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321. Re: Not using a Jag - (score: 1)
Author: "Nolan Penney" <npenney@mde.state.md.us>
Date: Wed, 20 Mar 2002 09:02:36 -0500
Ah, now I understand. Not sure what one would gain going this route. The overall geometry would be essentially unchanged. Both setups result in a very short lower suspension arm. The upper arm stays
/html/spitfires/2002-03/msg00457.html (9,546 bytes)

322. Re: Broken bleed nipples (score: 1)
Author: "Nolan Penney" <npenney@mde.state.md.us>
Date: Fri, 29 Mar 2002 07:03:48 -0500
What, you didn't check your manual for the proper torque when closing those nipples previously? Boy, that's pretty foolish. Not that those words are meant as a personal slur, just a general comment..
/html/spitfires/2002-03/msg00601.html (9,352 bytes)

323. Re: HS4 Conversion (score: 1)
Author: "Nolan Penney" <npenney@mde.state.md.us>
Date: Fri, 29 Mar 2002 08:58:30 -0500
The waxstat is just like your cooling system thermostat, it expands and contracts with temperature. Where the cooling system thermostat opens and closes to regulate water flow, the waxstat makes the
/html/spitfires/2002-03/msg00605.html (9,486 bytes)

324. RE: HS4 Conversion (score: 1)
Author: "Nolan Penney" <npenney@mde.state.md.us>
Date: Fri, 29 Mar 2002 09:30:59 -0500
That's the one. And thanks for providing him the web link. I think you mean Burlen? www.Burlen.co.uk Richard & Daffy /// spitfires@autox.team.net mailing list /// or try http://www.team.net/cgi-bin/m
/html/spitfires/2002-03/msg00607.html (6,947 bytes)

325. Re: engine paint (score: 1)
Author: "Nolan Penney" <npenney@mde.state.md.us>
Date: Thu, 07 Feb 2002 13:19:22 -0500
Glyptol is still around. Eastwood, among others, carries it. Here's an interesting one for you regarding it. My old Ford tractor has Glyptol applied to its entire innards. Engine, transmission, diffe
/html/spitfires/2002-02/msg00143.html (8,361 bytes)

326. Re: Which year 1500? (score: 1)
Author: "Nolan Penney" <npenney@mde.state.md.us>
Date: Fri, 08 Feb 2002 14:42:56 -0500
Fundamentally, a 1500 is a 1500, regardless of year. Same chassis, same suspension, same drivetrain. But there are differences. The really heavy rubber bumpers came out in 1979-1980. Total weight of
/html/spitfires/2002-02/msg00170.html (10,131 bytes)

327. Re: Which year 1500? (score: 1)
Author: "Nolan Penney" <npenney@mde.state.md.us>
Date: Fri, 08 Feb 2002 15:12:06 -0500
Then the doors had been swapped. The side beams didn't show up until 1980. They were only on the last year run of the Spitfire. Side beams showed up much earlier than that. I parted out a 1975 that h
/html/spitfires/2002-02/msg00174.html (7,992 bytes)

328. Re: Which year 1500? (score: 1)
Author: "Nolan Penney" <npenney@mde.state.md.us>
Date: Tue, 12 Feb 2002 06:20:01 -0500
You may well have something in the doors, but side impact beams did not show up on Spitfires until 1980. That is well documented in any Spitfire history book, or factory literature on the subject you
/html/spitfires/2002-02/msg00297.html (9,097 bytes)

329. Re: GT6 vs Spitfire front springs (score: 1)
Author: "Nolan Penney" <npenney@mde.state.md.us>
Date: Tue, 12 Feb 2002 11:32:54 -0500
The math is straight forward enough to determine the results. It's also not going to result in a radical change in spring rate, since there are so many coils. The latter is dicey because it is a hit
/html/spitfires/2002-02/msg00298.html (8,561 bytes)

330. Re: Which year 1500? (score: 1)
Author: "Nolan Penney" <npenney@mde.state.md.us>
Date: Tue, 12 Feb 2002 13:11:47 -0500
The side impact beams my 1980 has are not in the doors of any of my other 1500 Spitfires, or any of the various spare doors I have for 1500's. Those same beams are not in my factory parts catalogs fo
/html/spitfires/2002-02/msg00303.html (9,108 bytes)

331. Vibration, for Paul (score: 1)
Author: "Nolan Penney" <npenney@mde.state.md.us>
Date: Tue, 12 Feb 2002 13:38:42 -0500
I know you've been having a time dealing with the vibration in your Spitfire, and I don't know if you've gotten it resolved yet or not. Came across one recently that I thought I'd pass on to you that
/html/spitfires/2002-02/msg00304.html (7,999 bytes)

332. Re: Wax oil? (score: 1)
Author: "Nolan Penney" <npenney@mde.state.md.us>
Date: Wed, 13 Feb 2002 06:37:45 -0500
Waxoyl (think that's the correct spelling) is simply a wax and oil mixture. You apply it to a surface and the volatiles evaporate, leaving you with an oily waxy coating that protects the base metal f
/html/spitfires/2002-02/msg00327.html (7,323 bytes)

333. Re: GT6 vs Spitfire front springs (score: 1)
Author: "Nolan Penney" <npenney@mde.state.md.us>
Date: Wed, 13 Feb 2002 06:39:21 -0500
All it involves is measuring the spring and counting the number of active coils. Those numbers are not unknown or shakey, unless the person can't count or use a ruler. Now I'm pretty sure everyone on
/html/spitfires/2002-02/msg00328.html (8,997 bytes)

334. Re: GT6 vs Spitfire front springs - reversed? (score: 1)
Author: "Nolan Penney" <npenney@mde.state.md.us>
Date: Wed, 13 Feb 2002 08:49:36 -0500
The answer Paul is that you've misapplied the math of coil springs. The more coils you've got total, the *softer* the spring is. The formula is: Spring rate = (wire diameter^4)/(number of active coil
/html/spitfires/2002-02/msg00333.html (8,584 bytes)

335. Re: Running on (score: 1)
Author: "Nolan Penney" <npenney@mde.state.md.us>
Date: Wed, 13 Feb 2002 10:50:54 -0500
Emission equipped carbureted cars tended to have run on problems, and the generic solution was to use a solenoid for idling, allowing the throttle plate(s) to completely close when turned off, block
/html/spitfires/2002-02/msg00339.html (8,334 bytes)

336. Re: GT6 vs Spitfire front springs (score: 1)
Author: "Nolan Penney" <npenney@mde.state.md.us>
Date: Wed, 13 Feb 2002 11:00:07 -0500
Which is why you shouldn't try to change a springs rate by running a torch up and down it.. This was a dumb, but common, technique years ago. Run a torch up and down the coils until the car settled d
/html/spitfires/2002-02/msg00340.html (9,606 bytes)

337. Re: Running on - wrong! (score: 1)
Author: "Nolan Penney" <npenney@mde.state.md.us>
Date: Wed, 13 Feb 2002 12:10:54 -0500
Dang, got it wrong again! Thanks for correcting it. I meant to put a comment about your web page, but forgot it. Don't you have something up there about this system, complete with pictures? Off again
/html/spitfires/2002-02/msg00346.html (7,176 bytes)

338. Re: GT6 vs Spitfire front springs (score: 1)
Author: "Nolan Penney" <npenney@mde.state.md.us>
Date: Wed, 13 Feb 2002 12:34:25 -0500
Come on Paul, you can surely tell the difference between heating up the entire length of a coil spring to collapse it and heating up a few inches when cutting it. There's no "flip-flop" on my part. T
/html/spitfires/2002-02/msg00348.html (8,984 bytes)

339. Re: GT6 vs Spitfire front springs (score: 1)
Author: "Nolan Penney" <npenney@mde.state.md.us>
Date: Wed, 13 Feb 2002 13:38:57 -0500
I think what you're actually asking about is the way the cut spring will ride against the seat, not getting it to seat. For compression holds the spring against the seat, and they are almost always l
/html/spitfires/2002-02/msg00353.html (9,560 bytes)

340. Re: springs (score: 1)
Author: "Nolan Penney" <npenney@mde.state.md.us>
Date: Wed, 13 Feb 2002 13:40:44 -0500
Shrug, when I do cut them with a torch, I tend to hold the spring with my bare hands just a few inches away from where I'm cutting. The heat doesn't travel far, and as long as you don't foolishly run
/html/spitfires/2002-02/msg00354.html (7,190 bytes)

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