Bits and Pieces

Heat Shields for TB/TC and TF

I have a few of these in stock which have been supplied to me by Barrie Jones. They are made from stainless steel and are priced at £15, plus postage. The TF heat shield has larger holes for the H4 carburetters and must be fitted along with the original TF spacers. The TB/TC version has smaller holes for the H2 carburetters. To fit this shield to the TB/TC you will also need the aluminium spacers shown in the photo (at £5 per spacer). This in turn will require longer exhaust manifold studs (not supplied), ideally 60mm long, with 20 mm of thread at each end. The threads should be 10×1.5 modern metric.

Some questions have been asked about the use of aluminium for the spacers. Here is Barrie’s explanation of the theory behind his design:

“The main problem with modern fuel seems to be the Ethanol content. This apparently slows down the burn so that the partially-burnt fuel continues to burn after it has been ejected from the engine. This raises the temperature of the exhaust manifold, and the radiated heat could boil the fuel in the float chambers.

The TC/TD float chambers are very close to the exhaust manifold, so

1) The polished stainless steel reflects the heat away from the float chambers.
2) The spacers move the float chambers further away from the exhaust manifold, reducing the effects of radiation even more.

There is a secondary problem. When Ethanol vapourizes as it exits the jets of the SU carbs, this has a refrigerant effect. On a cold, damp morning it could cause any water vapour in the air to freeze, blocking the jets with ice. This happens in aircraft. Pilots are taught that icing-up of a carburetter can happen with air temperatures as high as 20°C (68°F). So, by making the spacers from alloy I am trying to get MORE heat to the carb body whilst I am trying to get LESS heat to the carb float chambers”.

The following testimonial was recently received by Barrie from a TC owner who was supplied with the heat shield and spacers:

“…It has really done the trick. I went for the first long run of the season today. No overheating or trouble re-starting – Excellent!”

New stub axles for TA/TB/TC

Tim Patchett (T-racer) has just three (3) sets left from his most recent batch. The price is £630.00 per pair, plus insured carriage of £15.00 posted to a UK address. Tim’s contact details are: happypeople222(at) {please substitute @ for (at)}.

Report of a steering failure on a TD

The following has been received from Cecil Wells:

“Only by the grace of God I averted a potentially disastrous event. I backed my MG TD out of the garage to let it run a few minutes. When I started to drive it back in I turned the wheel a little and something didn’t feel right. Turned the wheel again, then I couldn’t turn it at all (no steering). Inspecting under the hood revealed only one (of three) bolts remained in the pinion shaft flange. Two of the three nuts had come loose and the bolts and rubber bearings were lost. Evidently the cotter pins were not installed (probably during the restoration by the former owner). I would strongly recommend an inspection for this problem”.

Calling the current owner of TD12175

Mic Bennett owned TD12175 from 1969 to 1976 and would welcome the opportunity to communicate with the present owner. Mic’s e-mail address is Mic(at) Please substitute @ for (at).

Repair of Clocks

The following has been received from David Ward:

“I received my first edition of Totally T-Type 2 and found it very interesting, especially the article on page 17 about TD clocks.

In my teens (late 1950s) I owned a 1936 MG TA. I already own a 1976 MGB GT, converted back to chrome bumper, and decided to invest in a T- Type. I went for a TD as it seemed to incorporate various improvements over the TA, TB and TC but kept the overall T-Type appearance.

I am now starting to make general improvements to the car to bring it up to showroom standard. One of the first things I noticed was that the clock did not work.

Amongst other hobbies I do restore and collect old clocks. I removed the rev counter and attempted to mend it. I found that it was full of dirt, but even after cleaning it still would not work so I placed it in a small vice and separately powered it.

It would run for a few minutes and then stop. By accident I happened to view the mechanism late one evening when it was dusk and observed sparks in various areas of the clock.

I am a qualified electronics designer and could see this was electrical arcing from the coil. By adjusting the electrical contact arm (quite intricate) I have managed to get the clock working again. For how long remains to be seen, but so far it has been ok for 2 months.

If any of your members are interested I would be willing to see if I can repair their clocks. A very small fee would cover my expenses”.

Ed’s Note: David can be contacted by e-mail at: warddavidc(at) Please substitute @ for (at). Below are a couple of pics; the first is of David’s TD and the second is of David’s clock, which is still working fine.

Tool Rolls

Mike and James Collingburn have asked me to give their tool rolls a mention, so here goes…..

Repro of Vintage tool roll for Classic Cars, mainly post-war with leather trim. They are based on originals found in T and Y-Types. They were bought in by the Morris Group to hold the tool kits for Morris, MG, Wolseley and Riley cars but may have been bought in by other marques. They can be used on any car, mainly post-war that had a later, smaller tool kit.

Tool Roll is 16 1/2″/42cm x 10 1/2″/ 27cm made out of heavy duty, double skinned Tan/Beige hooding (same used on hoods and tonneaus) canvas with sewn and riveted leather straps. Made in small batches, all holes are punched by hand and eye. They are actually better than original as they are thicker and more hard wearing. Some of the stitching on the centre strap that holds the loops may have wonky stitching – this is unavoidable and part of its production. They are very strong and well made.

You are buying a tool roll only, it does not come with any tools, nor do we sell them.

Retail they are £44.99 plus P+P, No VAT.

E-mail collingburn(at) substitute @ for (at).

Hagerty Classic Car Insurance

I have just responded to the renewal notice on my PB. The premium has not gone up and is extremely competitive. I could no doubt phone around and possibly save a few quid but I like Hagerty’s service and that means a lot to me.

The ‘Seven Deadly Sins’ series of articles

This issue should have included the sixth in this series of articles i.e. “TRACKING – set up, tyre tread and pressure”. The author, Eric Worpe, has prepared the article but due to pressures elsewhere (excuse the pun!) I have not ‘done my bit’. Normal service will be resumed for the August issue.

However, there is something relevant to offer you under the next heading……..

Front Bump Stop on the TC – distance between rubber stop and rebound plate

In response to a query from Geoff Piddington in Australia, Eric Worpe e-mailed the following:

“I wish I knew the correct answer to this question. I had thought of jacking up the front suspension and observing the relationship between the castor angle and the bump stop clearance. However, I’m doubtful that it would provide a definitive measurement.

Based on observations from admittedly a small sample, a gap between 30 to 40mm with springs that have recently settled seems normal. After a few years, this gap seems to reduce to about 25mm”.

Ed’s note: Is there any advance on 40mm or any examples of a gap below 25mm?

Stiffener Plate for MGTC Gearbox rear cover plate

A not uncommon occurrence (see pic below). The TA had a steel cover plate but thanks to the ‘bean counters’ this was changed to aluminium. Stiffener plates are available from Doug Pelton in the US and Bob Grunau in Canada. I am not aware of a UK supplier.

Photo supplied by Roger Sparrow – thanks Roger!

Articles held over to the August issue

I have a couple of ‘period’ articles from John Canty and Peter Dennis recalling their ownership of T- Types in the 1960s. John still has his TC and Peter now owns the TA which ‘starred’ in the Heartbeat TV series.

There is a story of a reunion involving Vic Lee, one time owner of TC1397 and Nick Hayes, the current owner.

There is also a fascinating account of a TC sold in Northern Ireland back in 1961 which has been traced to the USA.

I am still holding a couple of articles by Jonathan Goddard and I also have articles by Steve Cameron and Kevin Halstead. I really do need to spend a bit more time at the desk!