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References: [ +from:larry.g.unger@lmco.com: 340 ]

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241. RE: Volt gauge (score: 1): Author: <larry.g.unger@lmco.com>; Date: Mon, 2 Jun 1997 18:02:36 -0400; 760-240 Ammeter (Lucas 36412) TR5/250 760-330 Ammeter (Lucas 36427) TR6 B to D 760-390 Voltmeter (BV2213/00) TR6 E to I ... I've got a guage from a Tr**mph that I acquired from the junk yard (breaker; /html/mgs/1997-06/msg00077.html (7,243 bytes)
242. RE: HS-6 Carb Conversion...Pros or Cons? (score: 1): Author: <larry.g.unger@lmco.com>; Date: Wed, 4 Jun 1997 10:55:41 -0400; IMHO ... no ... unless you have made substantial engine mods you won't benefit from fitting either HS6s or a Weber ... let the flames begin ...;^) Safety Fast! ... larry.g.unger@lmco.com '61 MGA 160; /html/mgs/1997-06/msg00203.html (7,128 bytes)
243. RE: HS-6 Carb Conversion...Pros or Cons? (score: 1): Author: <larry.g.unger@lmco.com>; Date: Wed, 4 Jun 1997 15:10:07 -0400; Exactly ... ;^) With a few mods, to increase flow, and a richer set of needles the HS4s can be used on a "big bore - fast road" engine. Safety Fast! ... larry.g.unger@lmco.com; /html/mgs/1997-06/msg00218.html (8,394 bytes)
244. RE: Cylinder head questions (score: 1): Author: <larry.g.unger@lmco.com>; Date: Fri, 13 Jun 1997 17:22:35 -0400; Well ... determining the piston dish and the combustion chamber size (head could have already been machined) is the key. Assuming a +.030 overbore ... Bore 3.19" Stroke 3.5" Radius 1.595" Chamber Vo; /html/mgs/1997-06/msg00610.html (9,619 bytes)
245. RE: Cylinder head questions (score: 1): Author: <larry.g.unger@lmco.com> (by way of Gregg Baker <gbaker@customcpu.com>); Date: Sat, 14 Jun 1997 11:08:51 -0800; ... yep ... yep Safety Fast! ... larry.g.unger@lmco.com '61 MGA 1600 MkII with 'flat tops' Will using a double-gasket on the cylinder head really hold up for any length of time? I assumed that doing; /html/mgs/1997-06/msg00638.html (7,495 bytes)
246. RE: Cylinder head questions (score: 1): Author: <larry.g.unger@lmco.com>; Date: Sat, 14 Jun 1997 15:09:34 -0400; Understood ... Combustion Chamber Capacity: 18G/18GG --> 43 cc +/- .5cc 18V --> 39 cc +/- .5cc Piston Dish: High Compression --> 6.25 cc Low Compression --> 12.8 cc Assuming that you have the LC pis; /html/mgs/1997-06/msg00639.html (8,455 bytes)
247. RE: Cylinder head questions (score: 1): Author: <larry.g.unger@lmco.com>; Date: Sat, 14 Jun 1997 15:16:39 -0400; I've heard of folks that have done this, but I don't think that its the approach that I would take on a LBC head. Safety Fast! ... larry.g.unger@lmco.com; /html/mgs/1997-06/msg00640.html (7,046 bytes)
248. RE: More Carb discussion (score: 1): Author: <larry.g.unger@lmco.com>; Date: Tue, 17 Jun 1997 17:50:05 -0400; So do I ... Agree ... Your loosing me ... Ya just lost me ... the suction of the engine creates a vacuum or pressure differential between the downstream and upstream sides of the piston ... the press; /html/mgs/1997-06/msg00797.html (9,459 bytes)
249. RE: Wood, horse hair parts (score: 1): Author: <larry.g.unger@lmco.com>; Date: Thu, 19 Jun 1997 17:39:30 -0400; Yep ... ... used to attach the horse hair pad ... ;^) Clark Spares & Restorations stocks them ...forces the air through the radiator ... IMHO, good bit to install. Note: I still don't understand why; /html/mgs/1997-06/msg00931.html (7,557 bytes)
250. RE: Exhaust headers--heat retention (score: 1): Author: <larry.g.unger@lmco.com>; Date: Fri, 27 Jun 1997 15:13:13 -0400; "Header Tape" does an excellent job of keeping "the heat in the pipes" ... in fact it does such a good job it will melt a tubular header ... or at least result in premature failure. Safety Fast! ...; /html/mgs/1997-06/msg01485.html (7,644 bytes)
251. RE: cylinder head flavours? (score: 1): Author: <larry.g.unger@lmco.com>; Date: Mon, 19 May 1997 13:55:54 -0400; Yes ... with the older head 18V pistons you are well below the stock 8:1 CR for the 18V engine ... you have increased the capacity of the combustion chamber by approximately 4.5 cc ... so say 7.5:1; /html/mgs/1997-05/msg01030.html (8,021 bytes)
252. RE: clearcoat paint? (score: 1): Author: <larry.g.unger@lmco.com>; Date: Wed, 21 May 1997 10:34:59 -0400; IMHO ... go with Acrylic Urethane. Safety Fast! ... larry.g.unger@lmco.com; /html/mgs/1997-05/msg01155.html (7,634 bytes)
253. RE: Rebuild on a 1275 (score: 1): Author: <larry.g.unger@lmco.com>; Date: Wed, 21 May 1997 22:12:36 -0400; Give APT a call at 1-800-APT-FAST ... tell them ya want part number B-01 'Tuning BL's A Series Engine' (2nd ED) ... this is Vizard's place of employment so there is a good chance that they will still; /html/mgs/1997-05/msg01195.html (7,544 bytes)
254. RE: Replacing windshield: how hard?VERY! (score: 1): Author: <larry.g.unger@lmco.com>; Date: Wed, 21 May 1997 23:01:38 -0400; How'bot buffing followed by a protective spray? Try The Eastwood Company ... 1-800-820-9402. Part number 2604 ...'Aluminum and Brass Buffing Kit' ... $20 ... Or if ya got a really strong arm, part nu; /html/mgs/1997-05/msg01202.html (8,851 bytes)
255. RE: MGA Water Pump Pulley (score: 1): Author: <larry.g.unger@lmco.com>; Date: Tue, 27 May 1997 10:15:29 -0400; Yep ... Yep ... 'cause the distance from the block to the pulley flange is less for a 3-main water pump than a 5-main water pump. The 5-main pump has a greater capacity than the 3-main pump. You can; /html/mgs/1997-05/msg01614.html (8,204 bytes)
256. RE: MGA question (score: 1): Author: <larry.g.unger@lmco.com>; Date: Tue, 27 May 1997 14:09:56 -0400; Uhhhhh ... not that I recall, but since I'm an OF I will double check this eve ... if I remember ... ;^) Safety Fast! ... larry.g.unger@lmco.com '61 MGA 1600 MkII Roadster; /html/mgs/1997-05/msg01631.html (6,941 bytes)
257. RE: Desmogging a 'B' (score: 1): Author: <larry.g.unger@lmco.com>; Date: Thu, 29 May 1997 18:35:43 -0400; Makes a lot of sense to me ... sure that it will work 'cause the MGA, *very* early MGB 3-main (pre-emmission) and most likely the T series (not sure) engines are vented this way. The front tappet cov; /html/mgs/1997-05/msg01807.html (7,970 bytes)
258. RE: MGA -SWAP TO MGB ENGINE OR ENGINGE & TRANS (score: 1): Author: <larry.g.unger@lmco.com>; Date: Thu, 3 Apr 1997 10:46:26 -0500; There is a big difference between the MGA and MGB cast iron manifolds. The MGB manifold is quite good ... it is essentially an LCB design ... alias, it cannot be fitted to an MGA without modificatio; /html/mgs/1997-04/msg00100.html (7,670 bytes)
259. RE: MGA Pinion Flange (score: 1): Author: <larry.g.unger@lmco.com>; Date: Fri, 4 Apr 1997 09:15:42 -0500; The pinion flange is common to both the 'A' & 'B' banjo axles ... so don't limit yourself to 'A' sources. TRF lists the pinion flange, ATB7059, but you will have to call them, 800-678-8764, to see if; /html/mgs/1997-04/msg00127.html (7,224 bytes)
260. RE: MGA -SWAP TO MGB ENGINE OR ENGINGE & TRANS (score: 1): Author: <larry.g.unger@lmco.com>; Date: Fri, 4 Apr 1997 11:51:45 -0500; Barney ... not sure that I'm following ya on this one ... machine the manifold face at an angle? (so as to tilt the outlet end of the manifold towards the block) ... or machine 3/8" off the entire m; /html/mgs/1997-04/msg00135.html (7,911 bytes)

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