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21. Re: Was Running on/Now coil output (score: 1): Author: "Scott Gardner" <gardner@lwcomm.com>; Date: Sat, 11 Oct 1997 22:44:23 +0000; Vince, I didn't mean to imply that your method was overly difficult, it's just that I can't swear that the previous owners have kept all the wiring stock colours, and I always feel safer if I can do; /html/mgs/1997-10/msg00655.html (7,759 bytes)
22. Not Again!!!!! MGB disaster (score: 1): Author: "Scott Gardner" <gardner@lwcomm.com>; Date: Sun, 12 Oct 1997 22:42:51 +0000; Well, Riqui and I left for Norfolk to begin our house-hunting trip today. 1200 miles since full rebuild, first time on the highway, since I've been breaking it in at varying speeds around town. Going; /html/mgs/1997-10/msg00723.html (8,816 bytes)
23. Crooked wheels? (score: 1): Author: "Scott Gardner" <gardner@lwcomm.com>; Date: Sun, 12 Oct 1997 22:51:41 +0000; Well, if you read my previous post, you know the '72 B is down again. One thing I noticed before it quit was that my front-end shimmy is still bothering me. I replaced the A-arms and the rear springs; /html/mgs/1997-10/msg00726.html (7,400 bytes)
24. Contemplating Rape... (score: 1): Author: "Scott Gardner" <gardner@lwcomm.com>; Date: Sun, 12 Oct 1997 23:25:20 +0000; Well, since the most recent problem with the 'B', it might behoove me to start stocking up on spare parts. My brother-in-law called recently, saying that a neighbor of his is selling a running, drivi; /html/mgs/1997-10/msg00731.html (7,755 bytes)
25. Re: Not Again!!!!! MGB disaster (score: 1): Author: "Scott Gardner" <gardner@lwcomm.com>; Date: Sun, 12 Oct 1997 23:29:04 +0000; Tyson, Thanks for the kind words. Mine was revving about 4250 when the problem started. One other thing I've been thinking. With the heavy-duty oil pump and uprated relief spring, I was kind of expe; /html/mgs/1997-10/msg00733.html (8,598 bytes)
26. Re: Not Again!!!!! MGB disaster (score: 1): Author: "Scott Gardner" <gardner@lwcomm.com>; Date: Sun, 12 Oct 1997 23:38:24 +0000; Nope, no OD on mine. My oil pressure jumps to 55 psi right after I start the car, and then stays there at pretty much any engine speed, unless I get caught in traffic and the temp needle gets halfwa; /html/mgs/1997-10/msg00735.html (8,584 bytes)
27. Re: Not Again!!!!! MGB disaster (score: 1): Author: "Scott Gardner" <gardner@lwcomm.com>; Date: Sun, 12 Oct 1997 23:53:17 +0000; Tyson, If my gauge is reading correctly, my "uprated" spring is relieving itself at about 55 psi. Sometimes when I accelerate, the gauge will swing up to about 60 and then snap back down to about 55; /html/mgs/1997-10/msg00736.html (9,393 bytes)
28. lower than normal oil pressure? (score: 1): Author: "Scott Gardner" <gardner@lwcomm.com>; Date: Mon, 13 Oct 1997 00:00:14 +0000; Well, after much good and quick input from the list--(Thanks, Vince, Thanks Tyson.), I'm thinking that I may have had an oiling problem ever since the rebuild. Seems 55 psi shouldn't be typical for t; /html/mgs/1997-10/msg00738.html (6,869 bytes)
29. Re: Not Again!!!!! MGB disaster (score: 1): Author: "Scott Gardner" <gardner@lwcomm.com>; Date: Mon, 13 Oct 1997 00:05:58 +0000; So, the stock spring relieves around 75 or so? This leaves me with a few possiblities. A) My gauge is reading low, and the oil pressure is really fine. B) Mechanic forgot to replace the spring from l; /html/mgs/1997-10/msg00740.html (8,426 bytes)
30. Re: Not Again!!!!! MGB disaster (score: 1): Author: "Scott Gardner" <gardner@lwcomm.com>; Date: Mon, 13 Oct 1997 00:32:31 +0000; I looked at the bearings from the last rebuild. I even saved them, since they were so hammered. They make a great conversation piece. The crank was turned to .020 under (.010 previously). The oil co; /html/mgs/1997-10/msg00743.html (11,090 bytes)
31. Re: Not Again!!!!! MGB disaster (score: 1): Author: "Scott Gardner" <gardner@lwcomm.com>; Date: Mon, 13 Oct 1997 01:10:31 +0000; Larry, Thanks for the hard numbers. I'm kind of leaning towards a bum relief valve spring as the cause of the low oil pressure. The fact that my oil pressure was 55 psi everywhere from idle to 4200; /html/mgs/1997-10/msg00746.html (9,584 bytes)
32. Re: Engine break in (score: 1): Author: "Scott Gardner" <gardner@lwcomm.com>; Date: Mon, 13 Oct 1997 01:26:14 +0000; I just found something that might shed some light on today's less-stringent break-in requirements. One of the reasons I've always heard for the break-in procedure was that neither the piston rings o; /html/mgs/1997-10/msg00747.html (8,382 bytes)
33. Re: Head Modifications (score: 1): Author: "Scott Gardner" <gardner@lwcomm.com>; Date: Mon, 13 Oct 1997 01:50:29 +0000; <<SNIP>> Chris, Well, I should have read your original post before replying. Seems you already knew about the differences in combustion chamber volume. I would think that if you use stock flat-top p; /html/mgs/1997-10/msg00748.html (8,126 bytes)
34. Re: Head Modifications (score: 1): Author: "Scott Gardner" <gardner@lwcomm.com>; Date: Mon, 13 Oct 1997 01:50:29 +0000; Chris, If you're not dealing with original parts, be aware that the volume of the combustion chamber in the head changed with the introduction of the 18V engine. The older pre-18V heads have larger; /html/mgs/1997-10/msg00749.html (7,714 bytes)
35. Re: RE: Aluminum heads (score: 1): Author: "Scott Gardner" <gardner@lwcomm.com>; Date: Mon, 13 Oct 1997 02:13:59 +0000; I'm still waiting to hear anything solid about those MSX aluminum crossflow heads. I went to Steve Darby's (the maker) page on the web, and the results he advertises were less than convincing. Most; /html/mgs/1997-10/msg00750.html (8,565 bytes)
36. Re: Engine break in (score: 1): Author: "Scott Gardner" <gardner@lwcomm.com>; Date: Sat, 18 Oct 1997 07:24:00 +0000; It's the new Chrysler 2.7L aluminum V-6 for their LH cars. I inadvertantly inserted an extra zero. The "cylinder bores are finished to a tolerance of 0.3 microns (.000012 inch)". Scott P.S. I was ju; /html/mgs/1997-10/msg01256.html (7,637 bytes)
37. NO LBC--Lucky to have this list. (score: 1): Author: "Scott Gardner" <gardner@lwcomm.com>; Date: Sun, 19 Oct 1997 02:17:03 +0000; The following is mostly opinion, read it if you want... There's a lot of complaining about what goes on in this list, but in comparison, we have it good. I've been on USENET a lot recently, in "rec.m; /html/mgs/1997-10/msg01337.html (8,076 bytes)
38. Re: lists(MG) (score: 1): Author: "Scott Gardner" <gardner@lwcomm.com>; Date: Sun, 19 Oct 1997 02:17:03 +0000; Steve, I haven't subscribed to the autojumble, but I'm on the shop-talk list. I need to unsubscribe, but as Art pointed out, there isn't much traffic to wade through. The two main ongoing discussion; /html/mgs/1997-10/msg01338.html (7,802 bytes)
39. Re: Not Again!!!!! MGB disaster (score: 1): Author: "Scott Gardner" <gardner@lwcomm.com>; Date: Sun, 19 Oct 1997 02:17:03 +0000; Art, The crank was .010 under when he took it out of the engine, and the bearings had failed so spectacularly that the crank HAD to be re-ground, no question. It's .020 under now. Haven't talked to; /html/mgs/1997-10/msg01339.html (8,510 bytes)
40. Re: Not Again!!!!! MGB disaster (score: 1): Author: "Scott Gardner" <gardner@lwcomm.com>; Date: Sun, 19 Oct 1997 02:55:24 +0000; Tom, I would think that SOME pressure would be necessary. What I'm currently wondering is whether the bearings could be completely starved for oil due to a blockage, and it not show up accurately on; /html/mgs/1997-10/msg01340.html (8,728 bytes)

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