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References: [ +from:bill@rarebits4classics.co.uk: 283 ]

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21. RE: Suggestions for front spring compression (score: 1): Author: "Bill Davies" <bill@rarebits4classics.co.uk>; Date: Fri, 21 Jan 2005 17:37:05 -0000; Long range target practice shooting out the wire - you wouldn't want to be anywhere near when it goes....... Cheers, Bill. http://www.rarebits4classics.co.uk; /html/spitfires/2005-01/msg00102.html (8,532 bytes)
22. RE: output shafts (score: 1): Author: "Bill Davies" <bill@rarebits4classics.co.uk>; Date: Sun, 14 Nov 2004 11:09:53 -0000; Hi Larry, Don't worry about it. The output shafts aren't handed, they are completely interchangeable, Cheers, Bill. Rarebits4classics .......just what you've been looking for PO Box 1232 Calne Wilts; /html/spitfires/2004-11/msg00074.html (7,226 bytes)
23. RE: Swapping transmissions (score: 1): Author: "Bill Davies" <bill@rarebits4classics.co.uk>; Date: Sun, 14 Nov 2004 21:09:08 -0000; You really don't need to change the flywheel, you can simply swap the clutch driven plate with the 21 splines to match the later gearbox. This is part number GCP244, which was used on the Dolomite 1; /html/spitfires/2004-11/msg00077.html (8,088 bytes)
24. RE: Swapping transmissions (score: 1): Author: "Bill Davies" <bill@rarebits4classics.co.uk>; Date: Sun, 14 Nov 2004 22:37:49 -0000; No, the 1300 engine's clutch is 6 1/2" diameter, the 1500 engine's clutch is 7 1/4". Whichever way you do it, you're going to need to buy some parts at least - either the adaptor sleeves to mount th; /html/spitfires/2004-11/msg00079.html (8,217 bytes)
25. RE: Swapping transmissions (score: 1): Author: "Bill Davies" <bill@rarebits4classics.co.uk>; Date: Sun, 14 Nov 2004 22:37:49 -0000; The Dolomite 1500 used the 7 1/4" clutch, exactly as in the Spitfire 1500. The Dolomite 1300 used a 6 1/2" clutch, exactly the same as the Spitfire 1300, but with a 21 spline driven plate to match t; /html/spitfires/2004-11/msg00080.html (7,722 bytes)
26. RE: Dished Pistons (score: 1): Author: "Bill Davies" <bill@rarebits4classics.co.uk>; Date: Wed, 24 Nov 2004 21:27:33 -0000; Hi James, I missed the beginning of this thread, but from what you've said before I guess you're looking for low compression pistons to put that 1300 head onto a 1500 bottom end. If you draw a blank; /html/spitfires/2004-11/msg00135.html (8,558 bytes)
27. RE: Dished Pistons (score: 1): Author: "Bill Davies" <bill@rarebits4classics.co.uk>; Date: Thu, 25 Nov 2004 13:14:01 -0000; I think it goes back to the Cockney rhyming slang exchange of a few weeks back. Americans are referred to as "septics", short for septic tank, which rhymes with Yank. Not the most pleasant slang ter; /html/spitfires/2004-11/msg00141.html (8,508 bytes)
28. RE: Spitfire wheel adapters in the UK (score: 1): Author: "Bill Davies" <bill@rarebits4classics.co.uk>; Date: Mon, 11 Oct 2004 09:46:43 +0100; Would it not be simpler to fit an appropriate set of wire wheel splines directly onto the Spit hubs? While the original Spitfire spline pattern is different to those used on other cars, newly made h; /html/spitfires/2004-10/msg00020.html (8,081 bytes)
29. RE: Front Bumper Irons (score: 1): Author: "Bill Davies" <bill@rarebits4classics.co.uk>; Date: Thu, 21 Oct 2004 10:06:27 +0100; The bumper irons are the forged bars which attach the bumper assemblies to the bodywork. I checked my own stock and all I have here is the bumpers without any mounting hardware. There are still a fe; /html/spitfires/2004-10/msg00042.html (7,355 bytes)
30. RE: Spitfire Swing Spring (score: 1): Author: "Bill Davies" <bill@rarebits4classics.co.uk>; Date: Thu, 2 Sep 2004 16:57:32 +0100; Basic geometry. When the angle between the vertical link and ground is decreased (because of the longer driveshaft), the height between spring eye and trunnion pivot is effectively shortened. This i; /html/spitfires/2004-09/msg00008.html (8,004 bytes)
31. RE: Spitfire Swing Spring (score: 1): Author: "Bill Davies" <bill@rarebits4classics.co.uk>; Date: Fri, 3 Sep 2004 08:52:27 +0100; Part number 159650 for early MkIVs, part number 159654 was introduced at commission number FH50,000, which was the change point to the long halfshaft. I don't have free length measurements on these; /html/spitfires/2004-09/msg00014.html (8,355 bytes)
32. RE: Clutch Problems? (score: 1): Author: "Bill Davies" <bill@rarebits4classics.co.uk>; Date: Sun, 8 Aug 2004 10:23:04 +0100; Rebuilding just one end of a hydraulic system is IMHO a waste of time, all seals should be replaced simultaneously to avoid cross contamination. Replacing seals annually in opposite ends of the syst; /html/spitfires/2004-08/msg00046.html (7,427 bytes)
33. RE: Clutch bleed... (score: 1): Author: "Bill Davies" <bill@rarebits4classics.co.uk>; Date: Wed, 2 Jun 2004 09:45:22 +0100; Hi Dave, The Spitfire clutch is usually very easy to bleed. I have recently found problems with some brands of replacement clutches for our cars, in particular those made by Delphi. While nominally; /html/spitfires/2004-06/msg00025.html (8,033 bytes)
34. RE: possible engine swap topic?? (score: 1): Author: "Bill Davies" <bill@rarebits4classics.co.uk>; Date: Mon, 21 Jun 2004 20:48:32 +0100; Hi George, There is a Herald running locally with a VW Golf diesel engine - presumably that has essentially the same configuration, so it can be turned North-South somehow. Unfortunately, I don't kn; /html/spitfires/2004-06/msg00162.html (8,196 bytes)
35. RE: Spitfire oil pan needed (score: 1): Author: "Bill Davies" <bill@rarebits4classics.co.uk>; Date: Tue, 18 May 2004 15:01:16 +0100; The start price of $3000 seems more than a little optimistic, maybe the seller inadvertently added a couple of 0s to the price? These really aren't that uncommon, though as with most hardtops it's g; /html/spitfires/2004-05/msg00111.html (7,580 bytes)
36. RE: Trip to England, and birds in the garage- (score: 1): Author: "Bill Davies" <bill@rarebits4classics.co.uk>; Date: Thu, 27 May 2004 11:56:45 +0100; Hi Barry, A shame you're not here in mid to late July as the TSSC International Rally takes place at Stafford July 10-11th, while the TR Register has it's rally at Malvern on 24-25th. Depends what y; /html/spitfires/2004-05/msg00204.html (8,703 bytes)
37. RE: Spitfire Gear Box Oil (score: 1): Author: "Bill Davies" <bill@rarebits4classics.co.uk>; Date: Sun, 11 Apr 2004 09:49:57 +0100; The filler plug is sometimes inaccessible from beneath depending on what kind of exhaust system is fitted. It will be found on the right hand side of the main casing, Cheers, Bill. Rarebits4classics; /html/spitfires/2004-04/msg00114.html (8,087 bytes)
38. RE: Driver side lean (score: 1): Author: "Bill Davies" <bill@rarebits4classics.co.uk>; Date: Wed, 14 Apr 2004 17:54:51 +0100; In my experience, the rear spring is rarely the cause of leaning to the drivers side, though I can think of one or two instances where it has proven to be the case. In most instances the lean is cau; /html/spitfires/2004-04/msg00162.html (9,620 bytes)
39. RE: Driver side lean (score: 1): Author: "Bill Davies" <bill@rarebits4classics.co.uk>; Date: Wed, 14 Apr 2004 18:45:04 +0100; Only one at the moment, but my comments were directed at my experience of swing spring cars, not Spitfires/Heralds in general - plenty of all types owned over the years, and lots of work done on fri; /html/spitfires/2004-04/msg00165.html (9,097 bytes)
40. RE: Driver side lean (score: 1): Author: "Bill Davies" <bill@rarebits4classics.co.uk>; Date: Thu, 15 Apr 2004 17:38:15 +0100; OK - attempt number three to clarify this. I am not talking about Spitfires and Heralds with the fixed centre spring, I am talking specifically about Spitfires (and modified Heralds) fitted with the; /html/spitfires/2004-04/msg00185.html (8,589 bytes)

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