[NSRCA-discussion] Sears Thermometer

[Pat Hewitt]

I have lost my manual for the Sears Thermometer #82327 and I have tried Sears
web with no luck. My problem is the only way I can turn it off is to take the
battery out any body out there have one.

Pat



------ Original Message ------
Received: 07:04 PM CST, 03/05/2006
From: vicenterc at comcast.net
To: NSRCA Mailing List <nsrca-discussion at lists.nsrca.org>,        NSRCA
Mailing List <nsrca-discussion at lists.nsrca.org>,       
nsrca-discussion at lists.nsrca.org
Subject: Re: [NSRCA-discussion] Fuel Regulation in 2C Engines

I agree 100%.  This is a natural big disadvantage of 2 stroke engines.  

Vicente

-------------- Original message -------------- 
From: jeffghughes at comcast.net 

While you may be able to improve the throttle-down in a two stroke, I doubt if
you will be able to match that of a 4 stroke. Two strokes generally run lower
compression ratios and pack the case with fuel. Both make it tough to throttle
down quickly. It's real noticeable in bigger engines like motorcycles.  I used
to have a big Kawasaki 750 triple that had almost no off-throttle braking.
Nearly killed myself the first time I drove a honda 750. Backing off the
throttle of a high compression 4 stroke is almost like applying the brakes. 

-------------- Original message -------------- 
From: vicenterc at comcast.net 

Good morning all,

I have been using the OS 160, OS 140 RX and Mintor 140 with good results in
the last 4-5 years.  We have been comparing and discussing the advantages of
YS compared with 2C.  One of the main advantages of YS is that in transition
when power down the engine goes instantly to 2000 RPM or less.  The 2C engines
always takes too much time to get down to idle and I believe that causes us
(in pattern) some problems.    

I have been thinking that the problem is that the carburetor and or fuel
system that can not regulate properly (pressure or flow).  I think in these
engines, the pumps are set to deliver fuel at full flow (or pressure) without
any regulation system (like the YS).  I had the opportunity to discuss this
issue with Perry Pump and they recommended to install a by-pass line.  The
idea is to send the excess fuel (pressure) back to the tank during transition.
 Perry Pump recommended to install the T as close as possible to the
carburetor needle valve.  Also in their web site they have an idea that he
said is used for cars that is a by-pass line that loop around the pump
(http://www.perrypumps.com/instructions.htm,  Click on Pump and By-Pass
Systems).  I think the ideas deserve some checking since it is natural to have
this type of regulation to maintain constant press! ! ure in the line before
needle valve.  I tried the other day the by-pass to the carburetor but I
installed the T !
 too far from the carburetor and forgot to open the vent in the tank.  Of 
course the results were bad since I was developing vacuum in the tank.  I will
try these options of by-pass lines as soon as get warmer.  However, I think
someone out there already tried to do this and know results so I am looking
for feed back.

Thanks in advance,

Vicente Bortone

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