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References: [ +from:rpalmer@ucsd.edu: 413 ]

Total 413 documents matching your query.

341. RE: more info on hard hot starting problem (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Tue, 29 May 2001 20:58:52 -0700; Most fuel pumps have a problem when you put a restriction like a fuel filter between the pump and the tank. In fact, the installation instructions will usually tell you this. I realize, from the poi; /html/tigers/2001-05/msg00201.html (7,905 bytes)
342. RE: Tach Wire and continuity (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Tue, 10 Apr 2001 22:24:59 -0700; The "loop" of white wire acts as the primary of a transformer. A change in current through the loop induces a current in the secondary, which is the metal piece on the back of the tach that the whit; /html/tigers/2001-04/msg00112.html (8,553 bytes)
343. RE: Driving lights (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sat, 14 Apr 2001 21:42:08 -0700; One idea would be to convert the switch that is normally used as the panel light dimmer switch for that purpose. Nobody ever runs the panel lights other than full voltage anyway, right? Bob; /html/tigers/2001-04/msg00164.html (6,574 bytes)
344. RE: All Greased Up (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Mon, 16 Apr 2001 21:28:02 -0700; How old are the tires on the front axle? You could be experiencing the usual effects of a new set of tires wearing in. When they are first mounted and riding on the vent nubs, etc., the steering is; /html/tigers/2001-04/msg00187.html (7,704 bytes)
345. RE: Intake manifold for sale (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Thu, 1 Mar 2001 07:19:37 -0800; I'm relieved to hear you aren't the guilty party. I'll re-rack my gun. ;-) My missive was strictly hyperbole, although as you know I had a very bad experience with a bead blasted intake manifold and; /html/tigers/2001-03/msg00007.html (8,329 bytes)
346. RE: Intake manifold for sale (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Thu, 1 Mar 2001 09:29:53 -0800; I would expect plastic bead media to be a lot friendlier; both easier to remove and not so harmful if it isn't. It appears that Theo has no knowledge of what or how his intake was blasted. I would n; /html/tigers/2001-03/msg00013.html (8,155 bytes)
347. RE: Now this Rice Rocket..... (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sat, 10 Mar 2001 08:34:25 -0800; Looks like that puppy could pass just about anything but a sanity test. ;-) Now that's original... Wonder if it would pass Ca. emissions? << tigers@autox.team.net >>; /html/tigers/2001-03/msg00093.html (7,348 bytes)
348. RE: Electric Fan Wiring (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sun, 11 Mar 2001 14:30:18 -0800; Some more thoughts from someone who has both an electric and mechanical fan. My electric fan is operated by a dash switch - no thermostat. The advantage of this is you can anticipate the need for ex; /html/tigers/2001-03/msg00104.html (10,287 bytes)
349. RE: Electric Fan Wiring (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sun, 11 Mar 2001 21:58:44 -0800; The tie-wrapped sensor could probably be made to work OK if enough insulation was wrapped around it. I might try wrapping a split piece of radiator hose around the sensor and use a hose clamp to hol; /html/tigers/2001-03/msg00109.html (7,965 bytes)
350. RE: Lexan (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sun, 18 Mar 2001 20:02:19 -0800; Lexan is to polycarbonate as Plexiglas is to acrylic. Polycarbonate is used for many applications that include extensive sun exposure. They include eyeglass (spectacle) lenses, airplane windows, bul; /html/tigers/2001-03/msg00166.html (8,266 bytes)
351. RE: Long-Backfire damage (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Fri, 2 Feb 2001 07:50:36 -0800; I found it curious that none of the procedures I've seen make the adjustment directly on the heel of the lobe; i.e., "opposite the lifters" as you say. My procedure gives more margin for error on se; /html/tigers/2001-02/msg00004.html (8,219 bytes)
352. FW: Dual Brake Master Cylinder Conversion-Long Technical Reason (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Wed, 7 Feb 2001 20:37:51 -0800; Thanks for the explanation. I already suspected this must be the way it works since it was the only way I could figure it wouldn't need twice the pedal force. Also, I didn't see a way for two indepe; /html/tigers/2001-02/msg00022.html (7,480 bytes)
353. RE: Finding out what a Tiger can do (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Wed, 7 Feb 2001 20:37:53 -0800; If you're like the rest of us, within a week or two you'll be back to trying to get MORE POWER!!!; /html/tigers/2001-02/msg00023.html (7,202 bytes)
354. RE: Dual Brake Master Cylinder Conversion-Long Technical Reason (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Wed, 7 Feb 2001 20:41:18 -0800; Thanks for the explanation. I already suspected this must be the way it works since it was the only way I could figure it wouldn't need twice the pedal force. Also, I didn't see a way for two indepe; /html/tigers/2001-02/msg00024.html (7,489 bytes)
355. RE: PCV connection?? (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sun, 11 Feb 2001 22:26:18 -0800; The present setup with the T connection is nominally the same; i.e., both the PCV and booster are hooked to intake manifold vacuum. There might be a problem with oil accumulation in the vacuum line; /html/tigers/2001-02/msg00038.html (7,310 bytes)
356. RE: tachometer (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Thu, 15 Feb 2001 08:14:34 -0800; Once again, just for the sake of completeness, I will mention the Cobra 8,000 rpm Smiths tachometer that is available from XK's Unlimited. I think they go for around $150, and of course they use mod; /html/tigers/2001-02/msg00058.html (6,698 bytes)
357. RE: A Bit Of A Sputter (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Tue, 20 Feb 2001 21:10:53 -0800; It sounds to me like you need to increase your main (front) metering jets a couple of sizes. If, for example, there are 64's in there now, increase at least to 66's. First, though, check the front f; /html/tigers/2001-02/msg00125.html (7,199 bytes)
358. RE: E-Mail me off the list (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Tue, 20 Feb 2001 22:06:37 -0800; Assuming you fix the problem that's killing your engine over 5,000 rpm, let's look at the best recipe for quick quarter mile times. Let's say your motor, after it's fixed, gets a maximum of 350 HP @; /html/tigers/2001-02/msg00128.html (11,176 bytes)
359. RE: E-Mail me off the list (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Wed, 21 Feb 2001 07:04:56 -0800; The 80% value comes from the ratios in the transmission and is really different for each shift, and depending on what transmission/gears you have. I have an article that covers this on the TigersUni; /html/tigers/2001-02/msg00131.html (11,006 bytes)
360. RE: E-Mail me off the list (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Wed, 21 Feb 2001 07:20:42 -0800; Just to be clear about the 80%, that's just my personal "comfort level", that also allows for some margin of error, which is bound to happen, even with a rev limiter. But it's more the concept I'm t; /html/tigers/2001-02/msg00132.html (9,252 bytes)

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