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Motorsport Mickey

TR Register Members
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About Motorsport Mickey

  • Birthday 08/30/1950

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Profile Information

  • Location
    Nottinghamshire
  • Cars Owned:
    Enjoying my cars, TR 4 and Triumph Stag, Caravanning...oh yes,
    Building race engines and developing interesting developments of them, and all engineering achievments,
    Cars owned TR3a, now gone
    TR4 Racer, now sold
    TR7V8 Racer, now sold
    TR4 just entering full rebuild

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  1. There are different approaches Andy, the crankshaft has it's bigend reground within the limits of it's bearing core dimension, ie standard or -10 whatever. Taking the centre of the big end further away from the actual centre of the crankshaft. So you need to source larger big end shells that will still work with the finished big end bearing surface, in my case -60 Massey Ferguson. The crank offset using standard length rods and piston compression heights (machined to work with the block deck height) and has the effect of increasing the stroke. Try this youtube for descriptions of rad r
  2. Hi Roger, I agree that the hubs after 35-40 years have reached their material "terminal" strength, and I think that we have a conjoined problem in the area. There are more reports on the IRS cars of squeaking from the rear for a time and then a shear failure either from the hub or from the stub axle causing wheel loss. Without expertise in the area (unlike yourselves and others) my thinking is that if either the hub or stub axle starts to exhibit excess flexing caused by micro cracking or cracking it often impacts upon the other component, causing an increase in stress which then lea
  3. Always worth remembering of possible consequences, “The past is a foreign country: they do things differently there,” today we wouldn't dream of making cars with such in built safety flaws. Our own Alec Pringle posted of his own sad experience with them Mick Richards
  4. As Bob says should be ok. If it’s any help I won the TR Register championship on a standard Triumph crankshaft with -20 mains and big ends ground to -60 ( yup). With the crankshaft throw being offset ground on the big ends to increase the length of stroke. ( hence -60). The crankshaft was lightened and balanced and Nitrited also. The car won the championship the year after also after the bearings were replaced (as the norm with race cars.) I did use a 6000 rev limit ( self imposed) with a 6500 rev limiter in case of “ red mist”, maybe you are thinking of increasing the rev limit.
  5. + 1... Lets face it you can cut the bolts...and then weigh them on the missuses kitchen scales to get them identical with a touch of a grindstone on heavy ones. Mick Richards
  6. Curses ! Beaten to the reply by Charlie (sob). As he so rightly points out I would bemoan the use of WD40 as an anti seize ( cats piss) which doesn’t work ( no lubricant qualities). Also the use of the misleadingly named “Easy out” which on every occasion I’ve heard of…doesn’t. Damn you Easy out… damn you. That sinking feeling, as the highly aggressive taper on the left handed thread careers like a drunken sailor around the hole and then the slightest of resistance as it grabs. Then the explosion of super hard easy out as the stress riser on the top of the taper exceeds base material
  7. Maybe worth considering but dangerous practice to have a key fob which has your Registration number on it. Lose the keys at a showground or large outside event and when found if the finder is a scumbag he has your keys and knows the car is in a limited location and how to recognise it. A ten minute walk around the car park to locate it and your car is...gone...and worse. If you have house keys on it also and you have a sat nav left in the car and have the "HOME" destination set at your address...he has your car and your house keys and it's location to within 20 metres. You would likely no
  8. Nearly missed it, Happy Birthday Alan. Mick Richards
  9. "Most contemporary sources suggest a 0-60 time for a TR6 in the mid 8s, which whilst not remarkable by today's standards remain respectable at least? It doesn't feel like it's turning in that kind of number. Out of mechanical sympathy I have no plans to do any timed runs anytime soon." I don't know how you expect to judge it's performance then Sean, the car cannot give you the numbers if you don't drive the car to a level to get them. Any judgement can only be subjective IF you don't drive the car to the mechanical limit that 0-60mph times are driven to. The modern car is easier to d
  10. Oh dear...my 2007 Ford S max 2.00 TDCI Diesel 7 seater which weighs in at 1700 kgs unladen does 0-60 in 9.8 secs. I fear your expectations of a 50 year old sports car which was quite quick in it's day are inflated. Todays motors with all the various advantages in electrical and pump fuel delivery lose much of the delays and the slower delivery of acceleration. As Paul says the pleasure in owning a good looking car which you can have the top down on is where all the TR range scores, I don't think I've ever had kids jump up and down and wave when I've driven past in the Ford, but often in TRs.
  11. Go for a Spotmatic again, I'm using a 25 year old machine and it's working fine, will spot weld 18 gauge material and at 1.3 sec setting will start to melt it's way through it. Bought with 450 mm arms which with various length electrodes will do most of TR spot welds, e bay is your friend. I'll move it on when I finish my shell, (months yet). see the for sale forum when they come on, for guidance on prices, I'll be asking £350 for it . Also a Sealey stud welder to pull out those nasty little dents you can't get in to without drilling out 30 plus spotwelds (hours of work don't fool yoursel
  12. Have a great day Rod, Happy Birthday. Mick Richards
  13. Hi Ian, You have a return message. Mick Richards
  14. Err...check what happens to the oil pressure when you depress the clutch, does the pressure...increase and the graunching go away ? or does the pressure drop off and the graunching increase when you let the clutch out ? Might be interesting to observe. Mick Richards
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