid (score: 1): Author: Timothy Holbrook <tjh173@yahoo.com>; Date: Fri, 6 Dec 2002 16:37:26 -0800 (PST); I think we may be talking about the wrong valve angles here. The only valve angle that can be ascertained by looking at cutouts in the pistons would be the angle of the valve in the cylinder head, re; /html/6pack/2002-12/msg00264.html (13,106 bytes)
100. Fwd: Not him again... (preload) (score: 1): Author: Timothy Holbrook <tjh173@yahoo.com>; Date: Mon, 9 Dec 2002 18:05:20 -0800 (PST); I've never used that method. My Dad taught me to tighten the nut until you have just a hint of movement when you hold your hands on the tire at 12:00 and 6:00 and rock it. Put the cotter pin through; /html/6pack/2002-12/msg00318.html (7,748 bytes)

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