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References: [ +from:gt6_man@yahoo.co.uk: 53 ]

Total 53 documents matching your query.

21. Re: Spitfire Cylinder head numbers..? (score: 1): Author: Phil Johnson <gt6_man@yahoo.co.uk>; Date: Mon, 23 Aug 1999 10:02:48 +0100 (BST); <snip> That number is the original Stanpart part number of the cylinder head. To identify it to a model you will need to look through some part manuals. Unfortunately I do not have the ones for Mk3,; /html/spitfires/1999-08/msg01218.html (7,263 bytes)
22. Re: electrical questions, looms and such... (score: 1): Author: Phil Johnson <gt6_man@yahoo.co.uk>; Date: Mon, 23 Aug 1999 10:14:24 +0100 (BST); The connection between the back and front looms is made at the top of the A post, near the fusebox, and is made up of bullet connectors. To remove the loom will require the removal of the LH seat and; /html/spitfires/1999-08/msg01219.html (7,913 bytes)
23. Re: Side lights not working (score: 1): Author: Phil Johnson <gt6_man@yahoo.co.uk>; Date: Wed, 25 Aug 1999 08:56:42 +0100 (BST); Don't panic, the way the Lucas ones are calibrated is that they will blow with a maximum instantaneous surge current of up to 35A. The maximum continuous current that the fuses can take is 17A. This; /html/spitfires/1999-08/msg01316.html (8,990 bytes)
24. RE: Brake Grease? (score: 1): Author: Phil Johnson <gt6_man@yahoo.co.uk>; Date: Fri, 27 Aug 1999 17:17:22 +0100 (BST); -- "Bowen, Patrick A" <PABowen@sar.med.navy.mil> When I converted to DOT5 fluid, I replaced all the seals as a matter of course. Building the cylinders and master cylinders up, I soaked the seals in; /html/spitfires/1999-08/msg01470.html (9,405 bytes)
25. Re: radiator cap pressure / valve cover color (score: 1): Author: Phil Johnson <gt6_man@yahoo.co.uk>; Date: Thu, 1 Jul 1999 09:11:25 +0100 (BST); All Mk3's from FD 48653, all Mk4's, and 1500 have 13lbs radiator caps, so you'll be OK. Home market spitfires had silver/aluminiun coloured rocker/valve covers. 1500 rocker covers for US market appea; /html/spitfires/1999-07/msg00002.html (7,546 bytes)
26. Re: HELP!! Tranny tunnel cover problem! (score: 1): Author: Phil Johnson <gt6_man@yahoo.co.uk>; Date: Thu, 8 Jul 1999 23:48:07 +0100 (BST); When the guy says cut back the tranny tunnel housing, does he mean the cardboard cover or the actual transmission tunnel in the floor pan? If it is the latter, then yes, he might well have to cut it; /html/spitfires/1999-07/msg00236.html (8,747 bytes)
27. Re: TSSC International (score: 1): Author: Phil Johnson <gt6_man@yahoo.co.uk>; Date: Mon, 19 Jul 1999 19:19:21 +0100 (BST); I went on the Saturday and returned on the Sunday. Don't know about the Saturday party, as I had go home to make up some brownie points with the girlfriend for going in the first place! I had decided; /html/spitfires/1999-07/msg00580.html (7,801 bytes)
28. Re: ROBSON - page 10, August 99 Triumph World (score: 1): Author: Phil Johnson <gt6_man@yahoo.co.uk>; Date: Tue, 20 Jul 1999 09:14:04 +0100 (BST); Dear all, Lets not forget that Graham Robson was the Triumph Works Team Manager whose leadership ensured the Spitfire's track successes. He is judged by many as the finest historian of Standard Trium; /html/spitfires/1999-07/msg00601.html (8,624 bytes)
29. Re: argh. Almost there, but no dice, and she still reads cold (score: 1): Author: Phil Johnson <gt6_man@yahoo.co.uk>; Date: Fri, 23 Jul 1999 07:55:30 +0100 (BST); The wire from the sender goes directly to the fuel gauge. There is a positive feed to the fuel and temperature gauges from a voltage stabiliser(found on the back of the speedo), I think the wire is a; /html/spitfires/1999-07/msg00742.html (8,732 bytes)
30. Re: AUD 3 & AUD 4 (score: 1): Author: Phil Johnson <gt6_man@yahoo.co.uk>; Date: Tue, 27 Jul 1999 21:59:13 +0100 (BST); Don't you mean ADU 3B and ADU 4B? Have not heard the rumour myself. There are some pictures of the works spitfire interior in Robson's 'Triumph Spitfire and GT6' book. I think that Chic Doig in Kirkc; /html/spitfires/1999-07/msg00879.html (7,767 bytes)
31. Re: BMIHT Certificates (score: 1): Author: Phil Johnson <gt6_man@yahoo.co.uk>; Date: Tue, 1 Jun 1999 09:13:02 +0100 (BST); certificate, Triumph must of only recorded the Body number, Engine number and Car/Chassis(actually the commission) number on the production records. Thus, from all the numbers you supplied, only the; /html/spitfires/1999-06/msg00000.html (8,081 bytes)
32. Re: Tub removal (score: 1): Author: Phil Johnson <gt6_man@yahoo.co.uk>; Date: Tue, 1 Jun 1999 09:35:44 +0100 (BST); Starting at the front of the tub, there are two bolts infront of the bulkhead into captive nuts in the front chassis outriggers. The next pair are in the footwells, at the outer edges near the sill.; /html/spitfires/1999-06/msg00001.html (9,295 bytes)
33. Re: serial numbers (score: 1): Author: Phil Johnson <gt6_man@yahoo.co.uk>; Date: Wed, 2 Jun 1999 07:57:36 +0100 (BST); Unfortunately, it is only the frame number and does not reflect on the commission number. I think the one on my Spitfire is about 1000 lower than my commission number. == Phil Johnson Club Triumph (U; /html/spitfires/1999-06/msg00085.html (7,264 bytes)
34. Re: FW: changing rear axles (score: 1): Author: Phil Johnson <gt6_man@yahoo.co.uk>; Date: Wed, 2 Jun 1999 21:00:18 +0100 (BST); -- "Bowen, Patrick A" <PABowen@sar.med.navy.mil> The earlier axles are 1 inch shorter than the later ones. The plumbing to the rear brake cylinders is also slightly different - the flexible hose goes; /html/spitfires/1999-06/msg00146.html (8,761 bytes)
35. RE: Timing (score: 1): Author: Phil Johnson <gt6_man@yahoo.co.uk>; Date: Thu, 3 Jun 1999 16:02:50 +0100 (BST); Yes and no. Depends upon what your ignition is set at. If it is set ATDC, then yes, if BTDC, no. Basically when looking from the 'ignition' side of the engine, the crankshaft pulley rotates towards y; /html/spitfires/1999-06/msg00190.html (7,710 bytes)
36. Re: Differential I.D. (score: 1): Author: Phil Johnson <gt6_man@yahoo.co.uk>; Date: Tue, 8 Jun 1999 21:58:00 +0100 (BST); The prefix FH refers to a diff for a US MK4 1500 /Swedish Mk4 /US 1500 with a ratio of 1:3.89, so if you have one of these permatations, it is correct. == Phil Johnson Club Triumph (UK) Spitfire/GT6; /html/spitfires/1999-06/msg00325.html (6,918 bytes)
37. Re: Spitfire mk3 in BRG? (score: 1): Author: Phil Johnson <gt6_man@yahoo.co.uk>; Date: Sat, 12 Jun 1999 09:57:51 +0100 (BST); combinations for 1969 and 1971, the only green would be Laurel Green with red or black interior in '69, or tan or black in '71, but then I think that would be for a Mk4. British Racing green appears; /html/spitfires/1999-06/msg00422.html (7,870 bytes)
38. Re: mk2 brake fluid (score: 1): Author: Phil Johnson <gt6_man@yahoo.co.uk>; Date: Fri, 25 Jun 1999 09:50:50 +0100 (BST); That's a new one on me. The only compatibility between fluids that cause problems is Silicon Dot 5, and any other brake fluid. Couldn't agree more - it has a nice sturdy high revving engine, the roun; /html/spitfires/1999-06/msg01010.html (8,468 bytes)
39. Re: Diff Studs (score: 1): Author: Phil Johnson <gt6_man@yahoo.co.uk>; Date: Fri, 25 Jun 1999 19:00:13 +0100 (BST); -- "N.A. Campiglia III" <spitdrvr@camalott.com> You'll be wanting the longer ones if you are fitting the swing spring from the '76, and don't forget to block the two spare spring mounting holes if yo; /html/spitfires/1999-06/msg01028.html (7,158 bytes)
40. Re: Early Spitfire Hood bags (score: 1): Author: Phil Johnson <gt6_man@yahoo.co.uk>; Date: Sat, 26 Jun 1999 00:46:32 +0100 (BST); I too went looking for a hood bag, but they are rarer than a rare load of rare things. I don't think that you will ever find one, I haven't. From what I can gather from parts books descriptions, it w; /html/spitfires/1999-06/msg01052.html (8,519 bytes)

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