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References: [ +from:m.g.erhard@gmx.de: 65 ]

Total 65 documents matching your query.

21. Optional fan for MMM's (score: 1): Author: "Gerhard Maier" <m.g.erhard@gmx.de>; Date: Sun, 5 Jan 2003 17:39:50 +0100; Hi Terry, Perhaps you found the right thing at the jumble ! There is a illustration of the F-type fan in Blowers book page 68. Often the gap in front of the crank-pulley is to narrow for a modern V-b; /html/mg-mmm/2003-01/msg00028.html (10,034 bytes)
22. Changing the system ? (score: 1): Author: "Gerhard Maier" <m.g.erhard@gmx.de>; Date: Tue, 7 Jan 2003 19:49:01 +0100; In my opinion it's better to go on for the moment with the mmm-autox-system, as it is. Even when you can decide, if you download the files or not, I wonder who is not curious enough to withstand ! An; /html/mg-mmm/2003-01/msg00043.html (8,890 bytes)
23. RE: Oil Return pipe (score: 1): Author: "Gerhard Maier" <m.g.erhard@gmx.de>; Date: Thu, 23 Jan 2003 15:32:59 +0100; Hi Lew, no response (at least through the list) concerning your mystery with the plug on the oil return-pipe. I too have no idea what for it is. 1. The most obvious reason could be that someone neede; /html/mg-mmm/2003-01/msg00084.html (10,098 bytes)
24. oil in valve guide(Sleep aid! your Head) (score: 1): Author: "Gerhard Maier" <m.g.erhard@gmx.de>; Date: Sun, 26 Jan 2003 14:52:57 +0100; I also followed Geoff Coles advise years ago, to soak the top of the valve spring-caps with a thinned silicon compound, but I am not so sure that it helps. I wonder, when the engine is running, if th; /html/mg-mmm/2003-01/msg00091.html (11,083 bytes)
25. RE: Marshall 85 blower (score: 1): Author: "Gerhard Maier" <m.g.erhard@gmx.de>; Date: Mon, 23 Dec 2002 15:13:42 +0100; Hello Pip, I don't have drawings of the Marshall 85, but there was a remade for sale in Queensland in April this year. the e-mail address was : landjunited@hotmail.com A chance, that it is still ther; /html/mg-mmm/2002-12/msg00057.html (8,358 bytes)
26. Socket for Head studs (score: 1): Author: "Gerhard Maier" <m.g.erhard@gmx.de>; Date: Mon, 23 Dec 2002 15:13:45 +0100; For using a torque-wrench on head studs a nice open crows-foot socket to convert is a: 14mm HAZET No. 329-2 It has enough meat to be filed to the 15,5mm which we need ! Gerhard Maier --Part of Origin; /html/mg-mmm/2002-12/msg00058.html (8,426 bytes)
27. RE: I need a proper N type Dynamo (score: 1): Author: "Gerhard Maier" <m.g.erhard@gmx.de>; Date: Fri, 1 Nov 2002 17:45:09 +0100; Hi Terry, it just depends what you are really looking for. If you only need something to produce electricity for your N-type, one of the new productions will do the job perfect. If you go for electri; /html/mg-mmm/2002-11/msg00004.html (8,554 bytes)
28. RE: Cotter pin for steering knuckle king pin - PA (score: 1): Author: "Gerhard Maier" <m.g.erhard@gmx.de>; Date: Wed, 6 Nov 2002 18:56:30 +0100; Hi Don, the cotter pin on a N-type I measured is 2" and 1/16" long including the thread. It is fitted that way, that the nut is in front of the axle. The head of the cotter-pin projects the axle at t; /html/mg-mmm/2002-11/msg00015.html (9,851 bytes)
29. tire-tube-problems (score: 1): Author: "Gerhard Maier" <m.g.erhard@gmx.de>; Date: Tue, 12 Nov 2002 15:40:14 +0100; Hi all, I wonder if other Triple-M drivers have a similar tire-tube problem ? On side-spoked wheels, which we use on MMM cars, the rim-diameter on the side where the spokes are fitted, is considerabl; /html/mg-mmm/2002-11/msg00023.html (8,180 bytes)
30. Fuel Reserve-System (score: 1): Author: "Gerhard Maier" <m.g.erhard@gmx.de>; Date: Wed, 23 Oct 2002 14:43:15 +0200; Hi Kevin, The petrol-system on your P should consist of the two pipes, coming from the main and reserve outlet of the tank. Both pipes enter into different branches of a 3-way reserve-tap fitted to t; /html/mg-mmm/2002-10/msg00045.html (9,866 bytes)
31. To remove engine-breather (score: 1): Author: "Gerhard Maier" <m.g.erhard@gmx.de>; Date: Mon, 28 Oct 2002 14:36:42 +0100; Hi Dennis, to remove a P or N engine breather, soak it for a night with WD 40 or similar, and than tap it gently right-left-right - - with a light plastic-hammer. When the engine is dismantled, you c; /html/mg-mmm/2002-10/msg00065.html (8,083 bytes)
32. RE: Rear Hubs (score: 1): Author: "Gerhard Maier" <m.g.erhard@gmx.de>; Date: Thu, 12 Sep 2002 15:48:30 +0200; Hi all, but it is possible to cure a worn, loose halfshaft at lower costs by building up by heavy galvanic copperising the surface at the end where the splines are, so that you again need a 15 ton pr; /html/mg-mmm/2002-09/msg00014.html (8,563 bytes)
33. RE: P type distributor (score: 1): Author: "Gerhard Maier" <m.g.erhard@gmx.de>; Date: Tue, 17 Sep 2002 10:59:24 +0200; Hi Dorothy, Alex and other interested, the correct type No. for the dizzy of a MG-PA is 400,186 DK 4 A MG-PB is 404,332 DK 4 A (But here for the PB, I am not absolutely sure, if it is 404 ? or also 4; /html/mg-mmm/2002-09/msg00022.html (8,098 bytes)
34. RE: a supposition from a technical theory (score: 1): Author: "Gerhard Maier" <m.g.erhard@gmx.de>; Date: Sun, 29 Sep 2002 15:21:52 +0200; Hello Pip , maybe there not always was a Wilson-Preselector gearbox in EX 127 and EX 154, but I will send you with separate mail a photo, where you can see such a box in EX127. The reason why there w; /html/mg-mmm/2002-09/msg00048.html (8,795 bytes)
35. RE: PA diff (score: 1): Author: "Gerhard Maier" <m.g.erhard@gmx.de>; Date: Thu, 22 Aug 2002 15:52:18 +0200; Hi Dennis, my favourite ratio for the mmm-cars is 8/39. It is a bit higher than standard, but on today's roads it seems just ideal. One good source is Graham Brown in England. When ordering tell if 6; /html/mg-mmm/2002-08/msg00029.html (8,547 bytes)
36. 1:4.3 for MMM-car? (score: 1): Author: "Gerhard Maier" <m.g.erhard@gmx.de>; Date: Tue, 27 Aug 2002 10:25:12 +0200; Hi Terry, yes I think 1:4.3 really is to high geared for a MMM-car, even when the car has a blower. Everything higher than 4.5 results in a loss of liveliness, and quick starting from standstill is h; /html/mg-mmm/2002-08/msg00034.html (8,767 bytes)
37. Ki-Gas jets (score: 1): Author: " Gerhard Maier" <m.g.erhard@gmx.de>; Date: Fri, 28 Jun 2002 22:03:59 +0200; Hello Keith, sorry for reacting on your Ki-Gas mail a bit late, but was climbing some passes in the Swiss Alps with the N-type. As you say, the KI-Gas system is for easier cold-starting a petrol engi; /html/mg-mmm/2002-06/msg00055.html (10,319 bytes)
38. RE: N types (score: 1): Author: " Gerhard Maier" <m.g.erhard@gmx.de>; Date: Tue, 2 Apr 2002 21:36:02 +0200; Hi Andrew, on NA468 (a ND) the covers are scalloped Gerhard Hi all, A quick question to all the N type owners. Are the covers to your internal door handle mechanisms similar to T types or scalloped l; /html/mg-mmm/2002-04/msg00003.html (8,252 bytes)
39. RE: Inlet manifolds (score: 1): Author: "Gerhard Maier" <m.g.erhard@gmx.de>; Date: Fri, 8 Mar 2002 19:35:33 +0100; Hello Bob, normally a Q-type inlet manifold only fits a P-cylinderhead, so its nothing for your J2. But I can imagine, that it would be interesting for others to hear from Andrew the price(rough or m; /html/mg-mmm/2002-03/msg00021.html (8,139 bytes)
40. aluminium-bearings (score: 1): Author: "Gerhard Maier" <m.g.erhard@gmx.de>; Date: Thu, 14 Mar 2002 11:11:01 +0100; Hi all, is there somebody, who was successful in using aluminium or bronce-alloy for main bearings in a MMM-engine. My lawn-mower has done during the years ever so many millions revolutions with the; /html/mg-mmm/2002-03/msg00026.html (8,335 bytes)

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