Geoff Fletcher and his TC8365
There have been some previous reports in TTT 2 of Geoff’s TC restoration.
Geoff had a serious set-back when a radiator shell he sent to a plating company (which better remain nameless) was completely ruined. Geoff was devastated and for a while all work on the restoration was paused. Over to Geoff………………….
“Back on that restoration again, I picked up my now expertly repaired and chromed grill from Allmetalpolishing-Classic of Hull, what a job he has made of that damaged grill of mine (severely damaged by a previous chrome plating company). He’s a real nice guy to deal with and I would be very happy to recommend his services to anybody. I had thought it was unrepairable but this guy did is best and made an excellent job of it, one or two tiny blemishes but considering how bad it was it’s a great finish. I picked it up just over a week ago and I have included a couple of photos with the grill fitted, with a section of bonnet is laid on just to check the fit. I did take a couple photos minus bonnet section but the ones with bonnet in place came out better than the ones without. I should be able to make steady progress now and will update you has I proceed.”
Allmetalpolishing of Kingston-upon-Hull is run by ‘Polish Pete’ www.allmetalpolishing.co.uk
“Little and Large” or is it “Large and Little”?
Carl Grady sent me this picture of his 1930 Model A Ford Coupe and his TA. The TA is TA1795, which Carl has decided to sell (he may have sold it by now). Here’s a larger picture of the TA.
If that’s a Triumph Herald Coupe in the background, I haven’t seen one in ages.
Carl can be contacted at gradycm60(at)yahoo.com [Please substitute @ for (at)].
More cars For Sale
I bought this 1947 TC in 1984 in a semi derelict/dismantled condition. Stripped it completely to the bare chassis which was dimensionally checked, shot blasted and painted. The body tub was stripped of all metal paneling, all rotten wood was replaced, retaining as much original wood as possible. Preservative treated & re skimmed in aluminium including the doors. The four wings, scuttle top, bonnet, petrol tank & front apron are original steel having undergone much refurbishment.
The interior is dark blue leather (collingburn) with black duck hood, side screens and full length tonneau cover (individual, matching bucket seats fitted).
The car was re licensed, MOT’d & put back on the road in May 2003 (the first time since 1963). Has original registration number.
Specification: Chassis, Running Gear
Springs: Front, New, fitted with two extra top leaves (ie. Lowering the front by approx ½“) No 2 leaves thicker. Polybushed rear shackles. Bushed front eye.
Rear: Retempered and set, No. 2 leaf thicker, locating washers either side of the front silent blocks, rear shackles polybushed.
Shocks: Telescopic front & rear 1950’s conversion kit.
Back Axle: ‘Phil Marino USA’, tapered, keyed, threaded high tensile half shafts, hubs taper bored & keyed to suit, sealed bearings, machined & shimmed bearing carriers, bearing locking rings incorporating oil seals (ie. Dry rear brakes) diff ratio 4.2:1 Hypoid, all taper roller bearings.
Front Axle: Straightened, all angles jig checked. New kingpins & bushes, shimmed thrust washers, stub axles inserted with new high tensile shafts. Hub bearings opposed taper rollers, pre-loaded with shimmed spacers.
Steering; Datsun type 140/141, re circulating ball, solid shaft steering box and column, panhard rod/hydraulic steering damper, heavy duty rod end track rods. Rod end anti tramp bars fitted.
Brakes: Front double leading shoe (TD/F/YB) with cooling air scoops and exit holes, front & rear Datsun (240/260 Z) Aluminium finned drums, Goodrich high pressure hoses. MGB remote servo and hydraulic brake light switch.
Wheels: 15” x 5.5J centre laced, 60 spoke fitted with 15” x 185 radial tyres. Powder coated silver.
Engine: Wolseley 4/44 XPAW (round water hole), block number 30029, over bored plus 140” giving 1380 cc, pistons solid skirt, 3 ring ‘aerolite’ USA. Dip stick repositioned as TC. Lip seals front & back.
Crank: Late type (forging number 168557) mains .010” journals .010”, glacier shells, end float .004”. High tensile con rod bolts, Allen cap head small end clamp bolts. All Loctite sealed.
Fly Wheel: Lightweight, windowed, steel, ‘spider’ 120 tooth ring. Allen cap head bolts, wired.
Clutch: 7½ inch diaphragm, ¾ inch diameter clutch operating shaft. Ball bearing clutch release.
Camshaft: Crane part number 340-0010, three quarter grind, adjustable timing sprocket set at 105 degrees. New bucket type followers, standard size (STD) new bearings.
Head: Laystall aluminium (dated 1953), large valve, bronze guides, short springs, aluminium spacer, metro guide top oil seals, 32mm chamber capacity, 10.4:1 compression ratio (block pocketed to clear), ported & balanced.
Induction/Exhaust: Derrington 4 into 2 into 1 extractor, incorporating inlet, 2 x 1½ inch SU/s, heat shield, spacers, K & N cone filters with stub stacks, air scoop intake on bonnet side, straight through large bore exhaust.
Lubrication: Large capacity 10 ½ pint TF sump, central pick up, baffled front/back, side/side with oil temp take off. Late type, horizontal combined oil pump/filter with auto priming, fitted with thermostatically controlled oil cooler adapter, taking a disposable oil filter cannister, Oil cooler radiator under the front apron, large, 20 P.S.I. oil warning light to dashboard.
Balancing: Con rods, end to end, pistons & crank separately, crank, fly wheel, clutch, sprocket, pulley & dog all balanced as a unit & marked.
Distributor: Electronic, negative earth, coil to suit, advance curve to suit camshaft/engine specification (calibrated/engineered by H&H).
Cooling: New water pump, XPAW Pulley, plastic multi blade fan, expansion tank pressurised at 4 P.S.I. Smiths re circulating type interior heater fitted.
Gearbox: Ford type 9 five speed, all syncro having uprated first gear ratio of 2.89 (3.65) also heavy duty layshaft/laygear, large roller modification giving overall ratios of 2.89, 1.97, 1.37, 1.00, 0.82. Drain plug added.
Additional: Battery re located to rear (as TA/B), master cut off switch fitted, new wiring loom, everything independently earthed, high level brake/rear lights & flashing indicators, air horns, reversing light, rear fog light, brake light behind the spare wheel, all period Lucas 494. Matching 7” period Lucas fog and ‘flame thrower’ spotlights. Anti-run on valve, aluminium rocker box. Luggage rack. Solid state negative earth FACET petrol pump. ‘Filter King’ pressure regulator set at 2.5 P.S.I. Sat Nav/Mobile phone charger socket. Hi Torque Starter Motor. 90 BHP CRUISE AT 70/75 MPH at just under 4000 RPM.
The car is located in West Yorkshire.
Please contact Ron Ward 07790 458386.
1947 TC (ex-Len Goff)
This is TC 2870 located in Northamptonshire. Details from Melanie at melmoss61(at)gmail.com [Please substitute @ for (at)].
Difficulty in getting hydraulic pressure when bleeding brakes.
Having renewed the master cylinder and all the wheel cylinders on my TF, I was having difficulty with getting pressure to remain at the brake pedal. I could pump the pedal and get pressure at the pedal, but the pressure didn’t last. Having stopped pumping and got acceptable pressure, when I came to pump again, the pressure was gone until I started pumping again.
My friendly ‘old fashioned’ garage man came to my rescue with a device he calls ‘the dead man’.
The idea is that you pump the pedal and get some pressure and then you position one end of the ‘dead man’ against the pedal and wedge the bar of the ‘dead man’ against the driver’s seat and leave it in position overnight. The next picture should help to illustrate this.
Still not clear? This short video might help:
Just to explain my use of the term ‘old fashioned’ as it applies to my garage man (Phil). As regards technical knowledge he is far from ‘old fashioned’ and could give some of these ‘whiz-kids’ a good run for their money. For example, he has made it his business to understand modern car wiring systems. He will always go the extra mile to sort out any car problem and nothing defeats him. A true legend!
PISTON REMOVAL – MPJG ENGINE
The pistons and connecting rods can be withdrawn from below, after dropping the sump. The first series of engines, up to and including engine number MPJG 696, were fitted with pistons having four rings, the two upper rings being plain compression rings, the third a slotted scraper ring, and the bottom a stepped ring located by a peg: take care when re-fitting this type of piston that the bottom ring does not ride on the peg.
Later engines are fitted with pistons carrying two compression rings and a slotted oil scraper. The clearance of the first type of piston should be .004 in. below the top rings, at 90 deg. to the gudgeon pin. The later pistons require a clearance of .0024 in. Take care on reassembling either type that the gudgeon-pin clamping bolt is on the offside of the engine – otherwise oil-spray hole drilled in the upper half of the big-end bearing will not register correctly to ensure lubrication of the cylinder bores.
The big-ends cannot be taken up, re-metalled rods are obtainable from the factory and can be bolted up without hand fitting.
These little ‘critters’ were featured in Issue 63.
They fit between the rear brake shoes and the backplate on the TF (and, I think, the later TD) to stop lateral movement. They are a devil’s own job to fit, but I managed to fit three of the four when renewing the brake cylinders on my TF.
The fourth one utterly defeated me and I had to call on Phil (garage man) to fit it for me.
I previously thought that I had found the solution to fit these springs (see below) but it turned out to be ineffective.
Steel gaskets (and nitrile bonded cork gaskets) for the tappet chest side plate.
In the APRIL issue, I said the following:
I think we have probably now satisfied the demand for this ‘mod’ which was introduced by Paul Ireland back in December 2020. I have only 4 kits left, so if you need a set, please be quick. I have studiously wrapped and sent out dozens and dozens and I could do with a rest…what’s rest?
How hopelessly wrong could I have been! Following publication of the April issue, the orders started rolling in. Unsure as to whether the momentum would continue, I ordered another 20 kits (20 steel plates and 40 nitrile bonded cork gaskets). Within a couple of days of ordering I quickly realized that 20 kits would not be sufficient, so I increased the order to 30 kits. I think the suppliers (the steel from Norfolk and the nitrile bonded cork from Sheffield) must think I am slightly mad!
Well, all those kits are now sold and there is a waiting list, which at the time of writing this (31st May) numbers 12 people. I now need to decide on how many more kits to order and it is a balancing act between satisfying demand and not having them left on my hands.
On balance, I will take the plunge and order another 30 kits. If you would like a set, please send an email to jj(at)ttypes.org [Please substitute @ for (at)] and I will let you have payment options.
The bad news is that both suppliers have increased prices (just like everything else in the UK) and I had to charge £14.00 (up from £12.50) [which is barely enough] for the last order. I cannot envisage the price increasing again in such a short time span.
Good old Postman Pat has also increased his prices (up from £3.35 to £3.49) but the ‘Small Parcel’ up to 2kg weight is an important item for Royal Mail in the fiercely contested parcels market, so I guess they have pegged the increase to the minimum.
Having told you the bad news, the good news is that whilst I am still waiting for a couple of payments, it looks as though I’ll be able to send Paul Ireland £130 from the sale of the last lot of kits towards his project to help with children’s education in a couple of schools in Tanzania.
DVDs ‘Supercharging the XPAG’ and ‘Getting the most from your XPAG/XPEG’ (PAL VERSION)
I’d like to sell these two DVDs. They are new, having never been opened. The ‘Supercharging the XPAG’ DVD is by Steve Baker from a presentation he delivered at the MGCC ‘Rebuild’ event back in 2013. The ‘Getting the most from your XPAG/XPEG’ DVD is by George Edney from a presentation he delivered at the same event.
I am asking £3 for each DVD (which is half price), plus £1 UK postage, total £4 for each one. If you buy the two, you can have them both for £5 plus £2 UK postage, total £7.
Contact details are as for the tappet side plate kits.
DVD ‘Inside the Octagon 2’
This DVD (in PAL version) is lightly used, and plays perfectly. It relates the story of the MG Car Company from post-war up to the closure of the Factory in 1980. Includes interviews with key personnel. Running time is approx. 88 minutes in colour and black and white. £5 inclusive of UK postage. Contact details are as for the tappet side plate kits.
The GWT9A or 11 or 13 battery from Lucas.
The following has been received from PeterPichler:
“Many of the BMC cars of the ’50s employed the GWT9A or 11 or 13 battery from Lucas.
I would very much like to converse with someone in the UK, that is familiar with this class of Lucas battery.
Here in Canada, there is now absolutely no one that actually used this battery at one time and frankly, there probably are less than a dozen people in the USA that could conduct a technical discussion about this battery.
There is a dearth of published documentation from Lucas on this topic, surprisingly – very much unlike Lucas!
My interest in this matter is for purposes of being able to reproduce this battery, under Lucas trademark licensing, to the best of my ability.
If you are able to provide me some contacts in the UK, or even in any of the former British colonies, that may start the ball rolling, I would very dearly appreciate such feedback.” peter(at)ppichler.ca[Please substitute @ for (at)].
MG TC Heat Shield
The following notes were written some time ago by Barrie Jones of the MGCC T Register:
“Due to the different characteristics of modern fuel, many classic MG TCs suffer from hot restart problems because:
- The float chambers are located too close to the exhaust manifold, and
- The float chambers need to be shielded from the heat radiated by the manifold
I have therefore designed this heat shield kit specifically for the MG TC.
My heat shield is made from 0.9mm thick polished stainless steel, accurately cut with a laser. It is then folded to align closely with the exhaust manifold.
The highly polished surface is not just decorative, it reflects the heat radiated by the exhaust manifold (unlike some other heat shields that are faced with asbestos and absorb the heat).
To move the float chambers further from the manifold, this kit includes a pair of 12mm thick spacers made from alloy and machine-cut using water jet technology. These spacers are fitted before the heat shield. They move the air intake manifold away from the air filter by about 12mm, but the original sliding joint and jubilee clip should accommodate this.
You will find that the original 4 bolts holding the filter assembly to the carburetters are too short. I have had reports that you should use 2 bolts and 2 studs. Fortunately, the threads are compatible with modern metric bolts (10 x 1.5mm metric). You will also require a total of 6 standard carburetter gaskets to fit this kit.
This kit will also fit the MG TD so long as you are not using the original air filter and inlet trumpet.”
When Barrie stopped supplying these kits, he sent me some shields and spacers and I have since ordered new stock. The shields I have had produced are exactly the same, but I could not get the alloy spacers made to an acceptable price, so they are now made from steel.
The price of the shields is £16 and the spacers are £5 each, so total is £26 plus £3.49 postage. You will need to source your own fixings and carburetter gaskets.
The kit will not fit if the engine has been moved forward. [jj(at)ttypes.org [Please substitute @ for (at)]
PS: Here’s another pic of the heat shield: