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References: [ +from:dmdwyer@optusnet.com.au: 72 ]

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41. Re: Handbrake cross-shaft (score: 1): Author: "Dave & Diana Dwyer" <dmdwyer@optusnet.com.au>; Date: Thu, 10 Oct 2002 20:58:54 +1000; I think on reflection that the change to the self-aligning bearing on the T-types was more for parts cost reduction and ease of assembly than to relieve any lock-up problem. I don't think it would b; /html/mg-mmm/2002-10/msg00026.html (9,900 bytes)
42. Re: P type motor (score: 1): Author: "Dave & Diana Dwyer" <dmdwyer@optusnet.com.au>; Date: Thu, 24 Oct 2002 07:18:24 +1000; It shouldn't be that difficult. The pulley is on a parallel shaft, not a taper. Could it be rusted? I'd try hot/cold cycles using an oxy torch. The original pulley is only a casting so it would be w; /html/mg-mmm/2002-10/msg00046.html (7,597 bytes)
43. Re: Handbrake cross-shaft..again! (score: 1): Author: "Dave & Diana Dwyer" <dmdwyer@optusnet.com.au>; Date: Wed, 30 Oct 2002 07:00:10 +1100; Don't fill the race - quite. The rule for balls in bicycle bearings is "always leave room for one more". I'm sure this applies to needle rollers as well. I can't remember how many needles there are; /html/mg-mmm/2002-10/msg00083.html (8,581 bytes)
44. Re: Rear Hubs (score: 1): Author: "Dave & Diana Dwyer" <dmdwyer@optusnet.com.au>; Date: Wed, 11 Sep 2002 08:17:03 +1000; If you mean that the wheel can be tilted up/down side/side it sounds like the hub is loose on the halfshaft spline. The only fasteners behind the wire wheel are the nuts holding the drum/hub/bearing; /html/mg-mmm/2002-09/msg00007.html (8,585 bytes)
45. Re: Rear Hubs (score: 1): Author: "Dave & Diana Dwyer" <dmdwyer@optusnet.com.au>; Date: Wed, 11 Sep 2002 09:38:03 +1000; <Phil Marino's tapered-end axle rear modification.> But surely it's still necessary to replace one of the two bits, at least? Or is there an insert fitted to the hub to accept a taper ground on the; /html/mg-mmm/2002-09/msg00008.html (8,669 bytes)
46. Re: P type distributor (score: 1): Author: "Dave & Diana Dwyer" <dmdwyer@optusnet.com.au>; Date: Fri, 13 Sep 2002 07:46:37 +1000; When I asked a similar question a while ago, Pip Bucknell (mgwizard@caloundra.net) provided a curve and some information. I don't think I have it in electronic form anymore but I'm sure he will be a; /html/mg-mmm/2002-09/msg00015.html (8,034 bytes)
47. Re: P petrol tank (score: 1): Author: "Dave & Diana Dwyer" <dmdwyer@optusnet.com.au>; Date: Sat, 14 Sep 2002 19:29:04 +1000; When our J2 tank demonstrated massive leaks after 6 months dry while we were rebuilding the engine, the back was replaced with a sheet of 1/32 mild steel. It's not a particularly difficult job, but; /html/mg-mmm/2002-09/msg00020.html (8,031 bytes)
48. TC diff pinion flanges (score: 1): Author: "Dave & Diana Dwyer" <dmdwyer@optusnet.com.au>; Date: Thu, 19 Sep 2002 08:26:01 +1000; After the discussion on one of the lists about the difficulty of getting pinion flanges I did some enquiring, and I see no problem in getting a batch made. Material will be AISI 1045 steel, which is; /html/mg-mmm/2002-09/msg00033.html (7,679 bytes)
49. J2 production dating (score: 1): Author: "Dave & Diana Dwyer" <dmdwyer@optusnet.com.au>; Date: Fri, 9 Aug 2002 20:24:46 +1000; Hi List Does anyone know if there still exists a list of production dates versus chassis numbers for the J2? If so, who do I talk to? Regards Dave Dwyer J2, TA, TC /// unsubscribe/change address requ; /html/mg-mmm/2002-08/msg00007.html (7,393 bytes)
50. Re: [mg-tabc] J2 production dating (score: 1): Author: "Dave & Diana Dwyer" <dmdwyer@optusnet.com.au>; Date: Mon, 12 Aug 2002 07:34:08 +1000; Thanks to all who responded to my question. Now I have your valuable input I can pursue it off-list. We know the car was first registered in October 1932 so it's coming up to 70th birthday time. Seem; /html/mg-mmm/2002-08/msg00012.html (7,737 bytes)
51. Re: Production data (score: 1): Author: "Dave & Diana Dwyer" <dmdwyer@optusnet.com.au>; Date: Tue, 13 Aug 2002 08:25:27 +1000; Someone suggested Bob Clare, MMM Archivist, when I asked re the J2. He was very helpful. Try him at 100570.221@compuserve.com Regards Dave Dwyer J2, TA, TC /// unsubscribe/change address requests to; /html/mg-mmm/2002-08/msg00015.html (7,651 bytes)
52. Fw: Production data (score: 1): Author: "Dave & Diana Dwyer" <dmdwyer@optusnet.com.au>; Date: Tue, 13 Aug 2002 08:42:05 +1000; Should have been 100570.2213@compuserve.com Dave Dwyer /// unsubscribe/change address requests to majordomo@autox.team.net or try /// http://www.team.net/cgi-bin/majorcool /// http://www.team.net/ma; /html/mg-mmm/2002-08/msg00016.html (7,818 bytes)
53. Re: P-type Exhaust Manifold (score: 1): Author: "Dave & Diana Dwyer" <dmdwyer@optusnet.com.au>; Date: Thu, 22 Aug 2002 19:36:40 +1000; In addition to the one on the car, we have two spares. All three have been cracked, usually at the bottom flange due to the muffler hitting something solid. I suspect this is a very common problem.; /html/mg-mmm/2002-08/msg00027.html (7,935 bytes)
54. Re: 4.50 tyres (score: 1): Author: "Dave & Diana Dwyer" <dmdwyer@optusnet.com.au>; Date: Sat, 29 Jun 2002 19:53:21 +1000; We've used 4.50 tyres on our J2 for some 30 years, because they're easier to get. No problem at all but remember the diameter is slightly greater, so you'll go a bit faster for the same revs. Regard; /html/mg-mmm/2002-07/msg00000.html (7,031 bytes)
55. Re: PA Engine Bolt Threads, Etc. (score: 1): Author: "Dave & Diana Dwyer" <dmdwyer@optusnet.com.au>; Date: Tue, 25 Jun 2002 20:23:45 +1000; Since the block is being welded (hopefully in an oven?) you'll almost certainly need to remetal and line bore afterwards. Before you go too far, how far undersize is your crank? Ours was 100thou und; /html/mg-mmm/2002-06/msg00048.html (9,282 bytes)
56. Re: Two quick P questions (score: 1): Author: "Dave & Diana Dwyer" <dmdwyer@optusnet.com.au>; Date: Fri, 28 Jun 2002 19:35:57 +1000; The pins are steel taper pins. They are difficult to remove and you will need to get the chassis member really clean to find the ends. Unless you are very lucky you will have to drill out the old ta; /html/mg-mmm/2002-06/msg00053.html (8,225 bytes)
57. Re: Too many holes... PA bracket (score: 1): Author: "Dave & Diana Dwyer" <dmdwyer@optusnet.com.au>; Date: Tue, 21 May 2002 20:00:17 +1000; The support fixing sounds the same as that on our cycle-guard J2. As you say, the support is held by two bolts (5/16 dia I think) and the third fixing is the double-ended threaded pin that holds the; /html/mg-mmm/2002-05/msg00029.html (7,862 bytes)
58. Re: Spitting Carbs (score: 1): Author: "Dave & Diana Dwyer" <dmdwyer@optusnet.com.au>; Date: Fri, 5 Apr 2002 19:04:58 +1000; You didn't mention valve timing. MMM engines will run with the valve timing mis-set over quite a range, but they will only run #properly# if it's dead right. If the cam timing is out, this could cau; /html/mg-mmm/2002-04/msg00007.html (8,424 bytes)
59. Peter Gregory (score: 1): Author: "Dave & Diana Dwyer" <dmdwyer@optusnet.com.au>; Date: Fri, 8 Mar 2002 19:17:18 +1100; Hi Guys Does anyone have an email address or other contact details for Peter Gregory of K3 repute? Regards Dave Dwyer /// unsubscribe/change address requests to majordomo@autox.team.net or try /// ht; /html/mg-mmm/2002-03/msg00018.html (7,221 bytes)
60. Re: [mg-tabc] Peter Gregory (score: 1): Author: "Dave & Diana Dwyer" <dmdwyer@optusnet.com.au>; Date: Sat, 9 Mar 2002 19:21:28 +1100; Thanks everyone for the phone and fax for Peter Gregory. It looks like he doesn't use email yet. Dave Dwyer /// unsubscribe/change address requests to majordomo@autox.team.net or try /// http://www.t; /html/mg-mmm/2002-03/msg00022.html (7,461 bytes)

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