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21. Re: Cam followers for 1147 engine (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Tue, 14 Jun 2005 10:56:22 +1200; The cam followers were changed midway through the Spitfire Mk II in 1965, depending on the rules you could use a later block (note these blocks also have larger cam journals and can therefore have ca; /html/fot/2005-06/msg00212.html (9,454 bytes)
22. Re: Brake caliper o-rings (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Fri, 6 May 2005 16:52:53 +1200; You must get the correct seals. John Kipping -- Original Message -- From: "jaboruch" <jaboruch@adelphia.net> To: "Friends of Triumph" <FOT@autox.team.net> Sent: Friday, May 06, 2005 3:45 PM Subject:; /html/fot/2005-05/msg00140.html (7,319 bytes)
23. Re: GT6 MK1 Engine question (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Sat, 21 May 2005 16:45:03 +1200; All Mk I engines have the copper type head gasket. John Kipping -- Original Message -- From: <Gt6steve@aol.com> To: <FOT@autox.team.net> Sent: Saturday, May 21, 2005 2:10 PM Subject: GT6 MK1 Engine q; /html/fot/2005-05/msg00386.html (8,024 bytes)
24. Re: Stainless working question -- non-LBC (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Mon, 30 May 2005 08:59:45 +1200; 18/10 stainless is 18% chrome, 10% nickel and is homogeneous, ie it's the same thoughout. Only welding heat is a problem as the "stainless" bits migrate away so the steel can go rusty, hence you shou; /html/fot/2005-05/msg00501.html (9,579 bytes)
25. Re: GT6 Gearbox ? (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Mon, 11 Apr 2005 09:01:36 +1200; There are three versions of a GT6 non overdrive box. The helix angle of 3rd and top was changed in 1969, and big synchro rings fitted for the Mk III. Also the mainshaft is different for the Mk III, t; /html/fot/2005-04/msg00116.html (7,827 bytes)
26. Re: Piston Clearance and Oil Journal ?'s (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Thu, 14 Apr 2005 11:19:14 +1200; I'm worried about the dome and compression ratio. If the rules allow it have you considered sleeving a 1300 block to 1147 so you can use eight port heads? It's much easier than trying to locate an 11; /html/fot/2005-04/msg00167.html (8,226 bytes)
27. Re: Overdrive Oil Pressure (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Tue, 26 Apr 2005 11:59:15 +1200; In a J type the pressure was related to the power of the engine, 460 PSI is probably OK for a Sprint although I don't have the book that lists the pressures anymore. The lowest pressure was for a Spi; /html/fot/2005-04/msg00324.html (8,482 bytes)
28. Re: 1147 or 1296 cranks? (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Sun, 6 Mar 2005 10:34:46 +1300; 1147 and 1296 cranks are the same up to 71, post 71 1296 cranks can be identified as they have a larger nose. Early (small) cranks have a scroll type rear oil seal but they can all be interchanged wi; /html/fot/2005-03/msg00070.html (7,737 bytes)
29. Re: cam timing (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Mon, 7 Mar 2005 10:24:24 +1300; Checking cam timing is easy in the car, it's altering it that gets more difficult. All standard cams are symmetrical about TDC so set the rocker gaps on 7 and 8 to say .060" (using the rule of nine),; /html/fot/2005-03/msg00109.html (8,476 bytes)
30. Re: TR Gearbox Bearings (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Mon, 7 Mar 2005 10:13:03 +1300; Canley Classics in the UK do all their own gearbox rebuilding and will know the present position regarding RHP bearings. www.canleyclassics.com John Kipping -- Original Message -- From: "Peter Vucini; /html/fot/2005-03/msg00110.html (8,387 bytes)
31. Re: cam timing (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Mon, 7 Mar 2005 10:08:17 +1300; I did it on a Spitfire engine once by lifting the followers up and holding them up with the pushrods wedged against the side held in place with elastic bands round the rocker studs. John Kipping -- O; /html/fot/2005-03/msg00111.html (8,514 bytes)
32. Re: Cam Bearings for TR6 (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Thu, 10 Mar 2005 09:25:53 +1300; The business that remade the Spitfire cam bearings anticipated people wanting them for six cylinder cars as well, (you need three narrow ones and two wide rather than two of each in a four cylinder); /html/fot/2005-03/msg00149.html (9,090 bytes)
33. Re: Transmission Oils (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Fri, 18 Mar 2005 11:06:47 +1300; I would recommend a part synthetic to GL5, usually these are 75w-90. The gear oil in an overdrive car is doing a huge amount of work and should be as good as you can get. John Kipping -- Original Mes; /html/fot/2005-03/msg00254.html (8,167 bytes)
34. Re: Oil Pump - My GT6 has one that is not the early or late (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Thu, 31 Mar 2005 09:28:54 +1200; There are three different GT6 oil pumps. Early ones have a cast iron body, the middle ones have an alloy body, square type pick up but the same length rotor kit. Late ones (fitted to most Mk IIIs) ha; /html/fot/2005-03/msg00401.html (8,756 bytes)
35. Re: GT6/spitfire differentials (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Mon, 14 Feb 2005 15:06:01 +1300; The carrier bearings were changed for the Mk III and go with the case, do you have the old ones to get the numbers off? Early ones have much bigger rollers and have numbers (from memory) 15123/245, l; /html/fot/2005-02/msg00158.html (8,806 bytes)
36. Re: spitfire diffs (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Mon, 14 Feb 2005 15:09:25 +1300; You can't interchange parts between a Spit I/II/III diff and one from a Mk IV, well nothing such as crownwheel and pinions. The 4.11 fitted to I/II/III was the same throughout although the carrier/qu; /html/fot/2005-02/msg00159.html (7,640 bytes)
37. Re: GT6/spitfire differentials (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Mon, 14 Feb 2005 20:44:45 +1300; First of all it is very rare that the carrier bearings need changing, the LM67010 show it is a late type front case. The bad news is that the 3.27 diff has a special carrier and a 3.89 one won't fit,; /html/fot/2005-02/msg00162.html (10,005 bytes)
38. Re: GT6 front uprights? (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Mon, 21 Feb 2005 09:52:20 +1300; I am almost certain the GT6 uprights go like this. Forged in Turkey, machined in Coventry - UK. At one time a company in Turkey called Otosan made a vehicle called the Anodal which used Triumph front; /html/fot/2005-02/msg00246.html (8,377 bytes)
39. Re: oils (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Sun, 30 Jan 2005 12:04:37 +1300; It must be a synthetic gear oil for a start. Although in theory GL5 oils will attack copper based products inside the box there doesn't seem to be a problem with the large bushes and synchro rings un; /html/fot/2005-01/msg00338.html (8,124 bytes)
40. Re: spitfire brakes (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Tue, 7 Dec 2004 11:44:44 +1300; There is no need to touch the rear brakes, however the GT6 calipers require a bigger bore master cylinder. A single line set up is easy, you go from the 5/8" to a .7". Tandem set ups are more of a pr; /html/fot/2004-12/msg00053.html (8,207 bytes)

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