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

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81. Re: Stock manifold vs. 4-1 header (score: 1): Author: "William Davies" <bill@rarebits4classics.co.uk>; Date: Wed, 23 Jul 2003 17:08:04 +0100; Most of the other vehicles I've seen with similar downpipe arrangements use 4 fixing studs rather than the Spitfire's 3. The rigid exhaust mounting at the bellhousing certainly doesn't help, as it fo; /html/spitfires/2003-07/msg00217.html (9,578 bytes)
82. Re: Stock manifold vs. 4-1 header (score: 1): Author: "William Davies" <bill@rarebits4classics.co.uk>; Date: Wed, 23 Jul 2003 19:04:17 +0100; I'm sure that this list's experiences are somewhat distorted by the largely US presence - the home market 1500 manifold joint is a very real problem to those of us who've lived with it. One of the mo; /html/spitfires/2003-07/msg00222.html (9,162 bytes)
83. Re: Stock manifold vs. 4-1 header (score: 1): Author: "William Davies" <bill@rarebits4classics.co.uk>; Date: Wed, 23 Jul 2003 19:07:52 +0100; Not usually, though I'm sure they would contribute if worn. In my experience, the gasket will last about 3000 miles between changes on a well maintained and unmodified car. The failure is also common; /html/spitfires/2003-07/msg00223.html (8,525 bytes)
84. Re: 1147cc tune-up carb problems (score: 1): Author: "William Davies" <bill@rarebits4classics.co.uk>; Date: Tue, 29 Jul 2003 17:39:13 +0100; I can't claim to be any good at tuning carbs, but I've always found balancing them very easy with nothing more than a length of plastic or metal tube about 3/16" bore put to my ear, listening to each; /html/spitfires/2003-07/msg00260.html (9,501 bytes)
85. Re: 1147cc tune-up carb problems (score: 1): Author: "William Davies" <bill@rarebits4classics.co.uk>; Date: Tue, 29 Jul 2003 18:52:45 +0100; Maybe years of tuning guitars has helped :-) Take the plugs out and tighten the fanbelt more than you would for normal use. You can then use the fan to turn the engine over. Don't forget to re-adjust; /html/spitfires/2003-07/msg00264.html (9,672 bytes)
86. Re: 1147cc tune-up carb problems (score: 1): Author: "William Davies" <bill@rarebits4classics.co.uk>; Date: Tue, 29 Jul 2003 23:36:05 +0100; Pardon? /// spitfires@autox.team.net mailing list /// or try http://www.team.net/cgi-bin/majorcool /// Archives at http://www.team.net/archive; /html/spitfires/2003-07/msg00270.html (8,241 bytes)
87. Re: For the Brits-TSSC International (score: 1): Author: "William Davies" <bill@rarebits4classics.co.uk>; Date: Sun, 1 Jun 2003 10:09:26 +0100; Hi Scott, Having been at every TSSC International since 1990, this year should be no exception. Last year was my first year trading there and I will be taking along the tradestand once more. We will; /html/spitfires/2003-06/msg00000.html (8,097 bytes)
88. Re: Pinch and a punch... (score: 1): Author: "William Davies" <bill@rarebits4classics.co.uk>; Date: Sun, 1 Jun 2003 22:07:06 +0100; Hi James, This sounds l;ike a mis-match between voltage regulated and unregulated components. The sender and gauge must be matched, as must the temperature sender and gauge. As both of these are misb; /html/spitfires/2003-06/msg00011.html (9,057 bytes)
89. Re: Pinch and a punch... (score: 1): Author: "William Davies" <bill@rarebits4classics.co.uk>; Date: Sun, 1 Jun 2003 23:20:55 +0100; Hi James, Sorry - when I said regulator, I should have said stabiliser. It's a small device fitted somewhere around the back of the speedo. It's some time since I took apart a Spitfire so I can't rem; /html/spitfires/2003-06/msg00014.html (8,969 bytes)
90. Re: Stages of Engine Build (score: 1): Author: "William Davies" <bill@rarebits4classics.co.uk>; Date: Thu, 5 Jun 2003 09:22:41 +0100; Incidentally, does anyone have a factory tuned Stage 2 Spitfire which has the "S2" badge still in place (presumably on the bootlid)? I've seen NOS examples of the badges, but I've yet to find one on; /html/spitfires/2003-06/msg00074.html (8,475 bytes)
91. Re: MGB wire wheels (score: 1): Author: "William Davies" <bill@rarebits4classics.co.uk>; Date: Sun, 8 Jun 2003 19:54:59 +0100; Hi John, The standard Spitfire wire wheel adaptors have very short splines which are (as far as I know) unique to the Spitfire/Herald family. Modern adaptors for the Spitfire hub are available and th; /html/spitfires/2003-06/msg00115.html (7,581 bytes)
92. Re: 2500 engine in a Spitfire? (score: 1): Author: "William Davies" <bill@rarebits4classics.co.uk>; Date: Mon, 9 Jun 2003 14:32:38 +0100; The GT6 and Vitesse use the same basic casting as the Herald (drum brake) and early Mk1 Spitfires with the seperate caliper mounting bracket. The casting is machined differently for the Vitesse/GT6 t; /html/spitfires/2003-06/msg00139.html (7,898 bytes)
93. Re: 2500 engine in a Spitfire? (score: 1): Author: "William Davies" <bill@rarebits4classics.co.uk>; Date: Mon, 9 Jun 2003 14:48:01 +0100; Hi Richard, The extra 500cc was obtained by increasing the throw of the crank. In most other respects the 2500 is similar to the Mk2 2 litre engine - there is a substantial weight penalty for the inc; /html/spitfires/2003-06/msg00140.html (9,721 bytes)
94. Petrolhead kids! (score: 1): Author: "William Davies" <bill@rarebits4classics.co.uk>; Date: Fri, 13 Jun 2003 13:37:30 +0100; Yesterday I had a chap turn up in his Spitfire (Hi BArry if you're reading this) to collect a part he'd bought in one of my ebay auctions. The car was a very smart looking MkIV in White. We naturally; /html/spitfires/2003-06/msg00205.html (8,194 bytes)
95. Heritage auction - anyone going? (score: 1): Author: "William Davies" <bill@rarebits4classics.co.uk>; Date: Thu, 19 Jun 2003 14:48:18 +0100; Is anyone here going to the BMIHT auction on June 29th? I've got a catalogue and I'm intending to go, I'm just scared by what I might end up coming home with..... http://www.bonhams.com/cgi-bin/wspd_; /html/spitfires/2003-06/msg00315.html (7,600 bytes)
96. Re: Seized speedo - unusual? (score: 1): Author: "William Davies" <bill@rarebits4classics.co.uk>; Date: Sat, 21 Jun 2003 09:56:57 +0100; Hi Jeff, This is very common with NOS speedos - the grease in the instrument solidifies with age, causing the instrument to jam shortly after it starts to work for a living. I would have thought it r; /html/spitfires/2003-06/msg00332.html (7,730 bytes)
97. Re: Chromework and rechroming (score: 1): Author: "William Davies" <bill@rarebits4classics.co.uk>; Date: Fri, 27 Jun 2003 23:59:40 +0100; Hi James, Sorry for the delayed response on this one but I've been on holiday. Historically, reproduction chromed parts are mass produced from thin steel of poor quality with nothing more than a thin; /html/spitfires/2003-06/msg00413.html (8,865 bytes)
98. Re: Cylinder Heads - differences? (score: 1): Author: "William Davies" <bill@rarebits4classics.co.uk>; Date: Wed, 14 May 2003 22:41:12 +0100; All of the Standard-Triumph SC engines had 4 exhaust ports. Engines up to 1147cc had 2 inlet ports, 1296 and 1493cc engines had 4 inlet ports. The combined centre exhaust port is a feature of the BMC; /html/spitfires/2003-05/msg00171.html (8,426 bytes)
99. Re: Sagging Spit? (score: 1): Author: "William Davies" <bill@rarebits4classics.co.uk>; Date: Wed, 14 May 2003 23:22:46 +0100; As far as I am aware this is only a standard fitting on lefthand drive GT6s. Righthand drive cars have the driver and fuel tank on opposite sides to even up the weight distribution. Lefthand drive ca; /html/spitfires/2003-05/msg00174.html (7,800 bytes)
100. Re: Cylinder Heads - differences? (score: 1): Author: "William Davies" <bill@rarebits4classics.co.uk>; Date: Wed, 14 May 2003 23:31:01 +0100; Surely the MkII manifold was a tubular item rather than cast? I have several of the MkI Spitifre and Herald TC types which have distinct ports cast to match each port in the head, plus my later MkIII; /html/spitfires/2003-05/msg00175.html (9,008 bytes)

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