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Tom Fremont

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About Tom Fremont

  • Birthday 07/27/1955

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  • Location
    Milford, Ohio, USA

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  1. I would have guessed more tonnage required than 65; just a hunch since I only supply clutches for such presses. How were the dies made, i.e. what told the cutting tools where to go? Cost? Sorry, just idle curiosity. Tom
  2. Right - and we can see the stripe width and distance from the front edge differ between the versions. Tom
  3. The Roadster Factory has a template/diagram which I found more to my liking than the MOSS. The apex of the stripe should be subtle, not a sharp crease as shown in the MOSS version. TRIUMPH did little if anything to ensure the paint adhered to the beading, and it flaked off over time. Diligence now will avoid heartache later! Tom
  4. Hi Marco, Both the PCV valve and the servo hose are connected to the inlet manifold. The valve cover sees a reduced vacuum due to the PCV valve mechanism. Detail pic below. Ciao, Tom
  5. Sure! The T-connector is original to the TR250 and goes to a 1/8" orifice in the air filter housing, as it does on the factory setup. The SMITHS PCV valve balances itself to ensure a slight vacuum on the crankcase via the valve cover nipple, again as per original. The CANNON Weber manifold does in fact have balance tubes which are seen in the photo, so that all tracts are fed the lovely lubricated gases equally ( TWM manifolds are different ). The 2nd hose goes to the brake servo, not the distributor. Z320 is sadly mistaken; this system works flawlessly. The engine uses 1 US quart of oil
  6. I've been happy with this for 24 years/ 135,000 miles. Earlier this year I replaced the diaphragm in the SMITHS* pcv valve; otherwise zero maintenance. Tom * original to the TR250
  7. I have a Phoenix single pipe silencer circa 2005 with ~ 75K miles on it so far. It was the quiet version with a bundle of perforated stainless tubes in the bore; these were NLA for some time and it may behoove you to check with them and see if they have come up with another solution. Their large bore cross box " silencer " is very loud by comparison, and I wouldn't be happy going long distances ( over 50 miles ) with it. Pics of both below, and a link to an i-phone video of the quiet one. Tom
  8. Factory cams are symmetrical so inserting the camshaft with the first two lobes equidistant from 12:00 o'clock while the crankshaft is at TDC will get it to within a hair of where it needs to be - one of the other pair of holes in the sprocket will be close to those in the camshaft; trial fit and check for final position, adjustable via the slop in the bolt holes. I set mine to ~3 degrees advance ( crankshaft ) to compensate for stretch, but to each his own. Tom
  9. I have used a single run of 1/4" brake line tubing from the AC mechanical fuel pump to within ~ 2" of the first pipe tee on the front Weber carb. From there it's ordinary rubber low pressure fuel line hose, the minimum age of which is 10 years and which gets replaced when/if cracks appear in the outer layer. No issues over 24 years/ 135,000 miles. Tom
  10. (8) p/n CD26326 in the TR250 parts book by TRF ( supposedly replicate of the factory book ). Rear spring / differential beam, T-shirt, the tail end of the frame and front shock tower struts are the (4) sites shown. Tom
  11. All TR250s had black undercoat on the sills, just like all the U.S. market TR6s. Roy's testimony is of a piece with other TR5 production anomalies which surface regularly. When so few were made... Tom
  12. Affirmative - the crank will have 6 lbs less on its throws than the stock bits, alleviating the need for bracing up to that point. At least one notorious specialist in the UK claims the stock crank will hold to 7000 rpm, 500 rpm more than the stock pistons and these will be forged. I doubt I'll ever take it over 6000 anyway. 160 ( genuine ) BHP? Tom
  13. There are much wilder cams available than the CP ( or S2 for that matter ) and the difference is dramatic but they are fraught with corollary requirements and degraded longevity prospects. I have one such, 0.504" lift / 292 degrees duration but it's in a concours car which sees ~ 500 miles/year, ~ 10 per outing. Head work can make a nice difference, a guess would be ~10 BHP and an optimized exhaust system likewise at best. My next, and probably last engine will use a CP cam, Peter Burgess head, forged pistons and Carillo super light, unbreakable rods. It should go to 6500 rpm withou
  14. We use chemical stripping services here in the 'States; they do whole car bodies and my company uses them to clean large cast iron industrial brake castings. All paint and rust are removed in a 2-step process. I have used this method on my TR panels since 1980. We also have dry ice blasting services which can remove paint and rust from surfaces too, and add zero waste to the process. I wouldn't expect this to get into the folds of a Surrey lid however. From the examples I've seen TRIUMPH applied nothing to the underside of the roof panels, so the inevitable condensation drains d
  15. After the grandkids prepped it I took it over to my engine builder's shop. Tom
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