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261. Re: Water pump interchanges (score: 1): Author: ZoboHerald@aol.com; Date: Tue, 18 Jan 2005 20:21:38 EST; Thanks Andy, The Atlas Major list shows the pulley, 101048, being common to the Vanguard 1-3, Sportsman, Ensign and TR2, but it won't be the first time that I've found an incorrect cross reference in; /html/triumphs/2005-01/msg00534.html (8,450 bytes)
262. Re: Oil Filter ramblings- (score: 1): Author: ZoboHerald@aol.com; Date: Wed, 19 Jan 2005 18:40:40 EST; A good question to ask at this point ... how would you know if your oil filter is not doing it's job ? After all, up until the 50's, many automakers were claiming that they were not necessary at all; /html/triumphs/2005-01/msg00572.html (7,808 bytes)
263. Re: Next Problem (score: 1): Author: ZoboHerald@aol.com; Date: Sun, 23 Jan 2005 18:07:19 EST; Removed the brake drum, and the adjuster can be easily moved from the inside with a screwdriver, so the only thing "frozen" must be the adjustment screw itself...applied liberal rust remover, but the; /html/triumphs/2005-01/msg00666.html (8,400 bytes)
264. Re: Bonnet Mirrors (score: 1): Author: ZoboHerald@aol.com; Date: Wed, 26 Jan 2005 15:20:31 -0500; == I can say from experience that a "matching" bullet mirror on the passenger side (as I onced tried to do on a GT6+) will be rather close to useless...unless you can find a convex mirror glass for i; /html/triumphs/2005-01/msg00804.html (8,378 bytes)
265. Re: Bonnet Mirrors/off v. near side (score: 1): Author: ZoboHerald@aol.com; Date: Wed, 26 Jan 2005 21:10:58 EST; Actually, that would be the near-side, because it is closer to the kerb. The off-side is the driver's side. == OK, I see how one might make that argument. However, please don't extend that argument t; /html/triumphs/2005-01/msg00821.html (7,813 bytes)
266. Re: sheet metal nuts and bolts (score: 1): Author: ZoboHerald@aol.com; Date: Fri, 28 Jan 2005 10:34:07 -0500; == New "cages" are available and not horribly pricey. I'd think the convenience of having them in place would make all the difference. Not having done recently what you're doing, I don't hava a vivid; /html/triumphs/2005-01/msg00874.html (7,653 bytes)
267. Re: Triumph TR engine numbers (score: 1): Author: ZoboHerald@aol.com; Date: Fri, 28 Jan 2005 14:30:39 -0500; == That sounds plausible. == == Uh, no. Triumph did NOT use the engine number as the chassis number; they're two separate numbers, usually within a few hundred of each other but really not directly r; /html/triumphs/2005-01/msg00882.html (7,413 bytes)
268. Re: FW: separating b-j from vertical link (score: 1): Author: ZoboHerald@aol.com; Date: Sat, 29 Jan 2005 10:40:26 EST; I'm kind of surprised that no one has chimed in to again explain the "two hammer" method. It almost always works and does not require any special tools. The idea is to strike the part that has the ta; /html/triumphs/2005-01/msg00910.html (7,538 bytes)
269. Re: TR3A Body Queries (score: 1): Author: ZoboHerald@aol.com; Date: Sat, 29 Jan 2005 21:03:22 EST; 1. I am told that The front of the car is a 1958 while the rear is from a later year (1959). A nice rear bench seat and the curved body shape where the gas cap is seems to indicate a 1959+. I was als; /html/triumphs/2005-01/msg00942.html (8,402 bytes)
270. Re: Adjusting Oil Pressure (score: 1): Author: ZoboHerald@aol.com; Date: Mon, 31 Jan 2005 14:42:58 -0500; == Jim, the answer to most of your questions is a qualified "yes." And the screw turns clockwise (I think) to increase pressure. But before playing with that, I'd wonder what weight you're using for; /html/triumphs/2005-01/msg00996.html (7,340 bytes)
271. 1969 Spitfire bits available in northern Colorado (score: 1): Author: ZoboHerald@aol.com; Date: Thu, 9 Mar 2006 23:33:30 EST; The following is cut and pasted from another forum. No financial interest on my part; please contact Bruce <_blclifford@comcast.net_ (mailto:blclifford@comcast.net) > "In January I "rescued" a '69 Sp; /html/triumphs/2006-03/msg00299.html (7,885 bytes)
272. Re: four rings on TR3 (score: 1): Author: zoboherald@aol.com; Date: Fri, 10 Mar 2006 12:49:27 -0500; In case you wonder why I reference the Ferguson at all, it's because the piston and liner sets from either TR or Fergie will fit in either block. The Fergies had 80 mm, or later, 85 mm pistons. You c; /html/triumphs/2006-03/msg00331.html (7,714 bytes)
273. Re: Crankshaft welded to block was Death of Me (score: 1): Author: zoboherald@aol.com; Date: Mon, 13 Mar 2006 11:16:05 -0500; OK this is a new term for me. Please tell me what an "interference engine" is? Thanks. ==AM== It's any engine where, in a situation where the camshaft stops turning or is otherwise not properly "sync; /html/triumphs/2006-03/msg00473.html (9,237 bytes)
274. [TR] Re: Speaking of TR3 values... (score: 1): Author: zoboherald@aol.com; Date: Tue, 14 Mar 2006 15:25:34 -0500; And here's a 1962 TR3B (TCF1418L) on eBay with a starting bid of $12,000: http://tinyurl.com/zzhq9 Looks very nice. I would think it will sell for close to $20,000. ==AM== Not bad. Personally, though; /html/triumphs/2006-03/msg00516.html (8,455 bytes)
275. Re: [TR] Re: Speaking of TR3 values... (score: 1): Author: ZoboHerald@aol.com; Date: Tue, 14 Mar 2006 21:52:33 EST; I do not believe that the 3B came with a rack and pinion, only with the -4 series engine and transmission, i.e., full synchro trans and 86mm pistons and sleeves. Otherwise, it's a TR-3A. ==AM== Irv,; /html/triumphs/2006-03/msg00537.html (8,800 bytes)
276. Re: [TR] Dyno'd my TR4 last night (score: 1): Author: ZoboHerald@aol.com; Date: Thu, 16 Mar 2006 18:38:05 EST; Can't find it at the moment, but ISTR reading somewhere in the factory literature that more than 1 pint in 250 miles is considered excessive. That was probably an Imperial pint ... ==AM== Actually, t; /html/triumphs/2006-03/msg00599.html (8,445 bytes)
277. Re: [TR] 6 screws that hold the fan extension to the crankshaft (score: 1): Author: zoboherald@aol.com; Date: Fri, 17 Mar 2006 09:59:01 -0500; TRF or TRF P/N is HB711. ==AM== If I read the John Kipping / Canley Classics magic hardware decoder page correctly, that translates to a 1/4" UNF BOLT, 1 and 3/8" in length -- if that's of any use to; /html/triumphs/2006-03/msg00620.html (7,653 bytes)
278. Re: [TR] must be a fuel problem (score: 1): Author: zoboherald@aol.com; Date: Fri, 24 Mar 2006 09:32:41 -0500; of ==AM== Not that having a new, good battery around isn't a great idea, but it's also possible that your jumper cables aren't up to the task. Unfortunately, there are lots and lots of cr*ppy jumper; /html/triumphs/2006-03/msg00808.html (7,730 bytes)
279. Re: [TR] B/J auction (score: 1): Author: ZoboHerald@aol.com; Date: Sat, 1 Apr 2006 08:59:13 EST; Hot damn, now there's an interesting idea! ==AM== Go for it, Lou. But first, I'd paint the car if I were you. That stock color is hideous; go for something fresh, like a nice "electric blue" metallic; /html/triumphs/2006-04/msg00003.html (7,467 bytes)
280. Re: [TR] + OR - RADIO? (score: 1): Author: zoboherald@aol.com; Date: Wed, 29 Mar 2006 12:08:58 -0500; I have one more radio with the signature AM Triumph dial but this one has a "GF" in between the Triumph Logo's. ==AM== For whatever it's worth, I believe that the "GF" here stands for Triumph's New Y; /html/triumphs/2006-03/msg00891.html (7,958 bytes)

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