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  #126   IP: 70.177.229.241
Old 12-28-2011, 05:31 PM
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Quote:
Originally Posted by ILikeRust View Post
I think all you need is to install a turbo-encabulator. But unfortunately, the government and certain giant corporations have conspired for decades to keep it off the free market.

Just recently, this old technical film has been uncovered, providing incontrovertible proof of the turbo-encabulator's existence:
His diagram looks like a TH400.
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  #127   IP: 71.200.207.218
Old 12-28-2011, 05:46 PM
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He lost me with the reference to the dingle arm. I am concerned...

You don't find this stuff any just any motor forum site!


Mike

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  #128   IP: 72.62.254.10
Old 12-28-2011, 08:05 PM
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Quote:
Originally Posted by ILikeRust View Post
I think all you need is to install a turbo-encabulator.
HEY!! My brother has one of those!
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  #129   IP: 174.65.46.46
Old 12-29-2011, 02:13 AM
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Bill, I think the "dingle arm" is the key to that mechanism. Where can one get a good "dingle arm"?

(you have too much time on your hands.)


Thanks for the laugh...I can't stop!
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  #130   IP: 67.78.241.34
Old 01-05-2012, 04:59 PM
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Around the mark

Well it seems it is time to close this thread before any more leaks about my new turbo encapsulator get out. The trip south was characterized generally trouble free except for a couple of things. First among these was the fuel/crud problem. I expect that any boat sitting for a while and then going on a long trip will encounter similar problems in the age of ethanol. Curiously, from Virginia southwards ethanol-free fuel was readily available until reaching Florida.
The second issue was the 3:1 alternator drive which I replaced with the former 2:1. The 3:1 seemed a bit much at cold start-up and I just didn't want to "lug and load" (the front main bearing) without good cause. The 2:1 was very adequate and will be retained. A second alternator (back up) is being prepared and will be discussed in the next thread. Regrettably, a contamination in the fuel data has been uncovered. In changing back to 2:1 on the flywheel I missed TDC by 2 1/2 degrees and thus my total advance was only 15 degrees and I'm sure this reduced fuel economy. Finally, I have noted large variances in both oil pressure and voltage readings throughout the system and I will address that as well.
  #131   IP: 24.152.131.155
Old 01-05-2012, 05:33 PM
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One more thing before you close

I don't recall reading the resolution of the alternator issue assumed to be diode bridge bleed. If I missed it, sorry, but how did that turn out?
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  #132   IP: 67.78.241.34
Old 01-05-2012, 05:39 PM
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Talking

Neil - The problem is the diode trio. The unit is at the shop now and I will report on the outcome soon.
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