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References: [ +from:ah@jharper.demon.co.uk: 262 ]

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61. Re: AH BN1 / A90 Atlantic Crossover help (score: 1): Author: John Harper <AH@jharper.demon.co.uk>; Date: Wed, 13 Sep 2006 19:39:13 +0100; The track rod ends SHOULD be the same so long as you have the correct female track rod on your BN1; not the later male version. There have been a few problems on the BN1 with thread length into the; /html/healeys/2006-09/msg00283.html (8,770 bytes)
62. Re: BJ8 Crankshaft Oil Restrictors (score: 1): Author: John Harper <AH@jharper.demon.co.uk>; Date: Thu, 21 Sep 2006 14:15:34 +0100; Rich and Steve We had a 100 owner who had a big end failure and when the sump was removed an identified object was found in the bottom. After some discussion this was identified as a crankshaft oil r; /html/healeys/2006-09/msg00413.html (9,228 bytes)
63. Re: fuel pump points (score: 1): Author: John Harper <AH@jharper.demon.co.uk>; Date: Thu, 12 Oct 2006 18:03:20 +0100; I don't think that this statement about throw over is at all meaningless. The reliable action of a pump depends entirely on the throw over being correctly set. The diaphragm has to be rotated until; /html/healeys/2006-10/msg00254.html (8,657 bytes)
64. Re: BN1 front brake cylinder bore (score: 1): Author: John Harper <AH@jharper.demon.co.uk>; Date: Thu, 16 Nov 2006 19:36:34 +0000; The 100s you list with 7/8" front cylinders had narrow 1 3/4" wide drums on the front and 2 1/4" wide drums on the rear. The early cars had 1 7/8" all round and the later (BN2) had 2 1/4" wide drums; /html/healeys/2006-11/msg00360.html (9,163 bytes)
65. Re: Radiator attachment points BN1 (score: 1): Author: John Harper <AH@jharper.demon.co.uk>; Date: Thu, 11 Jan 2007 08:28:24 +0000; These captive nuts have no use on a 100. They are a hangover from the A90 Atlantic radiator from which the 100 radiator was derived. Be careful if you do fix anything to them, they are BSF thread. R; /html/healeys/2007-01/msg00178.html (7,533 bytes)
66. Re: 100 Battery Cable (score: 1): Author: John Harper <AH@jharper.demon.co.uk>; Date: Wed, 20 Jun 2007 10:02:39 +0100; This cable should be routed through a 'P' clip fitted to a hole in the top rear of the battery flap aperture. Regards -- John Harper; /html/healeys/2007-06/msg00388.html (7,598 bytes)
67. Re: 100 without heater question (score: 1): Author: John Harper <AH@jharper.demon.co.uk>; Date: Sat, 23 Jun 2007 08:48:21 +0100; I hope that you will not mind if I elaborate. You touch on this; but on RHD cars the parcel tray and bracket you mention are the other way around. The bracket protruding from the parcel shelf is fit; /html/healeys/2007-06/msg00430.html (9,746 bytes)
68. Re: [Healeys] Voltage Regulator Problems (score: 1): Author: John Harper <AH@jharper.demon.co.uk>; Date: Fri, 14 Sep 2007 21:57:48 +0100; If the indicator lamp is increasing in brightness and then burns out it is getting both positive and negative voltage added together so as to give something over 24 volts across it. I would suggest; /html/healeys/2007-09/msg00295.html (8,637 bytes)
69. Re: [Healeys] Voltage Regulator Problems (score: 1): Author: John Harper <AH@jharper.demon.co.uk>; Date: Sat, 15 Sep 2007 17:04:11 +0100; I find it hard to get away from the fact that your generator is producing voltage in the opposite polarity to the battery. Perhaps you have a generator that stubbornly resists having its polarity re; /html/healeys/2007-09/msg00322.html (8,801 bytes)
70. Re: [Healeys] Voltage Regulator Problems (score: 1): Author: John Harper <AH@jharper.demon.co.uk>; Date: Mon, 17 Sep 2007 19:36:20 +0100; I believe that you might be slightly wrong with the detail but it has led me to an idea. There are only two brushes and I cannot see how these could be fitted in any other way. However I can see tha; /html/healeys/2007-09/msg00380.html (8,885 bytes)
71. Re: [Healeys] Voltage Regulator Problems (score: 1): Author: John Harper <AH@jharper.demon.co.uk>; Date: Tue, 18 Sep 2007 09:11:23 +0100; This proves that the generator is connected correctly internally and is most likely polarised correctly but it only says that it is most likely CAPABLE of charge. If all polarities are correct then; /html/healeys/2007-09/msg00397.html (9,299 bytes)
72. Re: [Healeys] Undoing the crank nut (score: 1): Author: John Harper <ah@jharper.demon.co.uk>; Date: Wed, 10 Oct 2007 21:53:36 +0100; The official recommended tool for this is a heavy ring spanner with large flats on the non ring end. This is then to be stuck with a heavy hammer. The friction and inertia of the engine; even with t; /html/healeys/2007-10/msg00179.html (8,512 bytes)
73. Re: [Healeys] radiator over flow problem (score: 1): Author: John Harper <ah@jharper.demon.co.uk>; Date: Tue, 16 Oct 2007 08:52:47 +0100; Is it possible that you fitted a type of thermostat without a venting 'jiggle pin'? I had this problem many years ago. What happens is that with the thermostat fully closed and no way for a small am; /html/healeys/2007-10/msg00371.html (7,992 bytes)
74. Re: [Healeys] factory numbers, etc. (score: 1): Author: John Harper <ah@jharper.demon.co.uk>; Date: Sun, 21 Oct 2007 11:55:28 +0100; I was based at BMC Service Cowley for a while in the early 1960s and can be 99.9% certain that Gold Seal Engines were exactly that. To have not painted them gold would have caused utter confusion. R; /html/healeys/2007-10/msg00496.html (7,850 bytes)
75. Re: [Healeys] indicator lights blink too fast (score: 1): Author: John Harper <ah@jharper.demon.co.uk>; Date: Wed, 31 Oct 2007 08:19:20 +0000; The only problem with this is that with many modern units there is no provision for identifying a bulb (lamp) failure. Could be a little dangerous if you thought that you had indicated correctly but; /html/healeys/2007-10/msg00690.html (8,685 bytes)
76. Re: [Healeys] USA time (score: 1): Author: John Harper <ah@jharper.demon.co.uk>; Date: Wed, 31 Oct 2007 11:29:59 +0000; There is a similar system here in the UK. It used to be on transmitters near Rugby and the system often became called a Rugby Clock. However the transmitters used are now in the Lake District but a; /html/healeys/2007-10/msg00697.html (9,018 bytes)
77. Re: [Healeys] USA time (score: 1): Author: John Harper <ah@jharper.demon.co.uk>; Date: Wed, 31 Oct 2007 14:31:43 +0000; Those of us who lived in London during the war and relied on a synchronous motor clock had to be careful that the time shown was correct. Due to power shortages not only was the voltage reduced duri; /html/healeys/2007-10/msg00707.html (8,712 bytes)
78. Re: [Healeys] fuel gallon marks by observation (score: 1): Author: John Harper <ah@jharper.demon.co.uk>; Date: Wed, 14 Nov 2007 09:42:27 +0000; I have not read all the details on this subject so maybe I have missed it but I have not seen anything written that recognises that British Imperial gallons are not the same as US gallons 1 liquid US; /html/healeys/2007-11/msg00309.html (9,100 bytes)
79. Re: [Healeys] Survival rate of the Healey (score: 1): Author: John Harper <ah@jharper.demon.co.uk>; Date: Thu, 20 Dec 2007 08:46:35 +0000; For 100s have a look at our WEB site at http://www.jharper.demon.co.uk/100reg1.htm We list almost 2000 cars. Approximately 15,000 were made. Regards -- John Harper 100 Register Secretary AHC UK ____; /html/healeys/2007-12/msg00328.html (7,936 bytes)
80. Re: [Healeys] Healey 100 4 cyl (A90 actually but same) Engine Bore Q (score: 1): Author: John Harper <ah@jharper.demon.co.uk>; Date: Sat, 22 Dec 2007 14:48:05 +0000; I believe that you would be disappointed with the result if you did not make a proper job of this. If the engine were mine I would bite the bullet and get the engine out. You might unfortunately fin; /html/healeys/2007-12/msg00401.html (8,934 bytes)

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