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1. Re: Fuel Pump pressure (score: 1): Author: Donald H Locker <dhl@chelseamsl.com>; Date: Wed, 8 Oct 2003 14:10:49 -0400 (EDT); Simplest mechanism for increasing fuel pump pressure (while simultaneously decreasing the volume available) is for the spring to break. The shorter spring has a higher spring rate than the longer (un; /html/spitfires/2003-10/msg00032.html (8,167 bytes)
2. Re: Fuel Pump pressure (score: 1): Author: Donald H Locker <dhl@chelseamsl.com>; Date: Wed, 8 Oct 2003 19:14:06 -0400 (EDT); You have it all right -- as far as it goes. But it is the spring which supplies the force to push the fuel to the carburettor. And if the spring is broken, the remaining part presses harder than the; /html/spitfires/2003-10/msg00034.html (8,865 bytes)
3. Re: Water Pump... (score: 1): Author: Donald H Locker <dhl@chelseamsl.com>; Date: Thu, 10 Jul 2003 06:04:48 -0400 (EDT); Have you checked for multiple or missing gaskets? Depending on which way the offset is, an extra or a missing gasket could cause it. I don't _know_ whether the 1500 pump differs from the 1300, but I; /html/spitfires/2003-07/msg00076.html (7,778 bytes)
4. Re: Silicon Brake Fluid (score: 1): Author: Donald H Locker <dhl@chelseamsl.com>; Date: Thu, 12 Jun 2003 10:34:29 -0400 (EDT); In the UK, it is known as "methylated spirits." NOT to be confused anywhere with "mineral spirits." (Methylated means methyl (wood) alcohol has been added to the "spirits" i.e. ethanol or drinking-ty; /html/spitfires/2003-06/msg00190.html (8,244 bytes)
5. Re: Silicon Brake Fluid (score: 1): Author: Donald H Locker <dhl@chelseamsl.com>; Date: Thu, 12 Jun 2003 10:36:56 -0400 (EDT); Um. Me too. Donald. /// spitfires@autox.team.net mailing list /// or try http://www.team.net/cgi-bin/majorcool /// Archives at http://www.team.net/archive; /html/spitfires/2003-06/msg00192.html (7,688 bytes)
6. Re: Exhaust manifold - welds vs epoxy? (score: 1): Author: Donald H Locker <dhl@chelseamsl.com>; Date: Tue, 17 Jun 2003 09:24:39 -0400 (EDT); Nickel rod in stick welder and CLEAN, CLEAN, CLEAN should do it. I don't know of any epoxies that will withstand exhaust manifold temperatures; perhaps furnace cement (only the black stuff is rated h; /html/spitfires/2003-06/msg00275.html (9,583 bytes)
7. Re: Thanks for Phoenix help (Some FC, No SpitC) (score: 1): Author: Donald H Locker <dhl@chelseamsl.com>; Date: Tue, 24 Jun 2003 17:38:27 -0400 (EDT); Well, the only thing that I can think of that could be in that bottle would be PFM*. Wonder why they don't market it as that? GTP has a poor ring to it, IMO. Perhaps they have CO-sucker? I'm running; /html/spitfires/2003-06/msg00387.html (8,487 bytes)
8. Re: Water Wetter & Fuel Line (score: 1): Author: Donald H Locker <dhl@chelseamsl.com>; Date: Fri, 27 Jun 2003 18:30:25 -0400 (EDT); Question -- did the operating temperature drop 5 deg F or did the _coolant_ temperature drop 5 deg F? If the latter, it might indicate a poorer heat transfer to the coolant from the hot engine parts.; /html/spitfires/2003-06/msg00412.html (8,219 bytes)
9. Re: spot weld removal (score: 1): Author: Donald H Locker <dhl@chelseamsl.com>; Date: Sun, 11 May 2003 13:26:37 -0400 (EDT); Glad to hear that Giles is still at home. You always seemed to be a Spitfire kinda guy. In spite of the sig. Good luck on the sill repair. You know, you could attach the body to the frame, move Giles; /html/spitfires/2003-05/msg00108.html (7,913 bytes)
10. Re: 64 Spitfire finds yet another excuse to rest on the jack (score: 1): Author: Donald H Locker <dhl@chelseamsl.com>; Date: Wed, 14 May 2003 13:28:54 -0400 (EDT); Did you check the U-joints on the axle half-shafts? Perhaps one of those has let go. Or the connection from the inside yoke to the diff. I would guess (at a first whack) that it won't be internal, si; /html/spitfires/2003-05/msg00163.html (8,670 bytes)
11. Re: Flooding SU carb (score: 1): Author: Donald H Locker <dhl@chelseamsl.com>; Date: Mon, 26 May 2003 11:29:47 -0400 (EDT); Sure sounds like carb bowl heating up. Radiant heat from the exhaust system is not being dissipated by any flowing air, so the carb bowl heats up, boiling the fuel and pushing it out of the jet. See; /html/spitfires/2003-05/msg00312.html (8,068 bytes)
12. Re: Seat upholstery (score: 1): Author: Donald H Locker <dhl@chelseamsl.com>; Date: Wed, 28 May 2003 14:36:35 -0400 (EDT); My first Spit had this style of seat -- FDU4678160, a 1969 Mk-III. I believe these were unique to the '69 and '70 Mk-III, though they might also have been used in GT6 of that era (JK?). I really lik; /html/spitfires/2003-05/msg00359.html (8,018 bytes)
13. Re: SU Carb rebuilding (score: 1): Author: Donald H Locker <dhl@chelseamsl.com>; Date: Tue, 8 Apr 2003 10:54:53 -0400 (EDT); I would say you might as well buy THE book on it -- Burlen Fuel Systems Workshop Manual <http://www.burlen.co.uk/> Their SU Reference Catalogue is also a valuable resource. IMO, NFI, and any other d; /html/spitfires/2003-04/msg00115.html (7,265 bytes)
14. Re: Velocity stacks WAS: [Fwd: SU Carb rebuilding] (score: 1): Author: Donald H Locker <dhl@chelseamsl.com>; Date: Wed, 9 Apr 2003 22:01:14 -0400 (EDT); It is quite possible and beneficial to run short velocity stacks inside of the air filters. They are not mutually exclusive. The short stack provides for a less turbulent air flow into the carb from; /html/spitfires/2003-04/msg00143.html (9,526 bytes)
15. Re: Velocity stacks ? (score: 1): Author: Donald H Locker <dhl@chelseamsl.com>; Date: Thu, 10 Apr 2003 07:18:03 -0400 (EDT); Velocity stacks are the trumpet shaped intake pipes that you sometimes see on race vehicles. (Sometimes you don't see them because they are carefully hidden under bodywork.) They provide a smooth tr; /html/spitfires/2003-04/msg00149.html (7,744 bytes)
16. Re: bleed nipples (score: 1): Author: Donald H Locker <dhl@chelseamsl.com>; Date: Mon, 14 Apr 2003 20:57:01 -0400 (EDT); Another tip -- try tapping on the bleed nipple with a hammer while applying the removing torque. Straight on, as if you were trying to hammer the nipple into the cylinder/caliper. Not very hard. The; /html/spitfires/2003-04/msg00205.html (8,244 bytes)
17. Re: Bodywork Prep (score: 1): Author: Donald H Locker <dhl@chelseamsl.com>; Date: Mon, 3 Mar 2003 10:53:56 -0500 (EST); You might check out http://www.metalshapers.org or the yahoo groups metalshapers, metalshaping and autobodyrepair. Each of them has something about panelbeating. The best book I've found is "The Key; /html/spitfires/2003-03/msg00028.html (7,972 bytes)
18. Re: Spitfire - one carb too rich (score: 1): Author: Donald H Locker <dhl@chelseamsl.com>; Date: Sun, 23 Mar 2003 08:10:19 -0500 (EST); Definitely check the float level, check the needle valve assembly for wear or dirt and verify that the float is not saturated with fuel (i.e. sinking rather than floating.) Any one of these could cau; /html/spitfires/2003-03/msg00287.html (8,299 bytes)
19. Re: Spitfire - one carb too rich (score: 1): Author: Donald H Locker <dhl@chelseamsl.com>; Date: Sun, 23 Mar 2003 18:59:07 -0500 (EST); Great tip, Doug. That's a way to check the float level and needle valve performance without getting petrol all over everything. (Wish I'd thought of it.) Thanks, Donald. /// spitfires@autox.team.net; /html/spitfires/2003-03/msg00302.html (8,326 bytes)
20. Re: 1500 Filling up at pump problem/question? (score: 1): Author: Donald H Locker <dhl@chelseamsl.com>; Date: Sun, 23 Mar 2003 19:16:22 -0500 (EST); That was definitely a nozzle problem. It should have shut off as soon as fuel reached the tip of the nozzle. The station should be notified; if they don't fix it pronto, they will be in deep doodoo w; /html/spitfires/2003-03/msg00303.html (8,202 bytes)

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