Posted by Scott Janzen on 11/13/2007, 4:49 pm, in reply to "yes Steve..."
69.248.16.69
Broke out the scale. Total difference between stock cam gear, chain and crank gear and the package that APT sells (both dual row chains) is 118 grams. 45 to the cam gear, 15 to the crank gear and the balance to the heavier duty chain. 4 oz total and not at a large rotating diameter. taking that 4 oz off the flywheel would make much more of a difference. Haven't installed yet but it is very nicely made.
--Previous Message--
: I DO understand...
:
: 0600, 1st cup of coffee...LMAO!!!
: I feel your pain bro'
: Glen
:
: --Previous Message--
: That's the rub Glen,
: THE ONLY reason I can fathom is as
: you've said. It's way cool. It's
: done. I've got the drawings. But, how
: will it help my laptimes? Too much
: reality forces my attention away. All I
: can look at anymore is the next lap.
: You know what I mean...Steve
:
: --Previous Message--
: ...why ask why...the motivation is that
: it is definitely....
:
: SO DAMNED COOL!!!
:
: there, I've said it...
: Glen
:
: --Previous Message--
: I've got that about 90% ready to build
: but can't find the motivation to go for
: it. I keep coming back to...WHY?
:
: --Previous Message--
: Scott no doubt about it, they are
: slick!
: What can sometimes be literally hours
: of futzing around (with an out of spec
: gear) is reduced to a simple
: adjustment, it's kinda
: anticlamactic....
: The rotating weight penalty is
: certainly small & the $$ cost is
: what it is.
: Now... what would be really trick would
: be a gilmer belt drive setup like the
: BMC A-series conversions...!
: Glen
:
: --Previous Message--
: I did buy one - getting delivered today
: for installation over the weekend.
: I'll let you know how it works out.
: Just seemed to me that it is going to
: be much easier and more precise. We'll
: see.
:
: --Previous Message--
: That's exactly why I have never seen
: these as a must-have, that plus the
: anal compulsions I have about excess
: weight & spending $$.... but...
: I have found that some of the
: replacement gears aren't offset as are
: the originals. At that point the
: options are an adjustable gear... or
: the obvious...
: Glen
: with slightly retarded timing
:
:
: --Previous Message--
: I question the need for one of these:-
: You can't adjust them without
: dismantling the front of the engine -
: unless you make a removeable plate for
: the front of the timing cover.
: Triumph designed the standard sprocket
: to allow fine adjustment, by bolt holes
: offset from the tooth centres. The
: wheel has 42 teeth, so that's one tooth
: per 4.29 degrees of crankshaft turn -
: call it four and a quarter. Then,
: rotating it 90 degrees on the camshaft
: allows it to be changed by half a tooth
: - 2.125 degrees. Then turn it
: back-to-front and bolt back in the same
: position for a quarter tooth change -
: one degree and a fraction far too small
: to be useful.
: What more do you want?
:
: John
:
: --Previous Message--
: Scott I think Ken Gillanders sells
: them.
: If not either he or Ted @ TSI could
: recommend a good source.
: Ken Gillanders
: British Frame & Engine
: somewhere in California
:
: or send an email to the webmaster, we
: recently put one in his 6 cylinder, I
: can't remember the supplier.
: HTH
: Glen
:
: --Previous Message--
: Can anyone recommend a source for an
: adjustable cam sprocket for the GT6 - I
: would think it would fit any Triumph
: equipped with a dual row chain - TR6,
: GT6 or Spit.
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