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<DIV>Pat,</DIV>
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<DIV>Try pressing the on switch for a longer time holding few seconds. Sometimes, the on switch is also used as off switch doing the described procedure. I just guessing. Good luck,</DIV>
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<DIV>Vicente</DIV>
<DIV> </DIV>
<BLOCKQUOTE style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px solid">-------------- Original message -------------- <BR>From: "Pat Hewitt" <phewitt@farmersagent.com> <BR><BR>> <BR>> I have lost my manual for the Sears Thermometer #82327 and I have tried Sears <BR>> web with no luck. My problem is the only way I can turn it off is to take the <BR>> battery out any body out there have one. <BR>> <BR>> Pat <BR>> <BR>> <BR>> <BR>> ------ Original Message ------ <BR>> Received: 07:04 PM CST, 03/05/2006 <BR>> From: vicenterc@comcast.net <BR>> To: NSRCA Mailing List <NSRCA-DISCUSSION@LISTS.NSRCA.ORG>, NSRCA <BR>> Mailing List <NSRCA-DISCUSSION@LISTS.NSRCA.ORG>, <BR>> nsrca-discussion@lists.nsrca.org <BR>> Subject: Re: [NSRCA-discussion] Fuel Regulation in 2C Engines <BR>> <BR>> I agree 100%. This is a natural big disadvantage of 2 stroke engines. <BR>> <BR>> Vicente <BR>> <BR>> -------------- Original message -------------- <BR>> From: jeffghughes@comcast.net <BR>> <BR>> While you may be able to improve the throttle-down in a two stroke, I doubt if <BR>> you will be able to match that of a 4 stroke. Two strokes generally run lower <BR>> compression ratios and pack the case with fuel. Both make it tough to throttle <BR>> down quickly. It's real noticeable in bigger engines like motorcycles. I used <BR>> to have a big Kawasaki 750 triple that had almost no off-throttle braking. <BR>> Nearly killed myself the first time I drove a honda 750. Backing off the <BR>> throttle of a high compression 4 stroke is almost like applying the brakes. <BR>> <BR>> -------------- Original message -------------- <BR>> From: vicenterc@comcast.net <BR>> <BR>> Good morning all, <BR>> <BR>> I have been using the OS 160, OS 140 RX and Mintor 140 with good results in <BR>> the last 4-5 years. We have been comparing and discussing the advantages of <BR>> YS compared with 2C. One of the main advantages of
YS is that in transition <BR>> when power down the engine goes instantly to 2000 RPM or less. The 2C engines <BR>> always takes too much time to get down to idle and I believe that causes us <BR>> (in pattern) some problems. <BR>> <BR>> I have been thinking that the problem is that the carburetor and or fuel <BR>> system that can not regulate properly (pressure or flow). I think in these <BR>> engines, the pumps are set to deliver fuel at full flow (or pressure) without <BR>> any regulation system (like the YS). I had the opportunity to discuss this <BR>> issue with Perry Pump and they recommended to install a by-pass line. The <BR>> idea is to send the excess fuel (pressure) back to the tank during transition. <BR>> Perry Pump recommended to install the T as close as possible to the <BR>> carburetor needle valve. Also in their web site they have an idea that he <BR>> said is used for cars that is a by-pass line that loop around the pump <BR>> (http://www.perrypumps.com/instructions.htm, Click on Pump and By-Pass <BR>> Systems). I think the ideas deserve some checking since it is natural to have <BR>> this type of regulation to maintain constant press! ! ure in the line before <BR>> needle valve. I tried the other day the by-pass to the carburetor but I <BR>> installed the T ! <BR>> too far from the carburetor and forgot to open the vent in the tank. Of <BR>> course the results were bad since I was developing vacuum in the tank. I will <BR>> try these options of by-pass lines as soon as get warmer. However, I think <BR>> someone out there already tried to do this and know results so I am looking <BR>> for feed back. <BR>> <BR>> Thanks in advance, <BR>> <BR>> Vicente Bortone <BR>> <BR>> > --------------------------------------------- <BR>> > Attachment: Forwarded Message <BR>> > MIME Type: message/rfc822 <BR>> > --------------------------------------------- <BR>> <BR>> <BR>> <BR>> _____________
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