<html><head></head><body><div style="color:#000; background-color:#fff; font-family:garamond, new york, times, serif;font-size:16px"><div id="yui_3_16_0_ym19_1_1515685984719_4873">Robert</div><div id="yui_3_16_0_ym19_1_1515685984719_6504"><br></div><div id="yui_3_16_0_ym19_1_1515685984719_5184" dir="ltr">The aftermarket distributors are prone to quality control issues and I would avoid them if possible. I would recommend sending your original distributor to Advanced and having it rebuilt and install a Petronix module instead of the points. (Petronix verses points, always a difference of opinion) Keep a new set of points, rotor and condensor in the car in case the Petronix fails. It has not happened to me but best to be prepared - this will at least get you going again.</div><div id="yui_3_16_0_ym19_1_1515685984719_5983"><br></div><div dir="ltr" id="yui_3_16_0_ym19_1_1515685984719_5984">I am the original owner of a 1973 MGB with over 223,000 miles on the car. The next thing we did was send the HIF4 carbs to Mr. Johnson in OK and had them rebuilt with new throttle shafts - they were leaking. Spray some carb cleaner on the throttle shafts while the car is running. If RPM's change - shafts are leaking. New coil, spark plugs and plug wires and you should be all set.<br></div><div dir="ltr" id="yui_3_16_0_ym19_1_1515685984719_5982"><br></div><div dir="ltr" id="yui_3_16_0_ym19_1_1515685984719_5826">With these changes, the car starts on the first turn of key, runs and idles excellent. About 8,000 miles since the above changes were made. I wish we had done this years ago - made a big difference for around $500 total.<br></div><div dir="ltr" id="yui_3_16_0_ym19_1_1515685984719_5874"><br></div><div dir="ltr" id="yui_3_16_0_ym19_1_1515685984719_6237">Best of luck.</div><div dir="ltr" id="yui_3_16_0_ym19_1_1515685984719_7219"><br></div><div dir="ltr">Joel Martin<br></div><div id="yui_3_16_0_ym19_1_1515685984719_4608"><span></span></div><div class="qtdSeparateBR" id="yui_3_16_0_ym19_1_1515685984719_5517"><br><br></div><div class="yahoo_quoted" id="yui_3_16_0_ym19_1_1515685984719_4647" style="display: block;"> <div style="font-family: garamond, new york, times, serif; font-size: 16px;" id="yui_3_16_0_ym19_1_1515685984719_4646"> <div style="font-family: HelveticaNeue, Helvetica Neue, Helvetica, Arial, Lucida Grande, sans-serif; font-size: 16px;" id="yui_3_16_0_ym19_1_1515685984719_4645"> <div dir="ltr" id="yui_3_16_0_ym19_1_1515685984719_4644"> <font id="yui_3_16_0_ym19_1_1515685984719_4862" size="2" face="Arial"> <hr id="yui_3_16_0_ym19_1_1515685984719_7220" size="1"> <b><span style="font-weight:bold;">From:</span></b> "mgs-request@autox.team.net" <mgs-request@autox.team.net><br> <b><span style="font-weight: bold;">To:</span></b> mgs@autox.team.net <br> <b><span style="font-weight: bold;">Sent:</span></b> Wednesday, January 10, 2018 5:03 PM<br> <b><span style="font-weight: bold;">Subject:</span></b> Mgs Digest, Vol 128, Issue 4<br> </font> </div> <div class="y_msg_container" id="yui_3_16_0_ym19_1_1515685984719_4649"><br><div dir="ltr">Send Mgs mailing list submissions to<br></div><div dir="ltr" id="yui_3_16_0_ym19_1_1515685984719_4861"> <a ymailto="mailto:mgs@autox.team.net" href="mailto:mgs@autox.team.net" id="yui_3_16_0_ym19_1_1515685984719_4860">mgs@autox.team.net</a><br></div><div dir="ltr"><br></div><div dir="ltr" id="yui_3_16_0_ym19_1_1515685984719_4648">To subscribe or unsubscribe via the World Wide Web, visit<br></div><div dir="ltr"> <a href="http://autox.team.net/mailman/listinfo/mgs" target="_blank">http://autox.team.net/mailman/listinfo/mgs</a><br></div><div dir="ltr">or, via email, send a message with subject or body 'help' to<br></div><div dir="ltr"> <a ymailto="mailto:mgs-request@autox.team.net" href="mailto:mgs-request@autox.team.net">mgs-request@autox.team.net</a><br></div><div dir="ltr"><br></div><div dir="ltr">You can reach the person managing the list at<br></div><div dir="ltr"> <a ymailto="mailto:mgs-owner@autox.team.net" href="mailto:mgs-owner@autox.team.net">mgs-owner@autox.team.net</a><br></div><div dir="ltr"><br></div><div dir="ltr" id="yui_3_16_0_ym19_1_1515685984719_4803">When replying, please edit your Subject line so it is more specific<br></div><div dir="ltr" id="yui_3_16_0_ym19_1_1515685984719_4813">than "Re: Contents of Mgs digest..."<br></div>Donate: <a href="http://www.team.net/donate.html" target="_blank" id="yui_3_16_0_ym19_1_1515685984719_4651">http://www.team.net/donate.html</a><br>Suggested annual donation $12.75<br>Archive: <a href="http://www.team.net/archive" target="_blank" id="yui_3_16_0_ym19_1_1515685984719_4653">http://www.team.net/archive</a><br>Forums: <a href="http://www.team.net/forums" target="_blank">http://www.team.net/forums</a><br><br>Today's Topics:<br><br> 1. H4 or HS4 carbs on an MGA 1600 and Electronic Ignition or<br id="yui_3_16_0_ym19_1_1515685984719_4745"> Points (Charley & Peggy Robinson)Re: <br> 2. Re: H4 or HS4 carbs on an MGA 1600 and Electronic Ignition or<br> Points (Robert J. Guinness)<br> 3. Re: H4 or HS4 carbs on an MGA 1600 and Electronic Ignition<br> (Eric Russell)<br> 4. Re: H4 or HS4 carbs on an MGA 1600 and Electronic Ignition or<br> Points (John DiFede)<br> 5. Re: H4 or HS4 carbs on an MGA 1600 and Electronic Ignition or<br> Points (Osborne, Paul)<br> 6. Re: H4 or HS4 carbs on an MGA 1600 and Electronic Ignition<br> (Andrew Lundgren)<br> 7. Re: H4 or HS4 carbs on an MGA 1600 and Electronic Ignition or<br> Points (PaulHunt73)<br> 8. Re: H4 or HS4 carbs on an MGA 1600 and Electronic Ignition or<br> Points (Robert J. Guinness)<br> 9. Re: H4 or HS4 carbs on an MGA 1600 and Electronic Ignition or<br> Points (Charley & Peggy Robinson)<br><div id="ymsg16615" class="ymsg5059200919" src="mid://ACbWyQoAAEERWlaNpwb9ELo4ln8/4.1"><div id="yiv2012100914">
<div id="yui_3_16_0_ym19_1_1515685984719_4795">
How well does the engine run? If it runs well I wouldn't mess with
it.<br>
<br>
CR<br>
<br>
<div class="yiv2012100914moz-cite-prefix">On 1/9/2018 10:52 AM, Robert J.
Guinness via Mgs wrote:<br>
</div>
<blockquote type="cite" id="yui_3_16_0_ym19_1_1515685984719_4794">
<div id="yui_3_16_0_ym19_1_1515685984719_4793">I bought an MGA 1600 with HS4 carbs conversion and a crane
fireball electronic ignition. I would like to go back to a
stock set up. What are the <b>significant</b> pros and cons
for doing so, for example power (rather than ease of
maintenance)? I know the H4s, but I am unfamiliar with working
with HS4s (same with points vs electronic ignition).<br>
</div>
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<div class="yiv2012100914MsoNormal" style="margin-bottom:12.0pt;"><span style="">Robert Guinness</span><span style=""><span style="color:black;"></span></span></div>
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</div></div><div id="ymsg26083" class="ymsg5059200919" src="mid://ACbWyQoAAEERWlaNpwb9ELo4ln8/4.2"><div id="yiv2012100914">
<div id="yui_3_16_0_ym19_1_1515685984719_5189">
<div>It ran great for @400 miles on a run from Raleigh, NC to just
North of Caryville, TN in the New Years Eve subzero weather, then
quit. Would fade and then rev back up (until it didn't anymore).
Probably a combination of fuel pump, bad fuel, coil, and voltage
regulator issues. Man was it cold on that mountain waiting for
AAA!<br>
</div>
<br>
<div class="yiv2012100914moz-cite-prefix">On 1/9/2018 2:40 PM, Charley &
Peggy Robinson wrote:<br>
</div>
<blockquote type="cite" id="yui_3_16_0_ym19_1_1515685984719_5190">
How well does the engine run? If it runs well I wouldn't mess
with it.<br>
<br>
CR<br>
<br>
<div class="yiv2012100914moz-cite-prefix">On 1/9/2018 10:52 AM, Robert J.
Guinness via Mgs wrote:<br>
</div>
<blockquote type="cite" id="yui_3_16_0_ym19_1_1515685984719_5254">
<div>I bought an MGA 1600 with HS4 carbs conversion and a crane
fireball electronic ignition. I would like to go back to a
stock set up. What are the <b>significant</b> pros and cons
for doing so, for example power (rather than ease of
maintenance)? I know the H4s, but I am unfamiliar with
working with HS4s (same with points vs electronic ignition).<br>
</div>
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<pre id="yui_3_16_0_ym19_1_1515685984719_5253">_______________________________________________
<a rel="nofollow" class="yiv2012100914moz-txt-link-abbreviated" ymailto="mailto:Mgs@autox.team.net" target="_blank" href="mailto:Mgs@autox.team.net" id="yui_3_16_0_ym19_1_1515685984719_5252">Mgs@autox.team.net</a>
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<div class="yiv2012100914MsoNormal" style="margin-bottom:12.0pt;" id="yui_3_16_0_ym19_1_1515685984719_5195"><span style="">Robert Guinness</span><span style=""><span style="color:black;"></span></span></div>
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</div></div><div id="ymsg63534" class="ymsg5059200919" src="mid://ACbWyQoAAEERWlaNpwb9ELo4ln8/4.3">I can't imagine any significant power difference between H4 & HS4 carbs. <br>The throats are the same. I suspect the HS4 carbs will be a little less <br>leak-prone. (the rubber grommets on the H4 float bowl tend to be a weak <br>point, IME) I don't think HS4's came with the decel valve in the <br>throttle plate - if they did that could be a small difference in power.<br><br>I am not a fan of replacement electronic ignition systems. When they <br>work they work just fine. But when they don't work, replacement of the <br>entire unit seems like the only option. With points, an occasional <br>tune-up keeps it working fine. And if something does go wrong when <br>you're on the road, a tiny kit with spare points & condensor is almost <br>surely all you'd need to get going again.<br><br>Eric Russell<br>Mebane, NC<br>> Date: Tue, 9 Jan 2018 10:52:13 -0600<br>> From: "Robert J. Guinness" <<a ymailto="mailto:guinness@stclegal.com" href="mailto:guinness@stclegal.com">guinness@stclegal.com</a>><br>> To: <a ymailto="mailto:mgs@autox.team.net" href="mailto:mgs@autox.team.net">mgs@autox.team.net</a><br>> Subject: [Mgs] H4 or HS4 carbs on an MGA 1600 and Electronic Ignition<br>><br>> I bought an MGA 1600 with HS4 carbs conversion and a crane fireball<br>> electronic ignition.? I would like to go back to a stock set up.? What<br>> are the *significant* pros and cons for doing so, for example power<br>> (rather than ease of maintenance)?? I know the H4s, but I am unfamiliar<br>> with working with HS4s (same with points vs electronic ignition).<br>><br><br><br><br></div><div id="ymsg72224" class="ymsg5059200919" src="mid://ACbWyQoAAEERWlaNpwb9ELo4ln8/4.4"><div id="yiv2012100914"><div>If you decide to go with an electronic ignition get a pertronix unit. I have used both , the crane set up with its brackets and screws and shutter wheel is difficult to set up correctly and can loosen up and fail. The benefit of electronic ignition is not having to set up the points at tune up time. Keep a set of points and condenser in the glove box in the event the electronic system fails <br><br><div id="yiv2012100914AppleMailSignature">Sent from my iPhone</div><div><br>On Jan 9, 2018, at 11:52 AM, Robert J. Guinness via Mgs <<a rel="nofollow" ymailto="mailto:mgs@autox.team.net" target="_blank" href="mailto:mgs@autox.team.net">mgs@autox.team.net</a>> wrote:<br><br></div><blockquote type="cite"><div>
<div>I bought an MGA 1600 with HS4 carbs conversion and a crane
fireball electronic ignition. I would like to go back to a stock
set up. What are the <b>significant</b> pros and cons for doing
so, for example power (rather than ease of maintenance)? I know
the H4s, but I am unfamiliar with working with HS4s (same with
points vs electronic ignition).<br>
</div>
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<div class="yiv2012100914MsoNormal" style="margin-bottom:12.0pt;"><span style="">Robert Guinness</span><span style=""><span style="color:black;"></span></span></div>
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</div></blockquote><blockquote type="cite"><div><span>_______________________________________________</span><br><span></span><br><span><a rel="nofollow" ymailto="mailto:Mgs@autox.team.net" target="_blank" href="mailto:Mgs@autox.team.net">Mgs@autox.team.net</a></span><br><span>Donate: <a rel="nofollow" target="_blank" href="http://www.team.net/donate.html">http://www.team.net/donate.html</a></span><br><span>Suggested annual donation $12.75</span><br><span>Archive: <a rel="nofollow" target="_blank" href="http://www.team.net/archive">http://www.team.net/archive</a></span><br><span>Forums: <a rel="nofollow" target="_blank" href="http://www.team.net/forums">http://www.team.net/forums</a></span><br><span>Unsubscribe: <a rel="nofollow" target="_blank" href="http://autox.team.net/mailman/options/mgs/difejo1@gmail.com">http://autox.team.net/mailman/options/mgs/difejo1@gmail.com</a></span><br></div></blockquote></div></div></div><div id="ymsg11810" class="ymsg5059200919" src="mid://ACbWyQoAAEERWlaNpwb9ELo4ln8/4.5"><div id="yiv2012100914">
<div>
I assume that your back home. First I would work on why it stopped running. Getting back running reliable before I would do anything.
<div><br>
</div>
<div>paul</div>
<div><br>
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<div><span class="yiv2012100914Apple-style-span" style="font-family:'Times New Roman', serif;font-size:16px;">Paul Osborne</span><span class="yiv2012100914Apple-style-span" style="font-family:'Times New Roman', serif;font-size:16px;"><br>
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<div>On Jan 9, 2018, at 3:59 PM, Robert J. Guinness via Mgs <<a rel="nofollow" ymailto="mailto:mgs@autox.team.net" target="_blank" href="mailto:mgs@autox.team.net">mgs@autox.team.net</a>> wrote:</div>
<br class="yiv2012100914Apple-interchange-newline">
<blockquote type="cite">
<div>
<div>It ran great for @400 miles on a run from Raleigh, NC to just North of Caryville, TN in the New Years Eve subzero weather, then quit. Would fade and then rev back up (until it didn't anymore). Probably a combination of fuel pump, bad fuel, coil, and voltage
regulator issues. Man was it cold on that mountain waiting for AAA!<br>
</div>
<br>
<div class="yiv2012100914moz-cite-prefix">On 1/9/2018 2:40 PM, Charley & Peggy Robinson wrote:<br>
</div>
<blockquote type="cite">How well does the engine run? If it runs well I wouldn't mess with it.<br>
<br>
CR<br>
<br>
<div class="yiv2012100914moz-cite-prefix">On 1/9/2018 10:52 AM, Robert J. Guinness via Mgs wrote:<br>
</div>
<blockquote type="cite">
<div>I bought an MGA 1600 with HS4 carbs conversion and a crane fireball electronic ignition. I would like to go back to a stock set up. What are the
<b>significant</b> pros and cons for doing so, for example power (rather than ease of maintenance)? I know the H4s, but I am unfamiliar with working with HS4s (same with points vs electronic ignition).<br>
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<div class="yiv2012100914MsoNormal" style="margin-bottom:12.0pt;"><span style="">Robert Guinness</span><span style=""><span style=""></span></span></div>
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</div></div><div id="ymsg41408" class="ymsg5059200919" src="mid://ACbWyQoAAEERWlaNpwb9ELo4ln8/4.6"><div id="yiv2012100914"><div>If it were me, I'd put a set of points in the tool box in case the electronics fail and not worry about the carbs. <div><br></div><div>But my cars need me to spend money and time on things that are broken, and I'm not that much of a purist. I go original generally but it doesn't need to be the same year if something else works out. But my cars will never be concourse. </div><div><br></div><div>I've got a 70 B with electric ignition and non original engine, and a 78 with SUs, that has been converted to chrome and lowered. </div><div><br></div><div>Andrew</div></div><div class="yiv2012100914gmail_extra"><br><div class="yiv2012100914gmail_quote">On Jan 9, 2018 6:32 PM, "Eric Russell via Mgs" <<a rel="nofollow" ymailto="mailto:mgs@autox.team.net" target="_blank" href="mailto:mgs@autox.team.net">mgs@autox.team.net</a>> wrote:<br><blockquote class="yiv2012100914gmail_quote" style="margin:0 0 0 .8ex;border-left:1px #ccc solid;padding-left:1ex;">I can't imagine any significant power difference between H4 & HS4 carbs. The throats are the same. I suspect the HS4 carbs will be a little less leak-prone. (the rubber grommets on the H4 float bowl tend to be a weak point, IME) I don't think HS4's came with the decel valve in the throttle plate - if they did that could be a small difference in power.<br>
<br>
I am not a fan of replacement electronic ignition systems. When they work they work just fine. But when they don't work, replacement of the entire unit seems like the only option. With points, an occasional tune-up keeps it working fine. And if something does go wrong when you're on the road, a tiny kit with spare points & condensor is almost surely all you'd need to get going again.<br>
<br>
Eric Russell<br>
Mebane, NC<br>
<blockquote class="yiv2012100914gmail_quote" style="margin:0 0 0 .8ex;border-left:1px #ccc solid;padding-left:1ex;">
Date: Tue, 9 Jan 2018 10:52:13 -0600<br>
From: "Robert J. Guinness" <<a rel="nofollow" ymailto="mailto:guinness@stclegal.com" target="_blank" href="mailto:guinness@stclegal.com">guinness@stclegal.com</a>><br>
To: <a rel="nofollow" ymailto="mailto:mgs@autox.team.net" target="_blank" href="mailto:mgs@autox.team.net">mgs@autox.team.net</a><br>
Subject: [Mgs] H4 or HS4 carbs on an MGA 1600 and Electronic Ignition<br>
<br>
I bought an MGA 1600 with HS4 carbs conversion and a crane fireball<br>
electronic ignition.? I would like to go back to a stock set up.? What<br>
are the *significant* pros and cons for doing so, for example power<br>
(rather than ease of maintenance)?? I know the H4s, but I am unfamiliar<br>
with working with HS4s (same with points vs electronic ignition).<br>
<br>
</blockquote>
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<div><font size="2">Under those circumstances a fault has obviously
developed. I'd definitely resolve that first. If you start messing
changing major components and still have problems you won't know whether
the original fault is still there, or it is something you have done, or
both. But why do you think four things all happened to go wrong at the
same time?</font></div>
<div><font size="2"></font> </div>
<div><font size="2">PaulH.</font></div>
<blockquote style="BORDER-LEFT:#000000 2px solid;PADDING-LEFT:5px;PADDING-RIGHT:0px;MARGIN-LEFT:5px;MARGIN-RIGHT:0px;">
<div style="FONT:10pt arial;">----- Original Message ----- </div>
<div><font size="2"></font><font size="2"></font><br></div>
<div>It ran great for @400 miles on a run from Raleigh, NC to just North of
Caryville, TN in the New Years Eve subzero weather, then quit. Would
fade and then rev back up (until it didn't anymore). Probably a
combination of fuel pump, bad fuel, coil, and voltage regulator issues. Man
was it cold on that mountain waiting for AAA!<br></div></blockquote></div></div></div><div id="ymsg65815" class="ymsg5059200919" src="mid://ACbWyQoAAEERWlaNpwb9ELo4ln8/4.8"><div id="yiv2012100914">
<div>
<div>Here are the reasons for my suspicions.</div>
<div>The prior owner did not drive the car very much.</div>
<div>Fuel Pump (weak slow clicking from the points and sharp blow to
the pump caused increase in performance)</div>
<div>Bad Gas (Problems began almost immediately after refueling. Lack
of prior driving and severe cold may have settled some debris
& water in bottom of the tank).</div>
<div>Coil (I had similar problems on another MGA that turned out to be
an overheating and failing coil)</div>
<div>Voltage Regulator ( Problems arose after turned on lights and
wipers and heater -- the starter would not crank and no
electrics on failure. Started it a couple of time with the hand
crank though. The seller gave me the charger as part of the deal
and he had a trickle charger installed permanently in the car. I
was able to recharge the battery overnight and then it cranked
well. Of course, it could be the generator or wiring downstream
from the regulator. It is on my to do list )</div>
<div>The heater control valve also sprang a leak over the distributor,
but that seems to have occurred only after the breakdown.</div>
<div>My question really is whether I should go back to the OEM set up
(which I have n irrational preference for) assuming all the other
problems are already sorted. Or would I be giving up some
significant performance enhancements. It did go over the
Continental Divide in NC strong and well at 60 MPH.<br>
</div>
<div><br>
</div>
<br>
<div class="yiv2012100914moz-cite-prefix">On 1/10/2018 2:13 AM, PaulHunt73 wrote:<br>
</div>
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<div><font size="2">Under those circumstances a fault has
obviously developed. I'd definitely resolve that first. If
you start messing changing major components and still have
problems you won't know whether the original fault is still
there, or it is something you have done, or both. But why do
you think four things all happened to go wrong at the same
time?</font></div>
<div> </div>
<div><font size="2">PaulH.</font></div>
<blockquote style="BORDER-LEFT:#000000 2px solid;PADDING-LEFT:5px;PADDING-RIGHT:0px;MARGIN-LEFT:5px;MARGIN-RIGHT:0px;">
<div style="FONT:10pt arial;">----- Original Message ----- </div>
<div><br>
</div>
<div>It ran great for @400 miles on a run from Raleigh, NC to just
North of Caryville, TN in the New Years Eve subzero weather,
then quit. Would fade and then rev back up (until it didn't
anymore). Probably a combination of fuel pump, bad fuel,
coil, and voltage regulator issues. Man was it cold on that
mountain waiting for AAA!<br>
</div>
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<div class="yiv2012100914MsoNormal" style="margin-bottom:12.0pt;"><span style="">Robert Guinness</span><span style=""><span style="color:black;"></span></span></div>
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</div></div><div id="ymsg60878" class="ymsg5059200919" src="mid://ACbWyQoAAEERWlaNpwb9ELo4ln8/4.9"><div id="yiv2012100914">
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Agreed, need to find out why it stopped running first.<br>
<br>
CR<br>
<div class="yiv2012100914moz-cite-prefix">On 1/10/2018 2:13 AM, PaulHunt73 via
Mgs wrote:<br>
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<div><font size="2">Under those circumstances a fault has
obviously developed. I'd definitely resolve that first. If
you start messing changing major components and still have
problems you won't know whether the original fault is still
there, or it is something you have done, or both. But why do
you think four things all happened to go wrong at the same
time?</font></div>
<div> </div>
<div><font size="2">PaulH.</font></div>
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