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Adrian Pettitt

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  1. Green7 thank you. Much appreciated!
  2. Hi, no instructions with these, have people fitted these with the small plastic washer on the outside of the door skin? Thanks Adrian
  3. Thanks Stuart, agree with that, that silly filter dumping smelly fumes under the bonnet seems daft to me. I actually think that large pipe down by the crankcase is doing very little to help as I think it’s supposed to be connected to another case outlet? I might experiment with connecting the filter outlet back to the balance pipe to create a bit of vacuum and block off that additional pipe inlet. I suspect you are correct those fibreglass tanks are nearly 3ltrs for a reason compared to perhaps 1/2 ltr for that silly shiny one! Thanks again Adrian
  4. Hi, Stuart thanks for the info, isn’t that in essence what I’ve already got with exception of picking up a lower crankcase breather? Where would I pick up a lower crankcase breather outlet? I can’t utilise the mechanical fuel pump aperture without fitting an electric lift pump. Is there somewhere else? is there any reason why I can’t vent the rocker cover to the oil catch tank as it is currently and then rather than have the silly filter on the top route that via a ‘T’ to the SU link pipe? Presumably the excess oil would still end up in the catch tank and just a certain amount of red
  5. I honestly don’t know! I’m not sure if there is any risk of blow back from the balance pipes into the rocker cover? I’m sure someone will come along and let us know. I’ve ordered a T piece already, can’t wait to do away with that tank and filter! Like the heat shield by the way, very neat. Early days for me with the TR6 experience, lots to learn. Cheers Adrian
  6. Magnus, you are fast becoming my favourite poster! See photo of my carbs below, I will be able to modify mine in the same way! Does your t piece have a non return valve in? Thanks Adrian
  7. Thanks for the help everyone, particularly Magnus for the jet advice. My car has the crankcase emissions modified and this canister fitted which I don’t think is particularly effective. I’m a little mystified that one pipe is vented to atmosphere down near the block and the other connected to the rocker cover. I’d assumed that the only vent to atmosphere was via the filter? From experience what have others done with a twin SU set up with a manual fuel pump? 1, just vent the rocker cover to atmosphere underneath? 2, vent the rocker cover to the inlet manifold somewhere? 3, fit an electri
  8. Thanks John, think that would be ok with a lower compression US engine?
  9. Hi, I have an almost identical set up with a US engine, SU’s, probably low compression head and mild cam. Could I ask what needles you decided were best in the end BDQ, BAG or perhaps another? Thanks Adrian
  10. Hi Peter, That Moss kit looks interesting are their alternatives that are available? Thanks Adrian
  11. Thanks Mike, much appreciated. I’ll try and spend a bit of time assessing what I’ve got when it arrives! If it runs and performs reasonably in its current form I’ll use it a bit first to see what needs attention generally. It should come with a large history folder which might give me some more insight into its restoration and current engine.
  12. Thanks for the advice everyone, incredibly useful. I’ve agreed a deal so will be a TR6 owner very soon! No doubt pestering you all with endless questions.
  13. Thanks, so the lower CR on US spec engines was just a deeper swirl pot in the head and the pistons are the same? Would the BHP be similar to PI with the U.K. CR and SU’s? Is there much difference in practice on the road between the different engine variants and outputs?
  14. Thanks, so the lower CR on US spec engines was just a deeper swirl pot in the head and the pistons are the same? Would the BHP be similar to PI with the U.K. CR and SU’s? Is there much difference in practice on the road between the different engine variants and outputs?
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