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Total 205 documents matching your query.

1. Re: [FOT] Re: Front Spindles (score: 1)
Author: John Kipping <johnkipping@inet.net.nz>
Date: Thu, 09 Mar 2006 09:21:40 +1300
If in doubt get a bigger hammer. It's shock that gets the stub axles out, remove the steering arm and refit the nut so it is level with the end of the shaft, then hit the nut/stub axle with a big cop
/html/fot/2006-03/msg00077.html (7,096 bytes)

2. Re: spitfire gearbox technical query (score: 1)
Author: John Kipping <johnkipping@inet.net.nz>
Date: Thu, 09 Feb 2006 12:06:31 +1300
If the box is built with Triumph parts rather than Austin-Morris the second gear should be a wide type running on a top hat bush. If this is the case I can't see how the mesh is wrong. The gears from
/html/fot/2006-02/msg00081.html (6,888 bytes)

3. Re: GT6 Mk 1 Engines (score: 1)
Author: John Kipping <johnkipping@inet.net.nz>
Date: Wed, 04 Jan 2006 07:03:06 +1300
The main bearings were remade a few years by King in Israel, the quality was fine and these early engines are OK with any material. I seem to remember in any case that Metro turbo bearings could be u
/html/fot/2006-01/msg00065.html (7,086 bytes)

4. Re: Spitfire 1147 connecting rods (score: 1)
Author: John Kipping <johnkipping@inet.net.nz>
Date: Mon, 23 Jan 2006 22:55:52 +1300
Beware the con rods for press fit type pistons - certain con rods don't have a small end bush and are only for press fit type pistons. If the con rods140773 have small end bushes then AFAIK they will
/html/fot/2006-01/msg00405.html (6,668 bytes)

5. Re: TR6 vs GT6 oil pan (score: 1)
Author: John Kipping <johnkipping@inet.net.nz>
Date: Tue, 31 Jan 2006 08:24:09 +1300
the problem is where the GT6 pan is shallow to clear the steering rack. It will have to be dished to clear at least #1 con rod, use a ball peen hammer and a sack of sand. John Kipping. == unsubscribe
/html/fot/2006-01/msg00471.html (6,442 bytes)

6. Re: UK people-help please with GT6 DCOE Intake Manifolds (score: 1)
Author: John Kipping <johnkipping@inet.net.nz>
Date: Wed, 30 Nov 2005 20:48:53 +1300
Forgive me, I do get a fair quantity of e mails that I delete as they are of little interest. The only source of Weber inlet manifolds I know of were done by John Thomason, my partner in crime on th
/html/fot/2005-12/msg00002.html (6,434 bytes)

7. Re: GT6 Mk 1 Engines (score: 1)
Author: John Kipping <johnkipping@inet.net.nz>
Date: Thu, 29 Dec 2005 18:17:27 +1300
OK, what rules are you working too? The big problem with Mk I engines is the head, a Mk II type can be fitted quite easily, but basically what you have then done is made a MK II engine in a complicat
/html/fot/2005-12/msg00272.html (7,974 bytes)

8. Re: Need overdrive switch and escutcheons (score: 1)
Author: John Kipping <johnkipping@inet.net.nz>
Date: Mon, 17 Oct 2005 11:24:06 +1300
Probably irrelevant by now....but both these items have been remade by The Roadster Factory. John Kipping.
/html/fot/2005-10/msg00234.html (7,188 bytes)

9. Re: overdrive help.. (score: 1)
Author: John Kipping <johnkipping@inet.net.nz>
Date: Sun, 30 Oct 2005 09:13:29 +1300
You would require a mainshaft, J type cam, adaptor plate, overdrive unit (with correct speedo gearing and rear flange), new mounting plate and probably new overdrive mount. The gearbox has to be stri
/html/fot/2005-10/msg00368.html (6,914 bytes)

10. Re: Spitfire front valence (score: 1)
Author: John Kipping <johnkipping@inet.net.nz>
Date: Thu, 08 Sep 2005 08:58:41 +1200
Yep, made from the original tooling. John Kipping, with broken hand - making typing even slower than usual.
/html/fot/2005-09/msg00111.html (7,565 bytes)

11. Re: Overdrive question (score: 1)
Author: John Kipping <johnkipping@inet.net.nz>
Date: Sun, 25 Sep 2005 23:46:49 +1200
I'm trying to get through a few hundred e mails after going away for a few days (fascinating Norfolk Island), so I may be coming into this thread half way through. Any TR box can be made to have over
/html/fot/2005-09/msg00405.html (8,689 bytes)

12. Re: overdrive question (score: 1)
Author: John Kipping <johnkipping@inet.net.nz>
Date: Mon, 26 Sep 2005 00:25:15 +1200
I think Leon is correct, the pressure is constant in a J and the oil is diverted by the solenoid, which is why a good unit will change instantly - any J type that has a delay of a few seconds is not
/html/fot/2005-09/msg00406.html (12,099 bytes)

13. Re: overdrive question (score: 1)
Author: John Kipping <johnkipping@inet.net.nz>
Date: Mon, 26 Sep 2005 00:28:03 +1200
I'm sure I was told many years ago that the very best J types (blueprinted) don't use the brake ring gaskets, which would certainly reduce the distance the clutch has to travel. John Kipping.
/html/fot/2005-09/msg00407.html (8,834 bytes)

14. Re: Engine won't run (score: 1)
Author: "John Kipping" <johnkipping@inet.net.nz>
Date: Tue, 9 Aug 2005 20:49:59 +1200
Presumably it's nothing to do with a ballast resistor in the circuit? John Kipping -- Original Message -- From: "Joe Boruch" <jaboruch@netzero.net> To: <fot@autox.team.net> Sent: Tuesday, August 09,
/html/fot/2005-08/msg00075.html (10,546 bytes)

15. Re: TR6 rod bearing saga (score: 1)
Author: "John Kipping" <johnkipping@inet.net.nz>
Date: Fri, 19 Aug 2005 09:18:51 +1200
Leon is correct, all County brand bearings are made by King in Israel - they do the two different types. I'm not sure their lead ones are as good as VP2 but they are certainly better quality than sta
/html/fot/2005-08/msg00260.html (10,996 bytes)

16. Re: TR6 rod bearing saga (score: 1)
Author: "John Kipping" <johnkipping@inet.net.nz>
Date: Mon, 22 Aug 2005 09:02:14 +1200
An alternative to TR6 big ends is to use the diesel engined version of an MGB engine. These will be Glacier lead coppers, the nominal crank size is about .001" different from memory but doesn't seem
/html/fot/2005-08/msg00289.html (8,334 bytes)

17. Re: TR7 vs GT6 4 sp gearbox info (score: 1)
Author: "John Kipping" <johnkipping@inet.net.nz>
Date: Wed, 20 Jul 2005 21:00:06 +1200
Hi Terry, The 4 speed TR7 box is identical in ratios to the GT6 therefore the teeth counts are identical. However most TR7 boxes had thick tooth reverse gears, and the last few had a sharper helix an
/html/fot/2005-07/msg00227.html (8,549 bytes)

18. Re: Spitfire diff (score: 1)
Author: "John Kipping" <johnkipping@inet.net.nz>
Date: Thu, 2 Jun 2005 10:41:28 +1200
Force them in, the diff gears are quite happy to be locked solid (it's how they were built originally) - as all the thrusts are copper they soon bed in. John Kipping -- Original Message -- From: "Dea
/html/fot/2005-06/msg00011.html (7,449 bytes)

19. Re: J-type overdrive (score: 1)
Author: "John Kipping" <johnkipping@inet.net.nz>
Date: Sun, 5 Jun 2005 13:16:06 +1200
Randall's solution may sort out the fault, however there are a ceratin number of solenoids that simply don't work when hot, despite everything done to them. Been there, done that - ended up with a bo
/html/fot/2005-06/msg00071.html (9,728 bytes)

20. Re: J-type overdrive (score: 1)
Author: "John Kipping" <johnkipping@inet.net.nz>
Date: Tue, 7 Jun 2005 11:27:42 +1200
One of the improvements with a J type was deleting the pump roller. Instead it is operated by a cam inside a metal ring. John Kipping -- Original Message -- From: <WEmery7451@aol.com> To: <cartravel@
/html/fot/2005-06/msg00088.html (8,786 bytes)


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