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1. Re: TD Choke Cable (score: 1): Author: fogbro1 <fogbro1@bellatlantic.net>; Date: Sun, 20 Aug 2000 20:57:22 -0400; I'll tell you what worked for me. I replaced the cork jet seals with the Moss "neoprene" in order to stop the ever present seepage at the jets. Not only did the jet assemblies remain dry after this; /html/mg-t/2000-08/msg00121.html (7,356 bytes)
2. Re: TD Engine (score: 1): Author: fogbro1 <fogbro1@bellatlantic.net>; Date: Sun, 20 Aug 2000 21:03:12 -0400; AFAIK, the only difference will be a higher oil pressure reading at the gauge with the "block" connection. There is a pressure drop in the "block to head" oil pipe, so that the early type, connected; /html/mg-t/2000-08/msg00122.html (6,669 bytes)
3. Re: Ammeter (score: 1): Author: fogbro1 <fogbro1@bellatlantic.net>; Date: Wed, 07 Jun 2000 21:50:34 -0400; Who's "MoMa"? Ed Woods; /html/mg-t/2000-06/msg00074.html (7,540 bytes)
4. Re: MG engine piston replacement (score: 1): Author: fogbro1 <fogbro1@bellatlantic.net>; Date: Thu, 30 Dec 1999 12:51:15 -0500; I've rebuilt T series engines since 1965 and have three words to say: "Lee is correct" Ed Woods; /html/mg-t/1999-12/msg00060.html (6,953 bytes)
5. Re: Changing Rear End Ratio in a TD (score: 1): Author: Ed Woods <fogbro1@bellatlantic.net>; Date: Mon, 23 Aug 1999 07:56:58 -0400; To the best of my recollection, your TD is doing 15 mph per 1000 rpm with the standard 5.125 diff. This should be reduced to 839 rpm at 15 mph with the 4.3, or 3356 rpm at 60 mph. The XPAG may be ha; /html/mg-t/1999-08/msg00019.html (7,500 bytes)

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