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References: [ +from:amace@unix2.nysed.gov: 365 ]

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161. RE: Starting with clutch engaged helps thrust washers? (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Thu, 17 Jun 1999 17:18:11 -0400 (); True, but isn't that same relative lack of lubrication true throughout the engine, i.e., bearings, cylinder walls/rings, etc.? Meanwhile, the age-old philosophy of depressing the clutch was to elimin; /html/spitfires/1999-06/msg00654.html (10,061 bytes)
162. Re: Which white for wheels?? (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Fri, 18 Jun 1999 10:34:46 -0400 (); Dean, "white" wheels were usually "Spa White." However, Triumph had reverted to silver paint on wheels by 1969, at least on U.S.-bound Spitfires. --Andy * * * * * * * * * * * * * * * * * * * * * * *; /html/spitfires/1999-06/msg00709.html (7,201 bytes)
163. Re: Brake Light Timing Circuitry (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Fri, 18 Jun 1999 13:40:23 -0400 (); I'm not 100% sure about a '77 Spitfire, but on the earlier cars the brake warning light coming on was due to an interconnection with the oil pressure light/sender. It was a relatively cheap (if a bit; /html/spitfires/1999-06/msg00739.html (7,834 bytes)
164. Re: N.J. show (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Mon, 21 Jun 1999 14:05:27 -0400 (); Fred Thomas noted: And my apologies to Bob if I seemed a little startled. Guess I didn't expect to see him in NJ! :-) Nor did I to see him, being in town more for "business" than to enjoy the show. O; /html/spitfires/1999-06/msg00826.html (8,762 bytes)
165. Re: N.J. show (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Mon, 21 Jun 1999 14:20:45 -0400 (); IDEAL scenario for my trip to Portland, OR, for VTR 2000: 2. One trailer hitch for above car, to tow... 3. Trailer containing venerable Hardly Boys RaceSpit 4, possible running Herald, or ??? LIKELY; /html/spitfires/1999-06/msg00827.html (7,526 bytes)
166. Re: Re; What M/C ?? (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Fri, 25 Jun 1999 11:16:30 -0400 (); Practically speaking, I believe the only difference between brake and clutch masters on the older single-circuit system was that the brake master had a larger reservoir. (This is because the fluid --; /html/spitfires/1999-06/msg01020.html (7,909 bytes)
167. Re: my turn to ask for help (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Fri, 25 Jun 1999 23:21:48 -0400 (EDT); I can't help you with all your questions, ESPECIALLY after a pun like that, but.... Assuming this is a "Federal" '69 Spitfire, the switch goes next to the choke, lower right part of that section of t; /html/spitfires/1999-06/msg01064.html (9,555 bytes)
168. Re: Gearbox interchangability (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Tue, 29 Jun 1999 10:28:40 -0400 (); It's also at his web site <http://www.kipping.co.uk/info/propshaft.html>. Quoting from same: Herald 50" / 1.27m Herald with Overdrive (3 rail) 46.5" / 1.18m Herald with Overdrive (single rail) 45.5"; /html/spitfires/1999-06/msg01163.html (9,744 bytes)
169. Re: Gearbox OD or not OD, that is the question (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Tue, 29 Jun 1999 11:15:08 -0400 (); Normally there was no difference at all between OD and non-OD gearsets or OD v. non-OD final drive ratios, at least not on Spitfires. --Andy * * * * * * * * * * * * * * * * * * * * * * * * * * * * *; /html/spitfires/1999-06/msg01167.html (7,883 bytes)
170. Re: Gearbox OD or not OD, that is the question (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Tue, 29 Jun 1999 11:24:15 -0400 (); Apologies, as I think I misunderstood your question. The OD unit ratio itself is something like .8:1 -- somewhere in that area. I think it varies slightly among different OD units (A-type, J-type, et; /html/spitfires/1999-06/msg01169.html (8,098 bytes)
171. Re: The Meaning of "M" (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Tue, 29 Jun 1999 22:58:59 -0400 (EDT); Martins, IMS. --Andy * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * Andrew Mace e-mail: amace@unix2.nysed.gov * * * * Mrs Irrelevant: Oh, is it a jet? * * Man: Well, no... It; /html/spitfires/1999-06/msg01204.html (7,762 bytes)
172. Re: Handbrake adjustment and manual (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Sun, 2 May 1999 16:20:18 -0400 (EDT); This adjustment is about the LAST one you want to make on the handbrake. Assuming the cables and linkages all move freely (very important), the first adjsustment to be made is to the rear brakes them; /html/spitfires/1999-05/msg00007.html (7,950 bytes)
173. Re: Front spring spacers (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Sun, 2 May 1999 20:04:15 -0400 (EDT); Which part of the bonnet do you mean? What you're saying sounds as if the "lip" of the fender is what's rubbing. If so, you've got a clearance problem more from too wide a wheel than from ride height; /html/spitfires/1999-05/msg00010.html (8,043 bytes)
174. Spitfire Mk3 and later top (hood) folding (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Wed, 5 May 1999 10:53:39 -0400 (); Every so often the topic of proper folding and storage of the later (Mk.3 and beyond) Spitfire top/hood appears on these lists, most recently only a couple of weeks ago. Up until just a few minutes a; /html/spitfires/1999-05/msg00085.html (8,444 bytes)
175. Re: Herald engine in MKII??? (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Fri, 7 May 1999 10:13:56 -0400 (); Most likely the original engine wore out or otherwise failed and was replaced with the Herald engine. Depending on exactly which Herald engine, the block, crank and such are basically identical to co; /html/spitfires/1999-05/msg00157.html (8,327 bytes)
176. Re: The Truth About Barry Schwartz (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Sat, 8 May 1999 22:17:53 -0400 (EDT); Sorry, I don't buy that theory, and for one good reason: I can understand much of what Barry talks about! As for Art Bell.... --Andy * * * * * * * * * * * * * * * * * * * * * * * * Andrew Mace, Presi; /html/spitfires/1999-05/msg00217.html (8,415 bytes)
177. Re: Back axle and brakes... (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Mon, 10 May 1999 08:52:57 -0400 (EDT); No, more like basic physics. For every action there is an equal and opposite reaction -- the cylinder should slide freely, so the piston pushes one shoe, then the cylinder moves the opposite directio; /html/spitfires/1999-05/msg00253.html (8,032 bytes)
178. Re: Wooden dash refinishing (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Wed, 12 May 1999 13:49:43 -0400 (); No, I don't think so, primarily because the Spitfire's dash has been split into three pieces since 1971 (1969 in "Federal" cars), and it's only been wood veneer finish since 1973 (if you don't count; /html/spitfires/1999-05/msg00346.html (8,568 bytes)
179. Re: soft/hard tops (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Wed, 12 May 1999 16:32:11 -0400 (); Up through the Mk.2 Spitfires, circa 1967. Mk.3 and later had folding tops. Yes. Not quite as snug nor easy to erect as the folding ones, but a neater appearance to the car when the top is "stowed"!; /html/spitfires/1999-05/msg00358.html (7,226 bytes)
180. Re: Reverse switch (score: 1): Author: Andrew Mace <amace@unix2.nysed.gov>; Date: Wed, 12 May 1999 16:54:53 -0400 (); UKC 9224. Remember, it's an electrical bit, so you look under the electrical section, NOT under the gearbox section, except for February, which has 28, or when sounded like "a" as in.... Seriously, i; /html/spitfires/1999-05/msg00360.html (8,219 bytes)

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