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61. Re: Alignment made simple (score: 1): Author: "John M. Trindle" <jtrindle@tsquare.com>; Date: Thu, 21 Dec 1995 10:35:43 -0500 (EST); Right, the main concern was the split rack boot, so I had to take things off on that side at least. I like having wear parts symmetrical side to side (so I always replace right and left in pairs) so; /html/mgs/1995-12/msg00436.html (9,969 bytes)
62. Re: SU lean/rich confussion (score: 1): Author: "John M. Trindle" <jtrindle@tsquare.com>; Date: Thu, 21 Dec 1995 12:45:34 -0500 (EST); First off, what are you using to measure RPM? I know my tach reads high compared with my tach/dwell meter. Second: make sure the carbs are balanced. I've spend a lot of time adjusting a carb which wa; /html/mgs/1995-12/msg00441.html (8,136 bytes)
63. Re: SU lean/rich confussion (score: 1): Author: "John M. Trindle" <jtrindle@tsquare.com>; Date: Thu, 21 Dec 1995 13:50:28 -0500 (EST); Hmph! How about the jets the new needles go into? Wear there could also cause richness. Let's see.. I assume the pistons aren't stuck and the needles are installed to the correct "depth". John M. Tri; /html/mgs/1995-12/msg00447.html (8,388 bytes)
64. HIF4 Carb Leakage (score: 1): Author: "John M. Trindle" <jtrindle@tsquare.com>; Date: Tue, 7 Nov 1995 10:41:15 -0500 (EST); My front carb has suddenly decided to stop retaining damping fluid (now that I finally got the "right stuff", it is dumping it). If I remove the piston and dashpot cover from the carb, and put fluid; /html/mgs/1995-11/msg00142.html (7,331 bytes)
65. Various topics (score: 1): Author: "John M. Trindle" <jtrindle@tsquare.com>; Date: Tue, 21 Nov 1995 13:42:32 -0500 (EST); Well, I'm catching up on my mail. I'll put my 20 mills in before asking for help on yet another series of problems: 1) Redo-ing the head alone overstresses the other parts. Yes, in a way. If the head; /html/mgs/1995-11/msg00489.html (8,019 bytes)
66. Autocross alignment (MGB) (score: 1): Author: "John M. Trindle" <jtrindle@tsquare.com>; Date: Wed, 22 Nov 1995 09:45:26 -0500 (EST); Since I wore out both front tires at the last TSCC event on the INSIDE (BFG R1s, and I mean toward the inside edge of the tread portion) I decided to go to a "professional" to get my alignment done.; /html/mgs/1995-11/msg00495.html (9,173 bytes)
67. Autocross Alignment (MGB) (score: 1): Author: "John M. Trindle" <jtrindle@tsquare.com>; Date: Sun, 26 Nov 1995 08:42:08 -0500 (EST); Thanks to all the folks who responded to my sob story about alignment. I have come to the conclusion that I am 1) Running "too much" negative camber for street use, 2) Ran a lot of highway miles on t; /html/mgs/1995-11/msg00652.html (7,780 bytes)
68. Knock Knock and Oil to Cam (score: 1): Author: "John M. Trindle" <jtrindle@tsquare.com>; Date: Thu, 30 Nov 1995 10:48:28 -0500 (EST); When a rod bearing is worn it causes the rod to slap against the rod journal when the piston is changing direction. However, the loudest slap will be on the combustion stroke (Initially the crank is; /html/mgs/1995-11/msg00690.html (9,272 bytes)
69. Re: Knock Knock and Oil to Cam (score: 1): Author: "John M. Trindle" <jtrindle@tsquare.com>; Date: Thu, 30 Nov 1995 12:42:41 -0500 (EST); I'll grant you that I screwed up and ignition should occur in a cylinder once every 2 crank cycles. I'll even grant you that cam RPM is half of crank RPM. This makes sense since the distributor fires; /html/mgs/1995-11/msg00696.html (8,779 bytes)
70. Re: Hydraulic Clutch (score: 1): Author: "John M. Trindle" <jtrindle@tsquare.com>; Date: Tue, 3 Oct 1995 10:06:41 -0400 (EDT); In my case, I just quit bleeding too soon. Clutches are harder to bleed than brakes since they don't have a definite stop point to work against. Toward the end the slave cylinder was moving 1/16" or; /html/mgs/1995-10/msg00050.html (7,431 bytes)
71. Re: heater fan (score: 1): Author: "John M. Trindle" <jtrindle@tsquare.com>; Date: Tue, 3 Oct 1995 10:08:41 -0400 (EDT); Eh? No, it's the turn signals which run through the emergency flasher switch, not the heater fan... I concur with the "dirty fan switch" opinion, although you might try jumpering 12v to the fan to se; /html/mgs/1995-10/msg00051.html (7,566 bytes)
72. Backfire / hesitation / power loss (score: 1): Author: "John M. Trindle" <jtrindle@tsquare.com>; Date: Tue, 3 Oct 1995 10:26:05 -0400 (EDT); Here I am again! (@#$@#). Well, the pinking is apparently gone, but a new problem has surfaced. When I accellerate in 3rd or 4th gear (same range I had pinking) or cruise steadily at 50 mph. or great; /html/mgs/1995-10/msg00052.html (8,290 bytes)
73. Backfire / hesititation (score: 1): Author: "John M. Trindle" <jtrindle@tsquare.com>; Date: Sun, 8 Oct 1995 07:37:45 -0400 (EDT); Thanks to Chris and Sean and the others who wrote concerning my question about backfire / hesitation. I made two mistakes (well, two that I know of)... 1) I did the timing with the vacuum advance act; /html/mgs/1995-10/msg00150.html (7,562 bytes)
74. Fuel Pump hoses (score: 1): Author: "John M. Trindle" <jtrindle@tsquare.com>; Date: Mon, 9 Oct 1995 09:59:20 -0400 (EDT); The things that look like aquarium hose are air tubes. The idea is to provide a "clean" source of air so the pump doesn't clog up with road gunk. My pump has two air inlets, and I only have one air h; /html/mgs/1995-10/msg00161.html (6,666 bytes)
75. Lowering the MG (rear) (score: 1): Author: "John M. Trindle" <jtrindle@tsquare.com>; Date: Tue, 10 Oct 1995 10:16:11 -0400 (EDT); It's been suggested enough times now that I'm awake and paying attention, that I need to lower the rear of my 73 MGB. I'm doing a lot of breaking one wheel loose in turns, and can't afford a Quaife l; /html/mgs/1995-10/msg00177.html (8,669 bytes)
76. Re: Rich idle & Lean crusin' (score: 1): Author: "John M. Trindle" <jtrindle@tsquare.com>; Date: Mon, 16 Oct 1995 13:33:10 -0400 (EDT); You're going to have to switch needles (this is going to be fun, eh?) The problem is that your higher performance cam has altered the charge flow at higher RPMs. You need the Haynes SU book, or simil; /html/mgs/1995-10/msg00214.html (8,970 bytes)
77. Re: reading sparque plugz (score: 1): Author: "John M. Trindle" <jtrindle@tsquare.com>; Date: Tue, 17 Oct 1995 11:02:22 -0400 (EDT); I'd agree 100% with the following addition: If there is actually a dry black deposit on the outer ring (as opposted to a thin layer of soot or just black color) you may be looking at a different mixt; /html/mgs/1995-10/msg00227.html (8,291 bytes)
78. SU Damper Fluid (score: 1): Author: "John M. Trindle" <jtrindle@tsquare.com>; Date: Mon, 23 Oct 1995 10:09:14 -0400 (EDT); Sorry if this question has been answered in the last week, I am waay behind on MG mail (out-of-town trip). What's the approximate viscosity of the carb damper fluid which comes in those niftly little; /html/mgs/1995-10/msg00346.html (8,312 bytes)
79. Re: SU Damper Fluid (score: 1): Author: "John M. Trindle" <jtrindle@tsquare.com>; Date: Mon, 23 Oct 1995 14:15:17 -0400 (EDT); Uh, small businessmen don't sleep. And I am well under 6' so... We just finished a convention in Atlantic City and I was working the booth in the exhibitor hall. This is backwards... viscosity matche; /html/mgs/1995-10/msg00354.html (9,993 bytes)
80. Re: SU Damper Fluid (score: 1): Author: "John M. Trindle" <jtrindle@tsquare.com>; Date: Tue, 24 Oct 1995 12:23:35 -0400 (EDT); Although this seems to work fine in the HS2 carbs in the Spitfire, it does NOT give me a decent accellerator pump effect in the HIF4s in the MG. I purchased a tiny bottle of SU damper fluid for $7, a; /html/mgs/1995-10/msg00386.html (8,864 bytes)

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