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References: [ +from:doug@dougbraun.com: 978 ]

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241. Re: Shifter trouble (score: 1): Author: Douglas Braun <doug@dougbraun.com>; Date: Thu, 28 Aug 2003 06:07:02 -0400; Once I was driving, and when I tried to shift, nothing happened and the shifter was basically flopping around in my hand. It turned out that the plastic ball at the base of the shifter lever no longe; /html/spitfires/2003-08/msg00240.html (8,163 bytes)
242. Re: Replacing carburetors on a Mark III (score: 1): Author: Douglas Braun <doug@dougbraun.com>; Date: Fri, 29 Aug 2003 10:03:52 -0400; Why on earth would somebody steal a Stromberg? Doug Braun '72 Spit /// spitfires@autox.team.net mailing list /// or try http://www.team.net/cgi-bin/majorcool /// Archives at http://www.team.net/archi; /html/spitfires/2003-08/msg00250.html (7,358 bytes)
243. Re: Still coming together... (score: 1): Author: Douglas Braun <doug@dougbraun.com>; Date: Sun, 31 Aug 2003 00:30:34 -0400; I take a funnel with a piece of hose on the end and thread the hose from the engine compartment down to the filler hole on the right side of the transmission. Then I pour in oil until it starts to ov; /html/spitfires/2003-08/msg00257.html (9,245 bytes)
244. Re: Another successful (?) test drive... (score: 1): Author: Douglas Braun <doug@dougbraun.com>; Date: Tue, 01 Jul 2003 22:58:19 -0400; Could be a partly blocked radiator... You might try one of those super flush kits, the kind that comes with two chemicals: a cleaner and a neutralizer. I think these have an acid that actually dissol; /html/spitfires/2003-07/msg00007.html (8,718 bytes)
245. Re: Wiring problem? (score: 1): Author: Douglas Braun <doug@dougbraun.com>; Date: Wed, 02 Jul 2003 02:15:44 -0400; BUY A VOLTMETER!!! Then you will KNOW which wires have juice, and which don't! Doug Braun '72 Spit /// spitfires@autox.team.net mailing list /// or try http://www.team.net/cgi-bin/majorcool /// Archi; /html/spitfires/2003-07/msg00009.html (7,781 bytes)
246. RE: Transmission Noise? (score: 1): Author: Douglas Braun <doug@dougbraun.com>; Date: Fri, 04 Jul 2003 11:25:07 -0400; Could be the the input bearing on the transmission. If you hear a rumbling idling in neutral which goes away when you press the clutch, it could be that bearing. Remove the transmission cover and dri; /html/spitfires/2003-07/msg00033.html (7,526 bytes)
247. Re: master cylinder rebuild (score: 1): Author: Douglas Braun <doug@dougbraun.com>; Date: Wed, 09 Jul 2003 07:29:22 -0400; I assume that the 1970 U?SA models had the dual master cylinder, right? Make sure you have a good, accurate diagram of the cylinder internals, so you know how it goes together. Also, one of the rubbe; /html/spitfires/2003-07/msg00069.html (8,181 bytes)
248. Re: Voltage regulator problem found with pictures (score: 1): Author: Douglas Braun <doug@dougbraun.com>; Date: Wed, 09 Jul 2003 20:56:01 -0400; Great detective work! How did you remove the compound? I bet the original 1970's version of the regulator used a different circuit board :-) If you get a chance to trace out the circuit and the resis; /html/spitfires/2003-07/msg00074.html (7,946 bytes)
249. Re: Coil - Ballast? (score: 1): Author: Douglas Braun <doug@dougbraun.com>; Date: Mon, 14 Jul 2003 10:20:06 -0400; If you ran a 6 volt coil without a ballast resistor, it would get real hot after a while. Doug Braun '72 Spit /// spitfires@autox.team.net mailing list /// or try http://www.team.net/cgi-bin/majorcoo; /html/spitfires/2003-07/msg00112.html (6,921 bytes)
250. Re: Windshield installed (score: 1): Author: Douglas Braun <doug@dougbraun.com>; Date: Sun, 20 Jul 2003 12:42:09 -0400; Hello, My windshield seal is getting a bit crumbly and leaky, and I am contemplating replacing it (the glass itself is OK). I am wondering: 1: What exactly was the "urethane" you used as a sealant? 2; /html/spitfires/2003-07/msg00185.html (7,196 bytes)
251. Re: Lost my Diff? (score: 1): Author: Douglas Braun <doug@dougbraun.com>; Date: Sun, 20 Jul 2003 12:46:19 -0400; If your diff's gearing was messed up enough to keep the opposite wheel from couldn't drive at all. Make sure the car is in gear and try rotating the wheel again. It sort of sounds like a driveshaft p; /html/spitfires/2003-07/msg00186.html (7,606 bytes)
252. Re: Antifreeze & Cooling in Hot Weather (score: 1): Author: Douglas Braun <doug@dougbraun.com>; Date: Mon, 21 Jul 2003 19:10:56 -0400; A bit of trivia: When glycol antifreeze became standard, some engines had to be redesigned a bit to minimize the chance that coolant would leak into the crankcase. For example, the holes in the block; /html/spitfires/2003-07/msg00192.html (7,835 bytes)
253. Re: Stupid question perhaps?? (score: 1): Author: Douglas Braun <doug@dougbraun.com>; Date: Mon, 21 Jul 2003 21:06:32 -0400; My stock '72 always ran on the lowest grade (87). Bit since I had the head milled, it has needed 89. The later 1500's had even less compression than mine originally had. BTW, when a Spit knocks, it i; /html/spitfires/2003-07/msg00196.html (7,589 bytes)
254. Re: Stock manifold vs. 4-1 header (score: 1): Author: Douglas Braun <doug@dougbraun.com>; Date: Wed, 23 Jul 2003 09:57:47 -0400; I did. I had a Pacesetter 4-1 header for a long time (but never had a gasket problem.) When I put the original manifold back on, I found that the low-end power was a bit better, and more importantly,; /html/spitfires/2003-07/msg00211.html (8,570 bytes)
255. Re: Stock manifold vs. 4-1 header (score: 1): Author: Douglas Braun <doug@dougbraun.com>; Date: Wed, 23 Jul 2003 10:02:28 -0400; Good observation on aftermarket header quality! Does this really work? In my experience, when you grind glass against cast iron, the glass grinds away about 10x faster than the iron. Thus, you would; /html/spitfires/2003-07/msg00213.html (8,528 bytes)
256. Re: New to list - vac. advance question (score: 1): Author: Douglas Braun <doug@dougbraun.com>; Date: Fri, 25 Jul 2003 13:17:00 -0400; As long as the vernier is not jammed at one end of its travel, it should be OK. Are you sure that the vacuum advance even works? A crude be effective way of testing is to unplug the hose form the car; /html/spitfires/2003-07/msg00232.html (7,726 bytes)
257. Re: after a day of preparation... (score: 1): Author: Douglas Braun <doug@dougbraun.com>; Date: Thu, 05 Jun 2003 19:51:04 -0400; The valves normally get TIGHTER over time (in my experience). This is because the valve face and seat wear more than the pushrod, rocker arm, etc. This causes the valve to rise higher, thus reducing; /html/spitfires/2003-06/msg00078.html (8,082 bytes)
258. Re: Spitfire cylinder head (score: 1): Author: Douglas Braun <doug@dougbraun.com>; Date: Fri, 06 Jun 2003 11:13:03 -0400; I just replaced mine. About 50 cents each from TRF. Always replace these if the springs have worn a groove in them! Doug Braun /// spitfires@autox.team.net mailing list /// or try http://www.team.net; /html/spitfires/2003-06/msg00088.html (8,281 bytes)
259. Re: Spitfire cylinder head (score: 1): Author: Douglas Braun <doug@dougbraun.com>; Date: Mon, 09 Jun 2003 11:29:57 -0400; My '72 with dual springs uses part number 105118, which were cheap. I guess some other engines used different size springs, which required a different part. Doug /// spitfires@autox.team.net mailing; /html/spitfires/2003-06/msg00142.html (8,140 bytes)
260. Re: Spitfire cylinder head (score: 1): Author: Douglas Braun <doug@dougbraun.com>; Date: Wed, 11 Jun 2003 10:02:56 -0400; My MK IV factory parts book shows the following part numbers for the lower valve collars: 105118 for engines up to FH25000E, FL25000E, etc. 105118 for engines FK25001UE and future 157510 for engines; /html/spitfires/2003-06/msg00167.html (9,563 bytes)

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