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1. RE: Cam Bearings (score: 1): Author: "Susan and Jack Brooks" <tr3a@att.net>; Date: Thu, 9 Mar 2006 23:19:24 -0800; I'll second that advise. I've done it once, on my TR3. I had the proper tool and it was straight forward and simple, yet nerve racking anyway. Jack /// /// mgb-v8@autox.team.net mailing list /// Send; /html/mgb-v8/2006-03/msg00011.html (8,214 bytes)
2. RE: Cooling (score: 1): Author: "Susan and Jack Brooks" <tr3a@att.net>; Date: Thu, 19 Jan 2006 20:33:46 -0800; I think we are beating around the bush but not quite nailing it down. Using standard pumps water cannot travel too fast in a radiator. In an automotive cooling system, I doubt there is any laminar fl; /html/mgb-v8/2006-01/msg00034.html (8,190 bytes)
3. RE: Polishing (score: 1): Author: "Susan and Jack Brooks" <tr3a@att.net>; Date: Wed, 25 Jan 2006 20:37:13 -0800; I spent hours and hours polishing the engine side covers on my 1974 Norton Commando, while watching TV, etc. They came from the factory polished, but with no attention from the previous owner, had ox; /html/mgb-v8/2006-01/msg00046.html (8,015 bytes)
4. RE: Cooling related to water flow (score: 1): Author: "Susan and Jack Brooks" <tr3a@att.net>; Date: Tue, 6 Dec 2005 21:10:34 -0800; Agreed! Part of the reason for the faster water = poorer cooling is that the removal of a T-stat can lead to higher operating temps, not because the water moves to fast, but because the removal of th; /html/mgb-v8/2005-12/msg00010.html (8,873 bytes)
5. RE: Cooling (score: 1): Author: "Susan and Jack Brooks" <tr3a@att.net>; Date: Thu, 8 Dec 2005 19:10:30 -0800; That is after the t-stat at the cap. It's much higher on the engine side of the t-stat. I know of a TR4 racer who has documented that his 15psi radiator cap does not blow off, while he is registerin; /html/mgb-v8/2005-12/msg00029.html (7,656 bytes)
6. RE: Front Lever Shock Valve and oil replacement (score: 1): Author: "Susan and Jack Brooks" <tr3a@att.net>; Date: Fri, 16 Dec 2005 21:37:21 -0800; 1. Drain the shock, 2. Change out the valve, 3. Refill the shock. 4. Insure all the air is out, by exercising the shock arm to expel all of the air, before replacing the fill port plug. I like to do; /html/mgb-v8/2005-12/msg00041.html (7,859 bytes)
7. RE: Gear lever knob (score: 1): Author: "Susan and Jack Brooks" <tr3a@att.net>; Date: Thu, 17 Nov 2005 17:09:59 -0800; The TR8 shift knob is an 8M thread. I would assume the SD1 shares the same. Jack TR's 3&8 /// /// mgb-v8@autox.team.net mailing list /// Send admin requests to majordomo@autox.team.net /// Send list; /html/mgb-v8/2005-11/msg00012.html (7,874 bytes)
8. RE: temp sensor hole in Offenhauser JWR dual port manifold. (score: 1): Author: "Susan and Jack Brooks" <tr3a@att.net>; Date: Tue, 4 Oct 2005 08:32:01 -0700; Check out a GP Sorensen 38-5078. Jack /// /// mgb-v8@autox.team.net mailing list /// Send admin requests to majordomo@autox.team.net /// Send list postings to mgb-v8@autox.team.net /// Edit your rep; /html/mgb-v8/2005-10/msg00017.html (8,303 bytes)
9. RE: RE: Rover Gearbox Tunnel Modifications (score: 1): Author: "Susan and Jack Brooks" <tr3a@att.net>; Date: Wed, 31 Aug 2005 20:40:36 -0700; I know, excluding thin, rotten metal that really should be replaced, welding is one of my favorite pastimes. Jack /// /// mgb-v8@autox.team.net mailing list /// Send admin requests to majordomo@auto; /html/mgb-v8/2005-08/msg00040.html (7,455 bytes)
10. RE: Front suspension? (score: 1): Author: "Susan and Jack Brooks" <tr3a@att.net>; Date: Sat, 9 Jul 2005 09:19:14 -0700; One of the CA Triumph clubs has created a series of tech manuals which I have somewhere, but are yet unpacked since my move several years ago. I'll try and find both my copies as well as the source; /html/mgb-v8/2005-07/msg00004.html (8,382 bytes)
11. RE: Racing Harness (score: 1): Author: "Susan and Jack Brooks" <tr3a@att.net>; Date: Sat, 16 Apr 2005 14:00:03 -0700; Do not put a harnesses in a non-roll bar car. If it should roll, there is no way you will survive, strapped in. This is why SCCA and every other racing organization prohibits harnesses in open, non-; /html/mgb-v8/2005-04/msg00024.html (8,350 bytes)
12. Re: Block Paint Question (score: 1): Author: tr3a@att.net; Date: Fri, 16 Jul 2004 18:41:44 +0000; My only concern with powder coating the block, is that powder coating is a thick (relatively) plastic coating. While the block typically does not, as stated previously, shed much of the heat load, th; /html/mgb-v8/2004-07/msg00054.html (7,963 bytes)
13. HS6 float bowl tops (score: 1): Author: "Susan and Jack Brooks" <tr3a@att.net>; Date: Tue, 15 Jun 2004 17:57:28 -0700; I'm hoping that with all the V8 conversions going on, someone will have an HS6 float bowl top/lid they can spare for a couple of dollars. I accidentally snapped one of the float bowl pivot support po; /html/mgb-v8/2004-06/msg00013.html (7,654 bytes)
14. RE: TR6 V8 Conversion (score: 1): Author: "Susan and Jack Brooks" <tr3a@att.net>; Date: Mon, 17 May 2004 19:47:18 -0700; The TR6 (& MGB) have a much more sophisticated steering/suspension systems than a TR3. The TR3 has cam and peg steering, with non-adjustable 00camber and 00caster, with only adjustment for toe-in. Th; /html/mgb-v8/2004-05/msg00028.html (11,273 bytes)
15. RE: * TR3 V8 Swap * (score: 1): Author: "Susan and Jack Brooks" <tr3a@att.net>; Date: Mon, 19 Apr 2004 19:45:51 -0700; I've seen a TR3/Rover V8 conversion. It's tight, but very do-able and actually looked factory. Unfortunately, I don't know whose car it was. I saw it at the 1999 VTR National meet in Portland, ME. I; /html/mgb-v8/2004-04/msg00022.html (8,459 bytes)
16. RE: Wheel weights! (score: 1): Author: "Susan and Jack Brooks" <tr3a@att.net>; Date: Sat, 27 Mar 2004 22:16:25 -0800; FYI - Here are my numbers for my Stock TR3, w/o driver, no spare and a full tank of gas. Weights Cross weights LF & RR RF & LR 567 559 1104 1101 542 537 Hmmmm, that V8 is about the same weight as th; /html/mgb-v8/2004-03/msg00055.html (8,638 bytes)
17. RE: 7/8" master clinder? (score: 1): Author: "Susan and Jack Brooks" <tr3a@att.net>; Date: Sat, 6 Sep 2003 23:03:42 -0700; I'll bet www.truechoice.com has a Girling cylinder that will fit and be in that diameter. I've bought TR3 masters for between $55 and $65 from them and they have a nice selection. Jack /// /// mgb-v8; /html/mgb-v8/2003-09/msg00012.html (8,093 bytes)
18. RE: was timing, now Engine Compartment Hot Air Exit (score: 1): Author: "Susan and Jack Brooks" <tr3a@att.net>; Date: Wed, 20 Aug 2003 21:08:13 -0700; A good chin spoiler, blocking air from getting behind the radiator, will cause a vacuum behind the radiator, helping to pull the air through. On the wide mouth TR3 specifically, you have the lower 1/; /html/mgb-v8/2003-08/msg00043.html (12,149 bytes)
19. RE: Rust control. (score: 1): Author: "Susan and Jack Brooks" <tr3a@att.net>; Date: Thu, 17 Jul 2003 07:10:03 -0700; Tom, The factory didn't have a clue on how to do this, what makes you think we will? <sarcasm> All kidding aside, it's all pretty accessible once you pull all the "behind the dash" stuff out. A good; /html/mgb-v8/2003-07/msg00076.html (8,919 bytes)
20. RE: Oil pressure problems (score: 1): Author: "Susan and Jack Brooks" <tr3a@att.net>; Date: Sat, 14 Jun 2003 15:04:37 -0700; I believe you are correct in that the biggest problem is the distance (height) from the pump down to the oil. I don't believe the tolerances on this pump are any looser than other pumps. The volume/p; /html/mgb-v8/2003-06/msg00074.html (9,750 bytes)

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