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References: [ +from:paul.hunt1@blueyonder.co.uk: 2743 ]

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161. Re: Regular Gas Woes... (score: 1): Author: "Paul Hunt" <paul.hunt1@blueyonder.co.uk>; Date: Tue, 6 Sep 2005 14:49:17 +0100; Retarding or using higher octane is probably the only way. I tried an octane booster in the past but could tell no difference. I've had to retard in the past when I was touring in Scotland (a bit hil; /html/mgs/2005-09/msg00058.html (7,540 bytes)
162. Re: '79 grille removal (score: 1): Author: "Paul Hunt" <paul.hunt1@blueyonder.co.uk>; Date: Thu, 8 Sep 2005 19:13:00 +0100; Mine is about 1/4" one side and a bit more the other between the bumper and the very front of the wings. The drain channels should stop about 1" short of that, and this *should* be enough for you to; /html/mgs/2005-09/msg00096.html (8,819 bytes)
163. Re: Overdrive Woes (score: 1): Author: "Paul Hunt" <paul.hunt1@blueyonder.co.uk>; Date: Thu, 8 Sep 2005 19:29:03 +0100; The oil pump is running all the time the input shaft is turning in order to lubricate bearings at low pressure, controlled by a valve. When the solenoid operates it closes a port which shuts off the; /html/mgs/2005-09/msg00097.html (8,235 bytes)
164. Re: '79 grille removal (score: 1): Author: "Paul Hunt" <paul.hunt1@blueyonder.co.uk>; Date: Fri, 9 Sep 2005 18:51:47 +0100; "an inch and a half too narrow"? Is that *in front* of the end of the drain channels? If so either your grill is much wider than mine or your wings much closer. The support bar should be recessed int; /html/mgs/2005-09/msg00116.html (8,259 bytes)
165. Re: Fuel Sending unit calibration (score: 1): Author: "Paul Hunt" <paul.hunt1@blueyonder.co.uk>; Date: Fri, 9 Sep 2005 18:56:00 +0100; Not really. It hits the top stop slightly before the tank is completely full and the bottom stop slightly before it is fully empty, it is crude as that and not at all critical, hence no specification; /html/mgs/2005-09/msg00117.html (7,819 bytes)
166. Re: Brake pad return (score: 1): Author: "Paul Hunt" <paul.hunt1@blueyonder.co.uk>; Date: Fri, 9 Sep 2005 19:17:13 +0100; None, once the brakes have been relaxed a bit and especially after any cornering (the end-float in the bearings will cause the rotor to push the pads and pistons back a bit). Delaminated brake hoses; /html/mgs/2005-09/msg00121.html (7,481 bytes)
167. Re: Overdrive Woes (score: 1): Author: "Paul Hunt" <paul.hunt1@blueyonder.co.uk>; Date: Fri, 9 Sep 2005 19:22:49 +0100; Re: Overdrive WoesWell, yes a typo on my part (or more likely something trapping my keystrokes for a couple of seconds while I was doing my usual two-fingered peck whilst looking at the keyboard), bu; /html/mgs/2005-09/msg00122.html (7,532 bytes)
168. Re: Tight Brakes (score: 1): Author: "Paul Hunt" <paul.hunt1@blueyonder.co.uk>; Date: Sat, 10 Sep 2005 13:55:06 +0100; -- Original Message -- Definitely not Ditto The ones you have been given may be incorrect. I've heard of linings where one can't get the correct adjustment with the adjuster fully in, I see no reason; /html/mgs/2005-09/msg00129.html (7,314 bytes)
169. Re: another issue with the "B" (score: 1): Author: "Paul Hunt" <paul.hunt1@blueyonder.co.uk>; Date: Sat, 10 Sep 2005 13:46:23 +0100; Errr, water in the ignition electrics? A bloke living quite near me pulled out of a side road without looking one Sunday morning and was hit by a car he should have given way to. His response? I've b; /html/mgs/2005-09/msg00130.html (7,233 bytes)
170. Re: '79 grille removal (score: 1): Author: "Paul Hunt" <paul.hunt1@blueyonder.co.uk>; Date: Sat, 10 Sep 2005 14:27:27 +0100; Hi Howard - thanks for the pic. I'm beginning to think you have an incorrect grille if it is fouling the bumper reinforcing bar both sides at the same time. My grill is only about 3/8" too wide to be; /html/mgs/2005-09/msg00131.html (8,354 bytes)
171. Re: Shock Conversion (score: 1): Author: "Paul Hunt" <paul.hunt1@blueyonder.co.uk>; Date: Sat, 10 Sep 2005 15:41:14 +0100; I have to disagree with this too. Lever-arms shouldn't need topping-up, if they do they are leaking, and if they are leaking they are shot. I've never topped mine up (60k on a Morris Marina over 6 ye; /html/mgs/2005-09/msg00137.html (7,958 bytes)
172. Re: Things MG SHOULD Have Done (score: 1): Author: "Paul Hunt" <paul.hunt1@blueyonder.co.uk>; Date: Sat, 10 Sep 2005 16:02:15 +0100; Doesn't sound right, at least for RHD. Up to 75 (roadster and V8) choke had its own little hole quite high up on the firewall or firewall shelf pointing upwards, whereas speedo hole is much lower and; /html/mgs/2005-09/msg00139.html (7,475 bytes)
173. Re: Fuel Sending unit calibration (score: 1): Author: "Paul Hunt" <paul.hunt1@blueyonder.co.uk>; Date: Sat, 10 Sep 2005 17:07:19 +0100; NLA? Since when? This design of sending unit was used from 65 to 76, and modern units with slightly different calibration have been available in the UK for many years. Moss US may be showing it as N/; /html/mgs/2005-09/msg00142.html (7,714 bytes)
174. Re: Engine Coolant Drain Plug (score: 1): Author: "Paul Hunt" <paul.hunt1@blueyonder.co.uk>; Date: Mon, 12 Sep 2005 09:14:45 +0100; Same here, right down to the greasy dirt, the only time I tried. I've never bothered since. If doing it to fill up with the correct amount of antifreeze drain what will come out by removing the botto; /html/mgs/2005-09/msg00156.html (7,732 bytes)
175. Re: Weber Carbs and fuel regulators (score: 1): Author: "Paul Hunt" <paul.hunt1@blueyonder.co.uk>; Date: Mon, 12 Sep 2005 09:29:38 +0100; The problem of after-market pumps putting out too much pressure and overwhelming the standard SU carbs is well known. Not (before this) heard of Webers and the like suffering from the same thing. As; /html/mgs/2005-09/msg00157.html (6,977 bytes)
176. Re: Fuel Sending unit calibration (score: 1): Author: "Paul Hunt" <paul.hunt1@blueyonder.co.uk>; Date: Tue, 13 Sep 2005 19:02:15 +0100; Surely the *seal* is a different item to the sender, you certainly show them as different parts. Even if a seal is automatically purchased at the same time as a new sender you wouldn't want to purcha; /html/mgs/2005-09/msg00198.html (7,707 bytes)
177. Re: 2 parts (score: 1): Author: "Paul Hunt" <paul.hunt1@blueyonder.co.uk>; Date: Tue, 13 Sep 2005 18:56:26 +0100; As another has said the LH OD solenoid is pretty silent, unlike the D type. On the first application of 12v you *may* hear it hit the ball-bearing onto its seat, but after that nothing. De-powering r; /html/mgs/2005-09/msg00199.html (8,327 bytes)
178. Re: Wiring 79 B (long) (score: 1): Author: "Paul Hunt" <paul.hunt1@blueyonder.co.uk>; Date: Tue, 13 Sep 2005 19:36:02 +0100; Comments below, -- Original Message -- a +ve, Correct, this is the ballasted feed from the ignion relay/fusebox and the bypass from the solenoid when cranking. terminal, Correct, one goes to the dist; /html/mgs/2005-09/msg00202.html (9,817 bytes)
179. Re: Trunk Lift (score: 1): Author: "Paul Hunt" <paul.hunt1@blueyonder.co.uk>; Date: Tue, 13 Sep 2005 19:20:14 +0100; Ditto. I soon learned then when the PO of my V8 said "I don't use that" he meant "It doesn't work". -- Original Message --; /html/mgs/2005-09/msg00203.html (6,546 bytes)
180. Re: Fuel Sending unit calibration (score: 1): Author: "Paul Hunt" <paul.hunt1@blueyonder.co.uk>; Date: Tue, 13 Sep 2005 19:45:15 +0100; Ah, I get you. I thought it was the rubber tank seal that had that problem ... or maybe they both did. Cheers, Paul. Paul: This is the seal in the center of the sending unit mounting plate that the e; /html/mgs/2005-09/msg00205.html (7,721 bytes)

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