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21. RE: Costello V8 (score: 1): Author: Paul.Kile@Aerojet.com (KILE, PAUL D); Date: Thu, 18 Nov 1999 15:01:36 -0800; There's a guy named Dave Michel from Alexandria VA that has an original Costello MkII roadster (Mark II because it has the rear-facing Weber carb instead of the Rover SUs and power bulge in the hood); /html/mgb-v8/1999-11/msg00035.html (10,328 bytes)
22. RE: Disappointment for the day (score: 1): Author: Paul.Kile@Aerojet.com (KILE, PAUL D); Date: Thu, 14 Oct 1999 12:21:33 -0700; Simon mentions that the Factory car option is the "easy way out". Yes and no! I was lucky enough to stumble upon one of the 20 or so Factory GT V-8s in North America back in 1995, and I sold my soul; /html/mgb-v8/1999-10/msg00041.html (15,729 bytes)
23. RE: Fuel Pump (score: 1): Author: Paul.Kile@Aerojet.com (KILE, PAUL D); Date: Mon, 9 Aug 1999 13:18:01 -0700; Paul H., I'm glad you provided your comments on the SU pump. I am curious though - if the pump was installed by the PO at least 5 years ago, is this the same Hall-effect unit that SU/Burlen is now se; /html/mgb-v8/1999-08/msg00009.html (9,709 bytes)
24. RE: Fuel Pump (score: 1): Author: Paul.Kile@Aerojet.com (KILE, PAUL D); Date: Mon, 9 Aug 1999 13:57:23 -0700; I am counting Canada as well, my friend Dan Suter from New York has done the most work to research and put the current list together. I know that some of the cars (including mine!) are not currently; /html/mgb-v8/1999-08/msg00010.html (8,971 bytes)
25. RE: Fuel Pump (score: 1): Author: Paul.Kile@Aerojet.com (KILE, PAUL D); Date: Mon, 9 Aug 1999 14:50:42 -0700; Are you sure the SU pumps you installed were fully "solid state"? If one stretches the point, you could call an SU pump with a diode instead of a capacitor "solid state". That is what I have been bu; /html/mgb-v8/1999-08/msg00012.html (11,590 bytes)
26. RE: priming the oil pump (score: 1): Author: Paul.Kile@Aerojet.com (KILE, PAUL D); Date: Thu, 26 Aug 1999 06:14:24 -0700; You neglected to provide the most important piece of information - WHY your engine lost prime. I don't think most of us on this list will chide you if you did something dumb, in fact we all have mad; /html/mgb-v8/1999-08/msg00020.html (9,460 bytes)
27. RE: Brakes (score: 1): Author: Paul.Kile@Aerojet.com (KILE, PAUL D); Date: Thu, 3 Jun 1999 15:37:53 -0700; I believe this gives you a clone to the Factory MGB-GT V-8 brakes. The calipers actually use one side from the MGB and one side from the Triumph. This gives you a caliper with a wider slot to allow; /html/mgb-v8/1999-06/msg00003.html (7,623 bytes)
28. RE: Cooling (score: 1): Author: Paul.Kile@Aerojet.com (KILE, PAUL D); Date: Sun, 14 Mar 1999 09:05:54 -0800; Have you checked your "steam hose"? This is the small diameter hose that goes from the water outlet downstream of the thermostat to the intake manifold just below the carburetter adaptor plenum. I b; /html/mgb-v8/1999-03/msg00025.html (9,477 bytes)
29. RE: MGB-GT V8 engine choice (score: 1): Author: Paul.Kile@Aerojet.com (KILE, PAUL D); Date: Thu, 14 Jan 1999 15:44:08 -0800; I believe the 1980 SD1 engine with the "Federal" style injection (with the flat plenum) will clear the MGB bonnet if mounted correctly, however the Euro style SD1 injection plenum will not clear wit; /html/mgb-v8/1999-01/msg00015.html (9,714 bytes)
30. RE: MGB-GT V8 engine choice (score: 1): Author: Paul.Kile@Aerojet.com (KILE, PAUL D); Date: Fri, 15 Jan 1999 09:53:19 -0800; I can attest to the firmness of those V-8 spec mounts, the 4-cylinder MGB mounts feel like jello in comparison. Installing the mounts in a factory V-8 installation is an exercise in patience and fort; /html/mgb-v8/1999-01/msg00028.html (11,356 bytes)
31. RE: Pictures of V8 MG's... (score: 1): Author: Paul.Kile@Aerojet.com (KILE, PAUL D); Date: Tue, 3 Nov 1998 13:12:21 -0800; Check out my article on my factory car at: http://www.british-cars.org.uk/kimber/news/news146.html Cheers, Paul Kile; /html/mgb-v8/1998-11/msg00004.html (8,398 bytes)
32. RE: Rover/Buick/Olds conversions... (score: 1): Author: Paul.Kile@Aerojet.com (KILE, PAUL D); Date: Fri, 20 Nov 1998 14:16:36 -0800; There are two reasons for the use of the Rover/Buick/Olds V-8 in an MGB installation - weight and parts availability. If you check out the "engine weights" page on the Scions of Lucas web page, you; /html/mgb-v8/1998-11/msg00031.html (10,488 bytes)
33. RE: Rover 8 vs. ? (score: 1): Author: Paul.Kile@Aerojet.com (KILE, PAUL D); Date: Mon, 23 Nov 1998 06:33:14 -0800; As far as stock look goes, my Factory V-8 has no hood bulges or other giveaways that there is a V-8 under the bonnet. If you were to remove the special wheels and revert to Rostyles, remove the V-8; /html/mgb-v8/1998-11/msg00047.html (9,329 bytes)
34. RE: car lifts (score: 1): Author: Paul.Kile@Aerojet.com (KILE, PAUL D); Date: Thu, 29 Oct 1998 09:08:21 -0800; I would find this car lift an unnecessary expense. For most "normal" jobs underneath my factory MGB-GT V-8, jack stands under the rear axle and the front box sections just behind the wheel wells do j; /html/mgb-v8/1998-10/msg00026.html (11,871 bytes)
35. RE: spark plugs (score: 1): Author: Paul.Kile@Aerojet.com (KILE, PAUL D); Date: Thu, 10 Sep 1998 12:47:30 -0700; Just a note here - remember that there are two different cylinder head configurations used on the Rover/Buick V-8s when it comes to spark plugs. The early heads (up through 1976) used 18mm short reac; /html/mgb-v8/1998-09/msg00009.html (7,681 bytes)
36. RE: "Modern" Improvements for the MGB (score: 1): Author: Paul.Kile@Aerojet.com (KILE, PAUL D); Date: Thu, 27 Aug 1998 09:30:54 -0700; Item #1 - Nice description, but they didn't quote a price (probably hellishly expensive), and where do you put the battery, especially if you have a GT? The only thing I can think of is to buy an Op; /html/mgb-v8/1998-08/msg00050.html (13,992 bytes)
37. RE: SMOG was Let the mods begin (score: 1): Author: Paul.Kile@Aerojet.com (KILE, PAUL D); Date: Fri, 28 Aug 1998 07:25:43 -0700; I can shed a little light on the Federal-spec MGB-GT V-8s. 2,591 UK-spec RHD MGB-GT V-8s were made between 1973 and 1976, but early in 1973, 7 cars were built with full Federal spec safety and smog; /html/mgb-v8/1998-08/msg00057.html (16,747 bytes)
38. RE: Calipers (score: 1): Author: Paul.Kile@Aerojet.com (KILE, PAUL D); Date: Mon, 20 Jul 1998 07:07:31 -0700; Paul H., I believe the original purpose of the cutouts was to prevent brake squeal. If so, it would make sense to me to orient the cutout toward the trailing edge of the pad. This would have the effe; /html/mgb-v8/1998-07/msg00016.html (9,924 bytes)
39. RE: Rover's out west (score: 1): Author: Paul.Kile@Aerojet.com (KILE, PAUL D); Date: Mon, 22 Jun 1998 06:29:13 -0700; Sounds like a great idea, but I would have to wait about a year - the Factory GT V-8 disassembly is just about complete down to a bare bodyshell, my target for completion is next May (for the Dixon; /html/mgb-v8/1998-06/msg00011.html (8,197 bytes)
40. RE: Tach mods (score: 1): Author: Paul.Kile@Aerojet.com (KILE, PAUL D); Date: Thu, 23 Apr 1998 06:38:35 -0700; Don't know about the tach (since I have a Factory GT V-8 which came stock with an 8-cyl neg. ground tach), but I can give you some hints on shop manuals. First, you could go with the reprint of the; /html/mgb-v8/1998-04/msg00024.html (9,521 bytes)

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