Hi Guest!
Hey - did you know if you click on the title of a thread it will take you to the first unread post since you last visited that thread?
but were afraid to ask: 
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smilie in place of the real @
Pretty Please - add it to our Events forum(s) and add to the calendar! >> 
Greetings to all fellow Austin-Healey and other British car enthusiasts. I've just restored, painted (Spruce Green) and mostly sorted an early, body #237 Austin-Healey 100, complete with late BJ8 front disc brakes and beefier spindles/stub axles, upgraded wiring, alternator, negative ground, modern Facet fuel pump, Toyota 5-speed, and other relatively stealth mods. My mission here: Create a standard-looking 100 that can be driven with less chance of an unscheduled stop by the side of the road.
My next upgrade: Replace the standard, crack-prone AH 100 iron cylinder head with a Moss/DW alloy head with heavy-duty studs and a multilayer heavy-duty head gasket. Standard torque specs for the head studs are 75 lbs ft. Wondering whether the alloy head with stronger studs uses the same specs (and whether the specs for the rocker-shaft pedestals are also to standard specs with an alloy head).
Look forward to asking more questions and actually answering a few based on my experience with this and my earlier Austin-Healey BN6 100-6!
My next upgrade: Replace the standard, crack-prone AH 100 iron cylinder head with a Moss/DW alloy head with heavy-duty studs and a multilayer heavy-duty head gasket. Standard torque specs for the head studs are 75 lbs ft. Wondering whether the alloy head with stronger studs uses the same specs (and whether the specs for the rocker-shaft pedestals are also to standard specs with an alloy head).
Look forward to asking more questions and actually answering a few based on my experience with this and my earlier Austin-Healey BN6 100-6!
