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1. FW: Vintage radios (score: 1): Author: "Navarrette, Vance" <vance.navarrette@intel.com>; Date: Wed, 1 Mar 2006 09:05:46 -0800; Here is a question whose answer is probably lost in obscurity. I have been pretty determined to find a correct vintage radio for the 6. I have dinked around with several that I have rejected for one; /html/6pack/2006-03/msg00000.html (8,803 bytes)
2. Vintage radios (score: 1): Author: "Navarrette, Vance" <vance.navarrette@intel.com>; Date: Wed, 1 Mar 2006 08:03:23 -0800; Here is a question whose answer is probably lost in obscurity. I have been pretty determined to find a correct vintage radio for the 6. I have dinked around with several that I have rejected for one; /html/6pack/2006-03/msg00013.html (8,823 bytes)
3. RE: Vintage radios and other interesting (score: 1): Author: "Navarrette, Vance" <vance.navarrette@intel.com>; Date: Thu, 2 Mar 2006 08:17:31 -0800; There is an interesting alternative, which I am considering should the vintage radio prove to be too wimpy. http://www.soundmove.com/customautosound.htm These guys deliver a modern radio, with a vin; /html/6pack/2006-03/msg00014.html (9,514 bytes)
4. RE: Striping... the engine bay (score: 1): Author: "Navarrette, Vance" <vance.navarrette@intel.com>; Date: Thu, 2 Mar 2006 09:49:46 -0800; So there are a couple of ways that seem effective, after I stripped my tub and fender wells for painting. Paint comes off nicely if you have a good stripper, but the tar and undercoating, forget it.; /html/6pack/2006-03/msg00015.html (9,734 bytes)
5. RE: Grose Jets (score: 1): Author: "Navarrette, Vance" <vance.navarrette@intel.com>; Date: Thu, 2 Mar 2006 09:55:52 -0800; shouldn't purchase completely - I infinitesimal horrible <snip> Uhhh.... does this mean you don't like them? <giggle> Vance; /html/6pack/2006-03/msg00016.html (7,097 bytes)
6. RE: alternator question (score: 1): Author: "Navarrette, Vance" <vance.navarrette@intel.com>; Date: Thu, 2 Mar 2006 16:26:02 -0800; Your brushes may simply be wearing out. The most common failure mode is to lose a diode in stack, but this sounds like the brushes have finally worn away. You can get replacement brushes, or simply; /html/6pack/2006-03/msg00020.html (7,470 bytes)
7. RE: tube shock conversion - you want a cracked frame? (score: 1): Author: "Navarrette, Vance" <vance.navarrette@intel.com>; Date: Mon, 6 Mar 2006 07:48:05 -0800; I have not personally done this modification; However, I remember reading that that the frame cracking was caused by improper setup; The suspension must bottom out on the rubber bump stop, and not o; /html/6pack/2006-03/msg00042.html (8,317 bytes)
8. RE: Inner axle shafts (score: 1): Author: "Navarrette, Vance" <vance.navarrette@intel.com>; Date: Mon, 6 Mar 2006 07:52:27 -0800; Adding to what others have said - I reassembled mine using anti-seize. The next time they should come apart easily. I think the parts are cold welding together (with enough pressure, the metal will; /html/6pack/2006-03/msg00043.html (8,529 bytes)
9. RE: Striping... the engine bay (score: 1): Author: "Navarrette, Vance" <vance.navarrette@intel.com>; Date: Tue, 7 Mar 2006 07:58:04 -0800; Opted not to go for the manly option, the angle grinder, eh? Power tools are it, baby! Hoo-yaa! Vance I d like to thank everyone for their advice on striping the engine bay. I m using some Aircraft; /html/6pack/2006-03/msg00054.html (7,546 bytes)
10. RE: Inner axle shafts (score: 1): Author: "Navarrette, Vance" <vance.navarrette@intel.com>; Date: Tue, 7 Mar 2006 08:11:37 -0800; What makes them lock? Vance "...cold welding together (with enough pressure, the metal will bond to itself as if it had been welded..." Hmmmm...... There is such a thing as a "locking taper". Any ta; /html/6pack/2006-03/msg00055.html (7,618 bytes)
11. RE: OD assembly: gssket location (score: 1): Author: "Navarrette, Vance" <vance.navarrette@intel.com>; Date: Wed, 8 Mar 2006 08:18:08 -0800; I am not going to be able to help you here, I am afraid. My recollection is (fuzzy by now. Sorry, getting old) that the gaskets were the same thickness, but were not identical (the differences were; /html/6pack/2006-03/msg00065.html (8,471 bytes)
12. RE: Green ignition wires (score: 1): Author: "Navarrette, Vance" <vance.navarrette@intel.com>; Date: Wed, 8 Mar 2006 17:56:14 -0800; It is the style of the boots on the dizzy end of the wires. Early cars had straight boots, later cars had 90 degree boots (or was it the other way round? Sound of head being scratched...) Vance I wa; /html/6pack/2006-03/msg00073.html (7,302 bytes)
13. RE: Stanpart vs Unipart (score: 1): Author: "Navarrette, Vance" <vance.navarrette@intel.com>; Date: Thu, 9 Mar 2006 08:19:29 -0800; No one has answered, so I will chime in. UNIPART = The history of Unipart can be traced back to 1974 when British Leyland appointed John Egan to be its director of the parts and service division. Eg; /html/6pack/2006-03/msg00083.html (8,263 bytes)
14. RE: valve clearances (score: 1): Author: "Navarrette, Vance" <vance.navarrette@intel.com>; Date: Sat, 11 Mar 2006 09:48:58 -0800; The take up clearances are specified by the cam manufacturer, and depend on the aggressiveness of the "take up" ramp on their cam. Normally they assume a stock rocker ratio. The rate of rise at the; /html/6pack/2006-03/msg00097.html (8,772 bytes)
15. Biggest bang for the buck? (score: 1): Author: "Navarrette, Vance" <vance.navarrette@intel.com>; Date: Wed, 1 Feb 2006 07:38:29 -0800; Perhaps this goes without saying, but the stock muffler is a serious detriment to power and economy, and should be one of the very first things to do. In terms of bang for the buck, exhaust work is; /html/6pack/2006-02/msg00000.html (8,476 bytes)
16. RE: Could Triumph be next? (score: 1): Author: "Navarrette, Vance" <vance.navarrette@intel.com>; Date: Thu, 2 Feb 2006 08:15:24 -0800; While the thought is romantic, I must say that the car business is changing so rapidly that I question the possibility. There is a global surplus of automotive capacity, and the volumes required to; /html/6pack/2006-02/msg00006.html (8,717 bytes)
17. RE: I may have a serious problem (score: 1): Author: "Navarrette, Vance" <vance.navarrette@intel.com>; Date: Thu, 2 Feb 2006 08:59:01 -0800; While you don't specifically say so, it sounds as though you are still running with your original cam chain, sprockets, and tensioner. These parts are cheap enough that anyone who builds an engine s; /html/6pack/2006-02/msg00008.html (9,785 bytes)
18. RE: I may have a serious problem (score: 1): Author: "Navarrette, Vance" <vance.navarrette@intel.com>; Date: Thu, 2 Feb 2006 10:54:12 -0800; Depends on your camshaft timing and lift, and how you obtain the higher compression. There is no definitive answer without specifics on the engine modifications. Vance At 10:1 compression, can the T; /html/6pack/2006-02/msg00011.html (7,646 bytes)
19. RE: Valve/Piston Interference (score: 1): Author: "Navarrette, Vance" <vance.navarrette@intel.com>; Date: Thu, 2 Feb 2006 17:48:44 -0800; To elaborate on what Dick has already mentioned, remember that as the piston approaches TDC (on the exhaust stroke) that the exhaust valve will not be at maximum lift, because the valve will have al; /html/6pack/2006-02/msg00018.html (9,686 bytes)
20. RE: OD disassembly (score: 1): Author: "Navarrette, Vance" <vance.navarrette@intel.com>; Date: Fri, 3 Feb 2006 14:54:25 -0800; Wow! The Netherlands. Ain't the internet great? I am doing this from memory, so please forgive me if I am a little fuzzy. You should be able to separate the annulus from the sliding member with a pu; /html/6pack/2006-02/msg00026.html (9,071 bytes)

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