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Motorsport Mickey

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Motorsport Mickey last won the day on June 4

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About Motorsport Mickey

  • Birthday 08/30/1950

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  • 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. Quite right Ian, fan belts only fail in the rain ! Normally on 70 mph road ! To that end on the Stag which has similar “ can’t get the belt in between rad and crank nose extension” problems, I have a spare fan belt already affixed around the front of the engine timing cover around the crank, been there last 10 plus years. Held in place with tie locks it’s easily accessible by cutting the tie wraps and then swung forward onto the pulleys. Of course having the ultimate “ easy fix” in position guarantees it’s never needed ! I’ve been thinking when next rad out ( no cracks about Stags) I’d better replace it with a new one to prevent early age related failure. Mick Richards
  2. Nice paint finish on those arms, what paint used ? Mick Richards
  3. C&U will refer back to the original manufacturer build spec, but 70 mph on the original spec tyres or lesser overall top speed tyres is still ...70 and much less than the specified standard maximum which can’t be done legally anyway. Should be no problem. The police don’t have a database of every car make and model so won’t stop you at the side of the road, but will pick it up on a forensic check if in accident and refer back to your insurer. If your insurer confirms the tyre type and rating had been declared to them and is acceptable then all is ok. Mick Richards
  4. The original rubber mounts are awful, and the steering as standard TRs have a large amount of “ bump steer” akin to a drunken passenger leaning over in the middle of a corner and yanking on the steering wheel. Easily fixed by measuring and altering the steering rack height ( TR4/5/6/7) which is normally adding height to the mount. However it’s only ever the last degree or mm of movement which changes a non binding joint into a sheared or broken part so replacing a removed dimension is as important as the previous measurement against bump steer. Mick Richards
  5. Yes it will affect “ bump steer” whether better or worse depends upon whether the solid mount has been measured to minimise the bump steer. If standard tie rods are used they should cope However your solution of shortening the block can be easily be remedied with a piece of steel stock ( 3mm will be a standard size offered) which can be made with slots for the holes so it can be slid into place underneath the block afterwards or removed as required to slide a fan belt through the increased gap.The steering rack needs to return to it’s original position ( dowel or spacer piece ?) so as not to compromise tracking. Mick Richards
  6. Motorsport Mickey

    Wow!

    They do look good without bumpers don't they, mines in BRG. Although comparing them against a TR5 at this pricing which normally carries a £20k uplift and only had about 1300 examples built originally, whereas there are multiple thousands still remaining of the TR4 means unless somebody falls in love with this particular car...it's expensive. Micky
  7. I think that TR drivers need to know that rolling your TR is a circumstance that quite often happens at speeds less than 30mph. Swerving to miss a hedgehog/dog/cat/person, going off-road to avoid an oncoming car, that's all it takes. You don't need to " drive it like you stole it" and and that isn't a valid reason for not fitting one. Your car, your decision but remember for all drivers...likely your relatives inside with you also. Alec Pringle posted of enough examples sometimes with sad results, I've seen maybe 3 TRs roll in competition, and in all examples the speed had been scrubbed off and was far below 30 mph and drivers were sat inside thinking " that was lucky" when the car travelled onto the grass and the wheel dug in and it went over seemingly in slow motion, inertia is a powerful force. If you pair the rear roll cage with a rear of cockpit alloy fire screen sealed in, you will have taken a major step forward in TR safety which far exceeds the addition of multi piston disc callipers and the other ephemera. Mick Richards
  8. Alan, The STD G and Big end Std LM sound like a variety of expressions used on the FRE ( Factory ReConditioned) small plates which are often riveted on top of the engine number plinth on the left hand side ( passenger) of the engine block. Whatever is shown there...ignore it, I've rebuilt over 20 of these 4 cylinder engines and several race engines and some 3 or 4 have had these plates with information on it...none of which corresponded to what was inside the engine. These engines are over 50 years old and the plates were probably riveted on within the first 3 or 5 years of life when reconditioned. Since then they are likely to have been reworked maybe a couple of times at least by owners in their own premises and the FRE plates will not have been altered and updated. The F,G,H grading of pistons and liners is usual " batch engineering" practice where thousands of these components are produced and as tooling becomes worn or the men in brown coats became careless and units fall outside the manufacturing tolerances, they are "streamed" into these various nomenclature batches and matched against the closest pairing component ie piston to liner. If you are breaking down or reconditioning an engine the only way is to manually strip the engine and measure and record the appropriate units as to dimensions and tolerances. Use an original workshop manual and take note of the running clearances written there, for info I've had standard liners jig bored to move up onto larger Pistons by asking the engineering shop to bore to the clearances shown, and mostly Pistons and liners have been bought and fitted as sets with the clearances preset. Mick Richards
  9. Give us a clue, what model are we talking about ? Mick Richards
  10. Barry, Our cars are pre safety designs. No crash structures, no deformable stress tested wings sills or inner tubs, there is no documented engineering calculated figures and no sacrificial testing of part and completed shells and cars.....what do you want us to tell you ? These cars with chassis and single skin tubs and bolt on wings have hardly ANY resistance to crash and flexing being boxes which even when welded were only spot welded, (except certain limited areas) which is why extra seam welding helps the rigidity greatly, and the petrol tank finished in steel and secured in the traditional fashion is one of the only stressed units on the car that can offer ANY resistance to the cockpit lozenging into various shapes. I've raced a TR4 and it was fitted with a steel fuel tank fitted in the standard manner because my engineering background says steel is much more amenable to compressive and twisting forces than alloy, any flexible mount of any magnitude to be of use will impinge into the stressed benefit of the tank and reduce it's affect but other than my subjective judgement that the steel tank will offer considerable better stiffening affect than an alloy tank that's all I can say. Stuart who has completed many of these TRs in rebuild may have other information and thoughts on it, and has reported failures on the mounting lugs, but I doubt anything categorical or official is available upon effect on stiffness other than a seat of the pants reaction to a car equipped thus. Just to focus the mind we do have instances recounted by Alec Pringle (search box) who lost a few friends because of a fuel tank rupturing in accidents (steel) and my choice is to fit steel because the weakening of the Alloy tanks strength and resistance to cracking on mounts is unable to be qualified. Mick Richards
  11. That’s VERY important, you don’t want to be pulling 105 lb ft ( 4 cyl cylinder head) and trying to read a varying scale, that’s rupture time. A welcome beep or chirp when you reach your required torque is essential. Mick Richards
  12. Christian, Well done, I believe the first time you’ve had a podium finish with the TR8 in the second of your races today. Good to meet you and chat, A 3rd place overall and first in class, your changes to the settings during the day worked, nicely driven. Mick Richards.
  13. Nigel, Could be used pistons that have been “decked” for compression height. Mick Richards
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