Bits and Pieces

Andy Denton Supplier of MG T-Type Ash Frames (including Timber Parts)

The services provided by Andy Denton, were featured in TTT 2 Issue 43. There was also a ‘thumbs up’ for his work from a satisfied customer published in Issue 45. Andy has recently been in touch to advise that his website is now up and running. You can find it at

It’s well worth a look – I think it’s wonderful to see a craftsman at work.

Finishing Touch’ bodyshop


Here’s another recommendation – this time, from me! Proprietor, Adrian Moore painted my J2 with which I was well pleased. Adrian has restored quite a few classics and has experience of T-Types. One of his current projects is a complete rebuild of Rick Haidon’s TC, which I hope to mention in despatches in future issues.

Adrian has just finished a re-paint on John Lansford’s TC. The job entailed quite a lot of work on the body which was expertly carried out by Paul, one of Adrian’s employees.

John Lansford’s TC1955

Have a look at the varied selection of restorations at

Marc Tipping P & T Repairs, Byfleet, Surrey

Michael Friend sent the following to me:-

“I can recommend Marc Tipping of P & T Repairs, Unit 1, Dorset Way, Byfleet, Surrey, KT14 7LB ( He is nearing the end of a chassis up rebuild of my TF which has been taking place since last summer.

Although essentially a high-class paint shop and coach works, he undertakes and oversees the complete rebuild of many makes of classic car (I have seen E-Type Jaguars, Aston Martins etc in his workshop) with a particular experience of re-building T-Types for several well-known MGCC and MGOCC members. Indeed, he was recommended to me by one of them. He has also rebuilt a TF of his own. Although just around the corner from me in Surrey, I confess that I had never heard of him before because he doesn’t advertise. He appears to have plenty of work and tells me that he exists primarily on recommendations. Always a good sign I feel. He is also a nice, helpful and knowledgeable chap, who is very easy to get on with”. 


John Bakewell has used this company for the restoration of his TC and has not been disappointed. Classic & Retro worked on the Ford Mexico and Transit van for the Channel 4 programme For the Love of Cars. Some of their projects (which includes John’s TC) can be viewed at

Fitting TA pistons

Gordon Norman offers the following advice:

“I had to refit the pistons in my MPJG engine with the crank shaft still in place recently because although the big end bearings had to be re-metaled, the journals on the crank shaft were still ok. After scraping in the new big ends, I found I couldn’t get a normal ring compressor in past the crankshaft – it just isn’t possible. So, I made up some tubes just bigger than the pistons from a strip of aluminium 1.1/2″ wide and stuck the tubes together with Araldite. I formed them around the bottom of the pistons and clamped them with small clamps until the glue went off, I left them for 24 hours. I then fitted the sleeves to the pistons, compressing the rings on the bench, liberally applying plenty of oil and leaving just about 1/8″ of piston above the aluminium sleeve to act as a lead for the liners. The pistons, with a bit of juggling and moving the crankshaft to gain space would then go past it ok. All I then had to do was to locate the top of the piston in the bore and with a firm push they just slipped in. Then I cut the rings with some tin snips and removed them around the con rods, it worked a treat.

I hope this note may help someone else with the same problem.”

Ed’s note:

The aluminium strip was 22BSWG which is 0.028” The strips were cut from a fire place cover from the back of an old gas fire!! 

Dave’s ‘Doughnuts’

These were featured in the December 2017 issue. They are a ‘fix’ (which seems to last) for the clunk experienced if your rear wheel splines are worn.

Simply, it’s a foam rubber ring which fits between the brake drum and the wheel. As you tighten the spinner, the ring is squashed tightly in the space. The rubber forms around the drum 1/2 nuts on one side and the spoke nipples on the other, stopping the wheel moving to and fro.

Do they work? – well, they certainly work on David Heath’s TA and have lasted for years.

Following the article in the December issue, the ‘doughnuts’ were sent to various owners, including a pair to Tasmania, to Belgium and within the UK.

Renaud de Villeneuve from Belgium reports that after a test run, “It seems the klonk has disappeared”.

Cost of the ‘doughnuts’ is £15 per pair inclusive of UK postage. Please order via The Editor jj(at)

{please substitute @ for (at)}.

They can be sent worldwide for a relatively small additional postage cost.

Facebook page for TD enthusiasts

For information, there is a Facebook page for MG TD enthusiasts with over 1100 members and which I created when I bought my MG TD 1953 8 years ago.


Mogens Jensen, DK

Lucas Ammeters

I promised in the editorial of the previous issue that I would publish some useful information received from Jim Waltrip on Lucas ammeters. Over to Jim….

“I know there is always lots of confusion on what are the correct gauges for T-Series. Concerning ammeters, here is a list of Lucas numbers that are taken directly out of multiple Lucas catalogs I have, going back in the 1930s and later.

MG TC original number 369269, 0-20-0. The only script is ‘amps’. Lucas shows this number being correct for 1946-1950 TC. Also fits MG 1 1/4 Tourer, 1947-1950.

369269 at some point gets superseded to 36153, 0-30-0. 36153 is also the number listed for TD, 1951-1953.

Number 36181 listed for TF, 1954-1955.

This number also listed as the superseded number for the MG 1 1/4 Saloon, 1947-1951. Original number being 36028.

In your information about ammeters you show one, post war, without any lettering other than ‘amps’, which is the 369269. The case number on that particular ammeter you show is 36174 which is the original and correct number for numerous other British cars, Peerless, Swallow/Doretti and most common Triumph TR2/3 to 1959.”

MGTC – Registration mark MG 7404 (TC4555)

This item should really have been included under ‘LOST & FOUND’, but it came in very late, so it’s included here in the hope that it will still be seen. Steve Long has just e-mailed to ask if the owner of this TC (thought to be in the US) could get in touch with him, please.

The car was given to Steve’s father (who is in his late eighties) by his grandfather as a 21st birthday present. Interestingly, the car was purchased from Donald Campbell (it was his wife’s car).

If you can help, please contact Steve at:

Home(at) {please substitute @ for (at).

Steve’s dad would be delighted to hear from you.

DVLA Internal Memo

Mention of this was made in the editorial. The text is as follows:

From: (left blank)

Sent 17 August 2017 12.03

To: (left blank)

Subject: Full keeper/previous keeper history requests.

Please find attached the agreed amendments to the MIS546 booklet in relation to the current keeper or previous keeper requesting information about former keepers. One thing I have noticed the MIS546 version you sent me is not the most up to date version published on

As we discussed, there is no reason why we can’t provide the history of a vehicle but details of the previous keeper(s) (name(s) and address(s) should not be provided unless the reasonable cause provision can be met.

We can commence rejecting applications where reasonable cause is not met in relation to these requests and I have attached a suitable reject letter for the purpose.

(A thick black line follows, obviously to obliterate names)

I trust this clarifies the situation with regards to these applications.

If there is anything else please let me know.


Data Protection Policy

Strategy, Policy and Communications Directorate I D16 I DVLA I Swansea I SA6 7JL

Ed’s note: The reasonable cause provision has been explained in a previous issue, as follows:

“Reasonable cause” criteria include tracing the registered keeper of an abandoned vehicle, or one parked on private land, or details of ownership for court proceedings, or road traffic accidents.