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161. Re: Lifter Hardness Confusion (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Tue, 10 Sep 2002 11:35:30 +1200; After seeing a variety of reprofiled cams fall apart within a few thousand miles I had them all subsequently rehardened (a few hundred). To the best of my knowledge the cam lobes are chill cast iron,; /html/fot/2002-09/msg00104.html (7,925 bytes)
162. Re: Spitfire Gearbox Replacement (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Tue, 10 Sep 2002 12:27:05 +1200; I would suggest getting a closer set of gear ratios for a Spitfire rather than trying to fit a TR6 type box. As you point out the biggest problem is the starter motor on the wrong side - I actually h; /html/fot/2002-09/msg00105.html (8,265 bytes)
163. Re: Phantom Grip LSD (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Sun, 15 Sep 2002 12:46:37 +1200; I can see exactly how it is supposed to work. The springs force the two plates against the internal diff side gears, and depending on the forces involved will prevent them from turning to some extent; /html/fot/2002-09/msg00170.html (9,560 bytes)
164. Re: Phantom Grip LSD (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Sun, 15 Sep 2002 20:56:11 +1200; I can't see that it would ever lock, but the limiting slip would keep driving at least one wheel if the inner one lost traction. John Kipping -- Original Message -- From: "Susan and Jack Brooks" <tr3; /html/fot/2002-09/msg00173.html (11,273 bytes)
165. Re: Crankcase Pressure (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Tue, 6 Aug 2002 09:26:57 +1200; This suggests to me excessive crankcase pressure, and this would normally come from blowby past the rings but a compression test could show otherwise, better still would be a blowdown test to see if; /html/fot/2002-08/msg00041.html (8,150 bytes)
166. Re: Spitfire axel conversion (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Tue, 6 Aug 2002 09:38:26 +1200; The early Spitfire diffs are the main problem (up to axle number FC120,000 - the change was in 1967 when the Herald 13/60 came out with the bigger shafts) as the inner shafts will shear with abuse.; /html/fot/2002-08/msg00042.html (9,104 bytes)
167. Re: Spitfire axle conversion, also flywheels (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Fri, 9 Aug 2002 10:14:56 +1200; This is the first time I've ever heard of anybody breaking the big internal shafts, I would like to guess they were the early ones with the cut splines, the later rolled splines (changed around 1968?; /html/fot/2002-08/msg00064.html (9,151 bytes)
168. Re: TR6 crankvs gt6 crank (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Sun, 11 Aug 2002 21:48:08 +1200; John Kipping -- Original Message -- From: "andrew stark" <whitedog72@hotmail.com> To: <fot@autox.team.net> Sent: Sunday, August 11, 2002 1:19 AM Subject: TR6 crankvs gt6 crank on; /html/fot/2002-08/msg00083.html (7,076 bytes)
169. Re: Broken Stuff (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Tue, 13 Aug 2002 10:33:10 +1200; When fitting any oil pump it is worth checking that the drive gear fully engages in the oil pump drive shaft, I got caught once with original pumps that had been incorrectly assembled, some didn't en; /html/fot/2002-08/msg00096.html (9,442 bytes)
170. Re: TR6 axles 2nd try (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Sat, 17 Aug 2002 10:46:08 +1200; I used to pull off loads of Spitfire hubs which without the proper tool are almost impossible to remove. From what people have said the TR version is far more difficult and a lot more expensive to re; /html/fot/2002-08/msg00124.html (8,165 bytes)
171. Re: TR6 thrust washers (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Fri, 5 Jul 2002 11:38:12 +1200; Try Canley Classics for a 144195/30 thust washer (www.kipping.co.uk), if there are any left they are Glacier ones and on no account fit it to the rear of the engine. The best ones to fit at the back; /html/fot/2002-07/msg00034.html (8,148 bytes)
172. Re: TR6 stock ignition switch repair.... help!!!! (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Fri, 19 Jul 2002 09:21:44 +1200; You must drill down the side of the pin and then pull it out (dentist tools?), don't attempt to drill the pin out itself. The steering column lock assy itself should still be available new if you ma; /html/fot/2002-07/msg00093.html (8,162 bytes)
173. Re: steering rack question (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Sat, 27 Jul 2002 12:23:20 +1200; A company called Kiley and Clinton in Birmingham UK supply some new racks for classic cars (and really know what they are doing) - if you need any help in locating them contact me off list. John Kipp; /html/fot/2002-07/msg00209.html (9,423 bytes)
174. Re: axel conversion (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Tue, 30 Jul 2002 13:31:03 +1200; It all depends which bit of the rear suspension you are having problems with as to how best to cure it. Differentials can be constructed from better parts and there are reasons why halfshafts break.; /html/fot/2002-07/msg00219.html (7,573 bytes)
175. Re: axel conversion (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Thu, 1 Aug 2002 11:23:58 +1200; The problem with Herald or Spitfire type halfshafts is the left hand nut is self loosening, and will probably be made worse on a normal clockwise track. After reassembly of a hub onto a shaft the nut; /html/fot/2002-07/msg00231.html (10,316 bytes)
176. Re: 0.020" Crankshaft Rod Journels (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Mon, 3 Jun 2002 12:16:06 +1200; When the 24 hour Le Mans spitfire engines were prepared they were built with -40 main bearings and -30 big ends, the reasoning being that undersize bearings have a small circumference therefore less; /html/fot/2002-06/msg00006.html (10,015 bytes)
177. Re: 0.020" Crankshaft Rod Journels (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Mon, 3 Jun 2002 12:20:35 +1200; With an MGB crank I would suggest you get hold of the Glacier LC bearings which were sold for the diesel engine version of this engine. I've no doubt Cleevite will be cheaper aluminium ones, and equa; /html/fot/2002-06/msg00007.html (8,086 bytes)
178. Re: MkIV Spitfire 3.89 gear set (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Mon, 17 Jun 2002 10:45:24 +1200; The later sets without a split pin hole in the pinion will take a collapsible spacer, but these and all others will take a solid spacer. Note that going to a 3.89 diff from a 4.11 is only 5% differe; /html/fot/2002-06/msg00101.html (7,805 bytes)
179. Re: $2003- exhaust recommendations for stock 6 cylinder (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Tue, 18 Jun 2002 20:49:29 +1200; I understood that 6 into 2 headers for a six cylinder car weren't very effective - surely the whole point about an "extractor" manifold is that the exhaust gases from one cylinder pull the exhaust ga; /html/fot/2002-06/msg00116.html (8,919 bytes)
180. Re: TR-6 Compression (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Tue, 25 Jun 2002 18:29:14 +1200; The only time I've come across this before was when a flat block head gasket had been fitted to a recessed block, usually the engine won't start. Check the engine number (I don't know the change poin; /html/fot/2002-06/msg00232.html (7,528 bytes)

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