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References: [ +from:bschwart@pacbell.net: 493 ]

Total 493 documents matching your query.

301. Of interest to concerns of unleaded fuel usage (score: 1)
Author: Barry Schwartz <bschwart@pacbell.net>
Date: Tue, 16 Nov 1999 06:10:08 -0800
I was reading a PDF copy of the British Leyland Motor Inc., service division, dealer training booklet, concerning 1970 emissions data and on page 7, it states: To conform with the emission control st
/html/spitfires/1999-11/msg00336.html (8,994 bytes)

302. Re: Mag wheels and lugnuts (score: 1)
Author: Barry Schwartz <bschwart@pacbell.net>
Date: Wed, 17 Nov 1999 13:03:49 -0800
** You can always replace the wheel studs with TR6 or TR7 ones, and then you would have a much wider selection of lug nuts to choose from. Besides that, you'll have a much stronger stud - Barry Schw
/html/spitfires/1999-11/msg00388.html (7,344 bytes)

303. Re: TR6/TR7 lugs and lug nuts on Spitfires (score: 1)
Author: Barry Schwartz <bschwart@pacbell.net>
Date: Thu, 18 Nov 1999 06:18:24 -0800
when >going to these larger studs and nuts? Seems to me that there's a problem with >shoulder contact, and that the wheel needs to have the lug holes redrilled and >shouldered. But I don't know for
/html/spitfires/1999-11/msg00413.html (7,668 bytes)

304. No LBC content, just a hypothetical e-mail question - (score: 1)
Author: Barry Schwartz <bschwart@pacbell.net>
Date: Mon, 22 Nov 1999 06:07:12 -0800
I am getting a little tired of the SPAM e- mail ads I'm getting recently and I usually delete them. But I got to thinking (which can be dangerous for me), hypothetically of course, that instead of ju
/html/spitfires/1999-11/msg00593.html (7,297 bytes)

305. Re: Lots o questions (score: 1)
Author: Barry Schwartz <bschwart@pacbell.net>
Date: Tue, 23 Nov 1999 08:06:44 -0800
** Actually it's a slight bit diceier than that. Up thru 1972, the disk is a 6-1/2 x 10 spline. From 73-74 it's a 7-1/4 x 10 spline, and then (1975 on) it becomes a 7-1/4 x 20 spline (single rail).
/html/spitfires/1999-11/msg00668.html (8,739 bytes)

306. Re: MK IV's & 1500's (score: 1)
Author: Barry Schwartz <bschwart@pacbell.net>
Date: Mon, 29 Nov 1999 06:40:54 -0800
** True, my 72 Spitfire had them As well as the black molded plastic not *vinyl* dash (technicality I know :-}). Plus all the gauge bezels were painted matt black instead of chrome. Rather plain loo
/html/spitfires/1999-11/msg00790.html (8,060 bytes)

307. Re: U-joint problem (score: 1)
Author: Barry Schwartz <bschwart@pacbell.net>
Date: Mon, 29 Nov 1999 10:45:11 -0800
Actually that's not far off from the factory specs. Normally, u-joints were secured with different thickness circlips to eliminate this slop whenever u-joints were replaced. Now-a-days, the circlips
/html/spitfires/1999-11/msg00801.html (8,127 bytes)

308. Re: U-joint problem (score: 1)
Author: Barry Schwartz <bschwart@pacbell.net>
Date: Mon, 29 Nov 1999 14:28:45 -0800
** Ooops, you need new axles and or u-joint flanges- if you have the shorter MK1-4 axles, anything from an early Spitfire up until 73 will fit (the u-joints are the same for all Spitfires). If you o
/html/spitfires/1999-11/msg00810.html (8,247 bytes)

309. Re: need GT6 spring dimensions (score: 1)
Author: Barry Schwartz <bschwart@pacbell.net>
Date: Tue, 05 Oct 1999 09:59:02 -0700
** Don't have the info handy but it's the same part number as the Spitfire's swing spring so specs would be the same. The problem with making a composite to replace this type of spring, is you WILL
/html/spitfires/1999-10/msg00167.html (7,228 bytes)

310. Re: need GT6 spring (slight correction) (score: 1)
Author: Barry Schwartz <bschwart@pacbell.net>
Date: Tue, 05 Oct 1999 10:54:37 -0700
As correctly pointed out to me by our illustrious Andy Mace (gratuitous plug), in fact the GT6 swing spring DID have a different part number originally. Today the spring is supplied as the same item/
/html/spitfires/1999-10/msg00170.html (7,860 bytes)

311. Re: the vapors (score: 1)
Author: Barry Schwartz <bschwart@pacbell.net>
Date: Wed, 06 Oct 1999 10:41:34 -0700
** Yeah, that's Steve. His original car a V8 TR4 (with fuel cell) was totaled, and he (I'm told) has resurrected it from a couple of other donors - I haven't seen it as of yet, but he probably was a
/html/spitfires/1999-10/msg00233.html (7,882 bytes)

312. Re: It wasn't the tranny oil (hard shifting) (score: 1)
Author: Barry Schwartz <bschwart@pacbell.net>
Date: Thu, 07 Oct 1999 07:17:06 -0700
** Yes it is, but in this application it requires a special one, not off the shelf. I machined only the O.D. of a sintered bronze bearing from a different vehicle using the same pilot I.D., leaving
/html/spitfires/1999-10/msg00260.html (7,448 bytes)

313. It wasn't the tranny oil (hard shifting) (score: 1)
Author: Barry Schwartz <bschwart@pacbell.net>
Date: Thu, 07 Oct 1999 06:37:22 -0700
As a follow up to an earlier post of mine. . . I finally got around to finding out what was causing the problem of not being able to select any gear after the car had been run, and then sat for a lit
/html/spitfires/1999-10/msg00271.html (8,177 bytes)

314. Re: Transmission fluid replacement (score: 1)
Author: Barry Schwartz <bschwart@pacbell.net>
Date: Wed, 13 Oct 1999 06:31:40 -0700
** IMHO, gear oil has additives, specifically for the kind of abuse that certain helical cut gears do to lubrication fluid (fluif). That is the shearing action that this kind of gear does to the oil
/html/spitfires/1999-10/msg00383.html (8,903 bytes)

315. ? Motor oil usage in manual trannys (score: 1)
Author: Barry Schwartz <bschwart@pacbell.net>
Date: Thu, 14 Oct 1999 06:59:49 -0700
** I believe that the motor oil usage, related to British cars in general, stems from those who have or have had MG's. Certain models of MG's (* see below) use regular motor oil in the transmission,
/html/spitfires/1999-10/msg00410.html (8,686 bytes)

316. Welding over Jet hot's coating (score: 1)
Author: Barry Schwartz <bschwart@pacbell.net>
Date: Thu, 14 Oct 1999 07:32:02 -0700
I have a small leak in one of my headers in a rather difficult to get at place. It's in the junction of the pipes to collector, and of course in the center area. These headers are coated with Jet hot
/html/spitfires/1999-10/msg00412.html (7,096 bytes)

317. Straight from JetHot (score: 1)
Author: Barry Schwartz <bschwart@pacbell.net>
Date: Thu, 14 Oct 1999 14:17:43 -0700
this ** So It looks like I'll be able to *burn* off the coating in the area in question - Barry Schwartz (San Diego) bschwart@pacbell.net 72 PI, V6 Spitfire (daily driver) 70 GT6+ (when I don't driv
/html/spitfires/1999-10/msg00433.html (6,788 bytes)

318. RE: Vacuum advance at (idle or not) (score: 1)
Author: Barry Schwartz <bschwart@pacbell.net>
Date: Fri, 15 Oct 1999 06:34:53 -0700
** I'll beg to differ with you there. I didn't' gloss over anything (no flame taken "-}), I was as simply as I could, explaining the function of vacuum advance in an internal combustion engine. The
/html/spitfires/1999-10/msg00447.html (8,616 bytes)

319. Vacuum advance or retard (which is it?) (score: 1)
Author: Barry Schwartz <bschwart@pacbell.net>
Date: Fri, 15 Oct 1999 06:45:56 -0700
** This can be kinda complicated. It CAN be both ways. If the vacuum mechanism has a port on both sides of the diaphragm housing, then you can either advance or retard the timing, depending on which
/html/spitfires/1999-10/msg00448.html (7,566 bytes)

320. Re: feeling heretical - GT-6 alt diff or driveline considered? (score: 1)
Author: Barry Schwartz <bschwart@pacbell.net>
Date: Mon, 18 Oct 1999 07:30:28 -0700
Spit/GT-6 diff ** Yes, not the gears but the carrier is strengthened (I bet that the old carrier split right at the junction where the casting joins the ring gear mounting boss). And If you find an
/html/spitfires/1999-10/msg00484.html (8,044 bytes)

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