Mail Archive Search: <+from:kaskas@earthlink.net>

Results:

References: [ +from:kaskas@earthlink.net: 325 ]

Total 325 documents matching your query.

261. Re: Hubs and the such... (score: 1): Author: "R. Kastner" <kaskas@earthlink.net>; Date: Fri, 18 Feb 2000 13:54:25 -0800; Boy is this a true story. In the early 60's I polled dozens of people about their interest in a dual Weber set up with really good maniolds and fititng linkagea etc. Everyone was truly interested and; /html/fot/2000-02/msg00255.html (12,340 bytes)
262. Re: From: "R. Kastner" <kaskas@earthlink.net> (score: 1): Author: "R. Kastner" <kaskas@earthlink.net>; Date: Mon, 21 Feb 2000 09:57:23 -0800; /html/fot/2000-02/msg00291.html (7,090 bytes)
263. Re: Small bearing 1296 Spitfire engine (score: 1): Author: "R. Kastner" <kaskas@earthlink.net>; Date: Tue, 22 Feb 2000 09:49:21 -0800; -To the best of my knowledge the factory never issued a special piston for any engine. I am certain I would have heard of this modification had it been a factory involved fitting. Sound much like a p; /html/fot/2000-02/msg00304.html (8,553 bytes)
264. Re: Hubs (score: 1): Author: "R. Kastner" <kaskas@earthlink.net>; Date: Tue, 22 Feb 2000 09:59:12 -0800; There were a few people that made a rear hub setup from CORVAIR parts and it worked very well. Might this be it???? -- Original Message -- From: Mordy Dunst <gasket.works@gte.net> Cc: <fot@autox.team; /html/fot/2000-02/msg00305.html (8,160 bytes)
265. Re: Spit Header; (score: 1): Author: "R. Kastner" <kaskas@earthlink.net>; Date: Tue, 22 Feb 2000 22:35:42 -0800; Just from an old guy that might have had something to do with TR's in the past, when you have a little enigne there is no torque so go for the obvious. -- Original Message -- From: James Libecco <jfl; /html/fot/2000-02/msg00319.html (11,001 bytes)
266. Re: Spit Header; (score: 1): Author: "R. Kastner" <kaskas@earthlink.net>; Date: Wed, 23 Feb 2000 14:38:02 -0800; The four tube header ending with a collector then into a large diameter pipe absoultly gave more power on the top end. The branch pipes with two into one into a collector absolutly gave better drivab; /html/fot/2000-02/msg00350.html (13,524 bytes)
267. Re: Peerless GT @ Le Mans..&...TRs at Mid-Ohio (score: 1): Author: "R. Kastner" <kaskas@earthlink.net>; Date: Sat, 1 Jan 2000 14:37:09 -0800; While I was service manager at Cal Sales in Gardena California the Peerless coupes were imported. I think we probably had about a dozen in all. The main problem we had was that every one had to be st; /html/fot/2000-01/msg00004.html (11,775 bytes)
268. Re: Historic Triumphs (score: 1): Author: "R. Kastner" <kaskas@earthlink.net>; Date: Sat, 1 Jan 2000 16:40:05 -0800; Craig Hill drove for me in the 1966 Sebring event and he sent along a photo of his car. He was very succesful with the devil. I believe I still have the pic in some of my BIG boxes of stuff. -- Origi; /html/fot/2000-01/msg00005.html (7,688 bytes)
269. Re: Piston Question (score: 1): Author: "R. Kastner" <kaskas@earthlink.net>; Date: Fri, 7 Jan 2000 09:06:59 -0800; I always made more power with cast pistons ( good quality) for the reason that you could run a closer bore clearance and generally they were quite a bit lighter. Problems only when the ignition timin; /html/fot/2000-01/msg00063.html (10,018 bytes)
270. The Vitesse Racer (score: 1): Author: "R. Kastner" <kaskas@earthlink.net>; Date: Sun, 9 Jan 2000 08:45:45 -0800; I have just visited a site called race-cars.com wherein my old Vitesse is listed for sale. Looks in great condition and pretty close to the original paint and details BUT the facts are off base. The; /html/fot/2000-01/msg00088.html (6,592 bytes)
271. Re: TR4 Engine Questions (score: 1): Author: "R. Kastner" <kaskas@earthlink.net>; Date: Mon, 10 Jan 2000 21:09:50 -0800; If you haven't had a liner with a chip out of the bottom you haven't had many engines apart. It dosen't hurt a bit though to radius the edges so JUST IN CASE you need to reach up in there to fix some; /html/fot/2000-01/msg00112.html (9,932 bytes)
272. Re: More Celebrities who owned TR's (score: 1): Author: "R. Kastner" <kaskas@earthlink.net>; Date: Wed, 12 Jan 2000 13:09:20 -0800; Hey and did you hear? Kas Kastner and Bob Tullius both raced Tr's. Also Hobart Schmeargrease. WOW -- Original Message -- From: Bob Lang <LANG@isis.mit.edu> To: Henry A. Morrison <dos_gusanos@email.ms; /html/fot/2000-01/msg00153.html (8,746 bytes)
273. Re: GT6 front springs (score: 1): Author: "R. Kastner" <kaskas@earthlink.net>; Date: Fri, 21 Jan 2000 07:32:58 -0800; one of theAdjusting for the driveres weight was a comon practice. Notice also that the TR-3 (new and stock) had a wdge under therear springs to do the same thing. We used to have new cars sitting on; /html/fot/2000-01/msg00222.html (9,185 bytes)
274. Re: SU carb fuel flow (score: 1): Author: "R. Kastner" <kaskas@earthlink.net>; Date: Fri, 21 Jan 2000 15:45:56 -0800; Interesting problem that I have encountered before. The Strombergs have a diaphrame so the piston is ruled by an accurate depression while the S.U.'s have a static clearance that can vary. Its not li; /html/fot/2000-01/msg00230.html (8,888 bytes)
275. Re: Rear Spring Dearching (score: 1): Author: "R. Kastner" <kaskas@earthlink.net>; Date: Mon, 24 Jan 2000 10:26:05 -0800; Having been there, done that, I found that I could get the correct ride height by taking out or replacing one or even two of the small leaves of the spring. Also its really easy to de-arch the small; /html/fot/2000-01/msg00258.html (7,893 bytes)
276. Re: SU carb fuel flow (score: 1): Author: "R. Kastner" <kaskas@earthlink.net>; Date: Mon, 24 Jan 2000 17:45:58 -0800; We did not modify the Strombergs much, but they did give excellant power. We used them primarly on the GT-6 and made 186 real BHP at 8200 with those little 1.5" devils. I did as said before enlarge t; /html/fot/2000-01/msg00271.html (10,212 bytes)
277. Re: SU carb fuel flow (score: 1): Author: "R. Kastner" <kaskas@earthlink.net>; Date: Tue, 25 Jan 2000 15:03:55 -0800; By all means look at the vent cause that rings a big bell also. Thinking now I remember we had a pressure control on each carburetor. You know the little ones with the dial. -- Original Message -- Fr; /html/fot/2000-01/msg00284.html (9,666 bytes)
278. Re: SU carb fuel flow (score: 1): Author: "R. Kastner" <kaskas@earthlink.net>; Date: Tue, 25 Jan 2000 15:06:41 -0800; The shape of the velocity stacks is super important. The air is actually drawn from the carburetor side of the air inlet and so must go around the corner to get into the carburetor. Therefore making; /html/fot/2000-01/msg00285.html (9,970 bytes)
279. Re: Velocity Stacks and Rampipes? was SU carb fuel flow (score: 1): Author: "R. Kastner" <kaskas@earthlink.net>; Date: Wed, 26 Jan 2000 13:09:02 -0800; Most of the Webers ( original) have a stack that has a flair at the end but a quite sharp edge and a rolled edge will give alot more flow. Kind of difficult with the Webers as they are pretty close t; /html/fot/2000-01/msg00311.html (9,858 bytes)
280. Re: Velocity Stacks and Rampipes? was SU carb fuel flow (score: 1): Author: "R. Kastner" <kaskas@earthlink.net>; Date: Wed, 26 Jan 2000 13:18:12 -0800; Look for some better than the stainless parts. A bigger radius roll at the outer edge will flow more air and also assist in swallowing more of the standoff when using a BIG camshaft. -- Original Mess; /html/fot/2000-01/msg00312.html (10,597 bytes)

Current List: 261 - 280
Page: [1] [2] [3] [4] [5] [6] [7] [8] [9] [10] [11] [12] [13] [14] [15] [16] [17]