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

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81. RE: 289 Hipo Crankshaft Identification (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Tue, 2 Mar 2004 22:06:34 -0800; Mannel's book lists C3OZ-6303-B as the part number for HiPo cranks from '63 to '67. The early cranks were only distinguished by "1M" stamped on the first counterweight. On some, the rear counterweig; /html/tigers/2004-03/msg00014.html (7,913 bytes)
82. RE: 289 Hi-Po Crankshaft Identification (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Wed, 3 Mar 2004 21:07:19 -0800; It seems this topic has already been extensively debated on the HiPo Mustang List. One noteworthy thing I found out was that Bob Mannel has interviewed an ex-Ford employee that claims to have been a; /html/tigers/2004-03/msg00025.html (9,130 bytes)
83. RE: Non-functioning instruments (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Tue, 9 Mar 2004 07:04:14 -0800; Also check that the voltage stabilizer has a good ground. It won't work if it doesn't.; /html/tigers/2004-03/msg00081.html (7,352 bytes)
84. RE: Non-functioning instruments (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Tue, 9 Mar 2004 09:22:01 -0800; This isn't John's primary problem, since the tach doesn't work either, which means there is also no voltage to the voltage stabilizer. But it's common for the mounting screw to come loose, or some co; /html/tigers/2004-03/msg00085.html (7,500 bytes)
85. RE: Compressors (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sat, 20 Mar 2004 07:36:27 -0800; I also have an old compressor - bought it around '75 at Sears - and have worried about tank failure. I calculated that at 150 psi, it has about the same energy as a stick of dynamite. Here's a coupl; /html/tigers/2004-03/msg00166.html (6,658 bytes)
86. RE: Gasket Problem (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sat, 7 Feb 2004 19:52:56 -0800; Aluminum is not only soft but very susceptible to chemical attack. I would suggest you start by trying to soften the gasket in hot or even boiling water that has a bit of mild dish detergent added.; /html/tigers/2004-02/msg00034.html (6,815 bytes)
87. RE: bearings (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sat, 7 Feb 2004 20:13:01 -0800; Here's a little more information that may help. It's probably a good idea to check the wheel bearings and, if they look OK, then remove all the old grease and re-grease them. Lithium based grease is; /html/tigers/2004-02/msg00035.html (7,195 bytes)
88. RE: HiPo Help (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Thu, 1 Jan 2004 15:40:14 -0800; I also have a 5-bolt HiPo motor in my Tiger. There is no clearance issue related to the harmonic balancer. The original pulley bolts right up in its normal position. I have also moved the rack back; /html/tigers/2004-01/msg00001.html (6,508 bytes)
89. RE: Timing Question (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sat, 3 Jan 2004 08:33:58 -0800; The shop manual applies to a vacuum advance distributor, plus it is set rather conservatively. For most 260's/289's with a mechanical advance; i.e., dual-point etc, the initial advance should be 16; /html/tigers/2004-01/msg00003.html (7,465 bytes)
90. RE: Timing Question (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sat, 3 Jan 2004 10:20:54 -0800; Here is a link to a Crane article that is informative on this topic. Vacuum advance allows the engine run much more advanced (and more efficiently) at light throttle than with only mechanical advanc; /html/tigers/2004-01/msg00005.html (6,989 bytes)
91. RE: Engine block numbers (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sun, 18 Jan 2004 22:50:12 -0800; If you look more closely, I'm sure you will see it's 6015, not 8015, and it's nominally a 289 block made in the Windsor Ontario plant. Later in the '68 production run, they ran out of your casting a; /html/tigers/2004-01/msg00075.html (7,448 bytes)
92. RE: Smoking Is Not Good For Your FInancial Health (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Wed, 3 Dec 2003 07:37:32 -0800; As you may know, there are several options here. In general you have the choice of lowering the compression or using a bigger cam. You can probably guess which I would choose. But if you lower the c; /html/tigers/2003-12/msg00003.html (7,375 bytes)
93. RE: HP Vs Torque in Hot Rod (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sun, 7 Dec 2003 22:58:40 -0800; Naturally, I had to run out and buy this magazine. A great article and Marlin Davis gets it 100% right. Bottom line, the area under the horsepower curve between the shift points is the key to succes; /html/tigers/2003-12/msg00021.html (6,733 bytes)
94. RE: Vroom! (Octane Question) (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Thu, 11 Dec 2003 18:05:12 -0800; I agree with Michael's comments, and others along those lines. The 'dog' in this topic is compression ratio, and the 'tail' is octane. Higher compression gives more power (or torque if you insist).; /html/tigers/2003-12/msg00050.html (7,248 bytes)
95. RE: Tach Question (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Thu, 11 Dec 2003 18:09:57 -0800; There is an adjustment just inside the lamp hole. Turn it until you get it about right at mid-range. As Theo says, the dual point just changes the relative on/off ratio. However, this does have a co; /html/tigers/2003-12/msg00051.html (7,030 bytes)
96. RE: Issue 474 (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sun, 14 Dec 2003 09:26:36 -0800; The Tiger List is available in a daily 'digest' form, or as you have evidently subscribed, receiving each posting individually as they occur. Anyone on the List that gets the digest can send Doug th; /html/tigers/2003-12/msg00060.html (6,673 bytes)
97. RE: Tach Question (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Mon, 15 Dec 2003 18:11:04 -0800; Thanks for responding with a more detailed explanation of how the electronics work. I had not considered it possible to misadjust dual points so badly as to cause two pulses per firing cycle. This m; /html/tigers/2003-12/msg00067.html (7,260 bytes)
98. RE: Torque versus horsepower (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sat, 1 Nov 2003 19:37:47 -0800; You've come to the right place - I think maybe we can straighten this misunderstanding out. There is really no need to do an experiment, I think Newton has already done sufficient experimentation an; /html/tigers/2003-11/msg00003.html (11,563 bytes)
99. RE: Torque versus horsepower (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sat, 1 Nov 2003 19:51:38 -0800; If the two cars have identical ET's with a 10% weight difference, then swapping engines will make a 20% difference in acceleration. If we put the Honda engine in the Beemer, then the 1/4 mile time w; /html/tigers/2003-11/msg00005.html (6,973 bytes)
100. RE: 289 Question (score: 1): Author: "Bob Palmer" <rpalmer@ucsd.edu>; Date: Sat, 1 Nov 2003 20:29:54 -0800; Water is heavier than oil and has much lower viscosity, which could explain your symptoms. Drain the pan and see if you have any water in your oil. Bob Palmer rpalmer@ucsd.edu rpalmerbob@adelphia.ne; /html/tigers/2003-11/msg00006.html (6,807 bytes)

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