Category Archives: Issue 72 (June 2022)

Bits & Pieces

Then and now ………

From Oliver Richardson…

How’s that! My mother, same TC 59 years apart. Went for a half hour drive on Mother’s Day and she was even talking about having another go at driving it after a 50 year gap. Used to drive it daily.

TC6686 (HDG 661) bought by Oliver’s dad in ’63.

More on 19 inch radials for a TC

The following was received from Adrian Martin at the beginning of April:

I just wanted to express my thanks to Michael Sherrell for his very helpful advice on fitting radial tyres to a TC in the article in the February 2022 edition.   It came at a perfect time for me.

I am about to set off in our TC on a 2,500 mile run into Italy and back.  I have been running on standard Blockley tyres which are very good and certainly better than the “old” Dunlops but I needed a new set for this trip.

Michael said that he fitted the Bridgestone tyres but I chose to fit four Continental 155 70 19R 84Q because they have a more traditional tread pattern. 

Radials can be a bit rougher on the inside than Crossplys, so I provided the tyre fitter with a bag of French chalk to lubricate the inner tube inside the tyre.

The tread is about 15mm wider than the Blockley which is obviously an advantage on the road and I don’t think the tyres detract from the “classic” TC look.  There are a couple of photos attached.

The handling of the car really is significantly improved and the car is a joy to drive.

The one thing that I am still experimenting with is the tyre pressures.  The recommended pressures for these tyres on the heavy electric BMW i3 are 33 to 36 psi on the front and 41 to 44 psi on the rear depending on load.

I felt these were too high for the TC and have tried 28 all round at the lowest and 35 psi at the highest.The car seems happier at lower pressures but somehow, I worry that the bulging lower profile tyres don’t look quite so good and might be more prone to punctures.  I shall keep trying different pressures on a variety of roads and temperatures.

Ed’s note: I asked Adrian about inner tubes as I have received a few requests regarding these.

He confirmed that inner tubes are certainly required and the French chalk powder is important to avoid friction. He added that he used two of his existing tubes (probably Dunlop) which were in good condition. Also used were two new Blockley tubes (19 x 4.50) which cost £57.60 delivered.

It might be worth adding that other than Bridgestone and Continental there are also a couple of other makers – check out which is a very good value National supplier.

Road Springs

I recently had an enquiry from Colin Howes, Chairman of the MGC Register of the MG Car Club.  A mutual friend (Heinz Mueller in Switzerland) mentioned to Colin that I might be able to help. Colin wanted to keep his original springs, so was looking to have them re-set and retempered.

We discussed the possible options (Jones Springs in Wednesbury, West Midlands and Owen Springs in Rotherham, South Yorkshire). Colin decided to take his springs to Rotherham and reports that the results look encouraging. The springs are back on the car and it appears to be sitting at the correct ride height so hopefully they won’t settle too much further over time.

He would be happy to have his experience quoted for anybody looking for a similar service.

Steel tappet cover gaskets and nitrile bonded cork gaskets

Chris Bonner has been in touch to say that he made his own ‘steel’ gasket from 2mm aluminiumm but carried out a small design modification. He lowered the breathing holes below the centre line (his thinking was that the breathing will have further to travel giving longer for the oil to drop out). For the cork gaskets he cut the centre out of a standard one.

He reports on his experience, having fitted the modification as follows:

I have now done over 500 miles having fitted the baffle plate and have cruised on the motorway at around 70/80 mph, the fitting of the baffle plate made the engine breath a lot better with no residue oil coming out the breather pipe.

The original cork baffle restricted the breathing having distorted to the extent of blocking the breather pipe.

A great success – one of many modifications I have carried out over the years.

Ed’s note: I still have a good supply of the steel and nitrile bonded cork gaskets. The price remains the same at £12.50, but the UK postage is now £3.35. Overseas postage is very expensive and it’s best to contact me for a quote jj(at) [Please substitute @ for (at)].

Several purchasers have remarked on the value for money of these gaskets. Bulk ordering has meant that not only have we been able to keep the price low, but we have also been able to set some money aside for Paul Ireland to buy more books and pens, pencils etc., for the school children in Tanzania. I have sent him £184 so far and it should be possible to send at least as much again.

Here is a reminder about the fitting instructions from Paul Ireland:

“To fix, I would recommend using a good quality gasket sealant such as red Hermetite or Loctite SI 5980 Gasket Sealant Paste. Put a thin coat on one side of one of the cork gaskets then press it onto the steel plate.

Put a thin coat of gasket sealant onto the exposed side of that cork gasket and offer the steel plate up to the cover, using two of the fastening bolts to locate it.

You can then put a thin coat of sealant on one face of the final cork gasket face and put it onto the steel plate. Coat the final face and offer the cover and steel plate up to the engine, using the fastening bolts to keep everything aligned.

It’s probably easier than fitting the original cork gasket.

However, please be aware it’s not a magic fix to the oil leaks, it just helps to reduce them.”

Loctite SI 5980 (other brands are available).

Bright Work repairer and Chroming company

Chris Wright has contacted me to say that he received good service from a company in Kingston upon Hull. The company is All Metal Polishing, Unit 12, HU9 5SD. The proprietor is a classic car ‘fan’.

He, (Peter) has recently repaired Chris’ TA radiator cowl; repairs included making a new centre strut, repairing a complete split around the starter handle hole, repairing splits on all four corners, repairing dents and fitting the grill fastener studs and of course re-chroming.  All done at a very reasonable price.

Toolkit for a TF

Brendan Hussey has sold his TF and has this toolkit for sale brenjo3(at)  [Please substitute @ for (at)].

1x King Dick 6″ twin liftjack + extension bar + handle, 1x hammer

1x spark plug wrench

1x extended wheel brace + part

1x wheel nut wrench with chrome disc remover end

1x King Dick adjustable spanner

1x Collingburn tool roll

3x Melco box spanners 3/8×5/16ww,7/16×1/8ww, 3/16×1/4ww +tommy bar

1x Dunlop tyre repair kit +contents as per photo

1x screwdriver

1x grease gun

1x MG cylinder head spanner

1x tappet spanner

1x tyre pump

3x King Dick open spanners 3/16×1/4ww, 5/16×3/8ww, 7/16/1/2ww

1x pliers

2x Dunlop tyre levers

1x tin Schroder valves (contains 2 valves)

1xSU carb jet spanner 1/8 x ¼

1x Lucas feeler gauge 14/16 thou

1x feeler gauge 19 thou

1x Lockheed brake bleeder tin + tube

Any reasonable offer accepted.

TC petrol tank & TD/TF front bumper bar

John Hill has a TC petrol tank (not shown here) but looks good, except has a hole in the bottom. Free of charge, but must be collected from Reigate, Surrey. Also, a TD/TF front bumper. f_j_hill(at) [Please substitute @ for (at)].

Lost & Found

World wide service……

Tony Whieldon, once a Rolls-Royce Car Division apprentice now living in Canada, was trying to find some of his old work colleagues from 1958. He typed the name of one of them (Neville Gatty) into Google images and was intrigued to be directed to TTT 2 issue 60. His enquiry form to John James (Editor) was forwarded by John to me and whilst Neville had sadly passed away a few years ago, I was able to provide the contact details for most of the others on his list.

A surprise for me also, because whilst Tony left the company long before I started my apprenticeship there, his career change into teaching brought him to Cannock Grammar School where he taught me mathematics.

Small world, powerful publication.           Bob Lyell

Guarantee Plate for TA2363

Philip Clifford has the bulkhead plate for this car, which he sold in (approx.)1965. He would be delighted to return it to the current owner. Philip can be contacted at divetpjc(at) [Please substitute @ for (at)].

Ed’s note: Sadly, I very much doubt if this car still exists.

TF3860 (HDP26/3860)

Thisis the front cover car, which is in Ireland with registration number 54 CW 23. It was purchased by the previous owner at Coy’s Auction house in 2009 (UK Reg: BSK 391). The only piece of information that came with the car at the time from the then previous owner, as stated in the brochure, was as follows:

The car was built in 1954 and then specially prepared under the direction of Leonard Lord, the then head of B.M.C., for the personal use of his nephew the Chairman of B.M.C. South Africa. Lord owned it for eight years and during this period it was looked after by the works manager a Mr Clarke, who was a successful competition driver of a C type Jaguar.

The second owner kept the car in South Africa for twenty-five years before it was repatriated to the UK. It was then acquired by a Cornish owner named Doria who had it restored to concours standard. Subsequently it has been in two private collections and has done very little mileage since the rebuild.

The car’s original registration was KZ 8734.

If you can help with any information since the car came back to the UK from South Africa, especially the details of who did the restoration, please contact Anita.Kelly(at) [Please substitute @ for (at)].


Giles Morley is enquiring about a Tickford he used to own. Unfortunately, he can’t remember the registration number but thinks it begins ERL. The only Tickford I can find is ERL 625, a late 1938 TA Tickford, chassis TA2831. This car is in the US.

Giles lives in Devon and the first owner of ERL 625 was from Cornwall, but I may be guilty of putting 2 and 2 together and making 5. gmorely6661(at)  [Please substitute @ for (at)].

TAs (CUR 701) and (EZ9776)

Oliver Richardson has sent me a couple of photos of these two. There was a note about them in Safety Fast! of February 2003. It is doubtful if either still exists but if there is any information, an email to the Editor would be appreciated. [email protected]  [Please substitute @ for (at)].

Note: on the back of the EZ 9776 photo is written (“BLOWN”?) “TA1940/41 Northern Ireland”.

EZ is a Belfast registration. The date might suggest a TB, but then, why write TA?

TC9875 (NNW 121)

Mark and Deb Acosta own this rather nice looking TC in Oregon, USA. They are seeking any history of this ‘Home’ market model prior to 1965.

The car was originally green or possibly black and had three UK owners from 1965 to 1985 and was then shipped to the US in 1985 by the third owner where it underwent a complete restoration. It then passed through the hands of another three owners in the US before Mark and Deb purchased it in February 2021.

NW is a Leeds registration and at the time of writing I’m in touch with the West Yorkshire Archive Service in Wakefield to see if they have any original documents.

If you can help with any pre-1965 info, please contact the Editor.

Double trouble, oil and dribble (the XPAG rear seal)

Eric Worpe delivered this presentation to the MGCC T Register’s ‘Rebuild’ Seminar at the British Motor Museum, Gaydon, Warwickshire on 10th April 2022. He has kindly let me have the slides and photos, starting with a photo of his rather inquisitive cat (Zazzy), who took an interest in the drawings whilst Eric was preparing the presentation.

The prolific inventor, Charles Kettering, once said “Every great improvement has come after repeated failures, which are the finger posts to success”.

These words form the only encouragement as we try to tackle the leaks from XPAG engines. As over 60% of T-types have survived, the oil leaks must have played a significant role in preserving the chassis and engine compartment, due to the unrelenting spray of oil everywhere. However, as T-types are now increasingly cherished and occupy garages, oil leaks have become an embarrassment, especially on fancy block paved driveways and when the car is being presented for its MOT test. Did you know that an oil puddle greater that 75mm after 5 minutes of engine running is considered a failure?

Any engine sealing system is going to be challenged by the build up of pressure within the engine block. As the engine cylinders and piston rings wear, increasing levels of “blow-by” past the rings occur. Such fumes are vented out of the engine block by the “breathing system”.

In modern engines (post 1960s), crankcase fumes are positively extracted by the vacuum in the inlet manifold, or in some cases, drawn into the exhaust system. Both systems have the advantage of working, even when the car is stationary. These partially enclosed systems were introduced during WW2 to allow vehicles to be driven in deep water.

Ed’s note: Charles Kettering invented the ignition system used in our cars back in 1908. An article on Kettering’s invention and its subsequent development was featured in Issue 57 of TTT 2.

2. The XPAG Crankcase Ventilation System

Drawing of side view of engine showing the breather tube.

The XPAG crankcase ventilation system was based on fumes being extracted, by the venturi effect, from the end of the tappet cover’s breathing pipe by the air flow past the end of the pipe when the vehicle was in motion. Air was probably intended to be drawn in through the rocker box by way of the air filter, thus enabling a dilution of “blow-by” fumes within the crankcase. However, as engines wore, fumes were also forced out of the rocker box, particularly when stationary. due to the absence of any venturi effect.

This build-up of crankcase pressure when stationary can overload the oil seals due to its pulsating nature.

Restrictions to escaping fumes may be due to congealed oil blocking the breather pipe and/or the tappet cover gasket covering up the breather hole in the cover. There should be some raised weld nodules preventing the gasket blocking the breather. Paul Ireland has made up some steel plates to prevent this happening.

Ed’s note: These plates (steel gaskets) and nitrile bonded cork gaskets are still available – please see the item in ‘Bits and Pieces’.

3. The Archimedes Scroll Set-up

The traditional methods of sealing the crankshaft within the crankcase were based on 1, graphited rope seals, which are effective at low peripheral speeds in relatively undemanding locations and 2, The Archimedes screw, a revolving obstacle course that needed careful setting up.

Initially, the Archimedes screw worked reasonably well, thanks to a minimal gap of 2 to 3 thou, set up between the crankshaft’s screw thread and the engine block’s housing.

Drawing of the Archimedes screw set-up.

However, as the engine began to wear, the tight tolerances would open up, leading to more oil being flung from the bearings and more significantly, the potential wearing away of the housing surrounding the screw thread as the crankshaft deviated from running true. Subsequent regrinds of the crankshaft could result in some misalignment between the main journals and the screw thread. Any ‘line-boring’ operations could also create misalignment. Rectifying such misalignments was not attempted in many cases due to its time- consuming fiddly nature.

4. The Mazak Housing (pictured below).

The Mazak cap, surrounding the upper half of the Archimedes screw, was located by two 4mm dowel pins and secured by three M6 screws.

The dowel pins were sometimes removed to help realignment during an engine rebuild, but usually the Mazak cap was just replaced without checking its alignment with the screw thread. The main problem with checking the alignment was due to the visual obstruction caused by the crank’s flange supporting the flywheel.

5. Use of a Dummy Mandrel

This can be overcome by machining a dummy mandrel that’s clamped in the rear main bearing housing and presents an extended shaft to simulate the Archimedes screw diameter within the two housing sections.

Photo of dummy mandrel in position.

The use of the dummy mandrel enables the measurement and possible correction of any misalignment.

6. Adjusting the Mazak Housing.

Assuming the rear main bearing housing sets up a reasonable clearance, the Mazak cap can be adjusted to give a suitable clearance by removing material from either the ends or round the rim (as in the picture above).

As mentioned previously, the dowel pins may need to be removed and the Mazak cap secured by some semi-hardening gasket sealant and the three M6 screws.

7. Excessive clearance at rear main bearing housing.

If the rear main bearing housing shows excessive clearance, then an idea by the late Ray Sales could be used. He wrapped a single layer of Sellotape around the Archimedes scroll, then roughed up and cleaned the surface of the rear main bearing’s housing covering the scroll, before applying a layer of JB-Weld or Araldite. The main bearings, crankshaft and bearing caps were assembled and torqued down. Once the JB-Weld had hardened and set, the assembly was dismantled and any excess trimmed off. On removal of the Sellotape around the Archimedes screw, the clearance around the scroll should be accurately established at around 2 thou – the thickness of the Sellotape.

The original Archimedes screw can be effective when set up correctly by paying attention to detail. Using a setting gauge type mandrel to simulate the crankshaft’s oil scroll makes a significant contribution, unless the crankshaft’s main journals have been ground off-centre. This can be checked using a dial gauge to measure any ‘run-out’ of the crank’s flange referenced to the crankshaft’s main bearing journals.

Measuring the ‘run-out’ of the crank’s flange.

8. Conversion to a modern oil sealing system.

Much has been said about the conversion to an oil sealing system based on the type used in modern cars (in our case, post 1960s). However, modern oil seals used in the XPAG have had mixed results.

My chance to gain some experience came whilst helping a friend with his TC (I’m a firm believer in trying new things out on other peoples’ cars). This experience has resulted in some insight, but also considerable frustration.

Available kits substitute the Mazak cap that sits above the rear main bearing housing, with a semi-circular aluminium housing. A second semi-circular housing is then secured in line with the first, using two tangential bolts and this is then sealed to the face of the main bearing housing on assembly.

The oil seal housing

The complete housing supports a standard imperial oil seal which runs, not on the Archimedes’ screw, but on the crank’s flange supporting the flywheel. The half housing replacing the Mazak cap is secured by three M6 fixings, having removed the dowel pins.

Some kits have detailed instructions on how to ensure concentricity between the oil seal and the flange, other kits assume the positioning of the three M6 screws will set up the alignment.

9. Fitting a replacement oil seal.

This particular engine already had an oil seal conversion which was starting to leak, possibly due to the ‘blow-by’ fumes caused by engine wear; we also needed to access any damage caused by water entering one carburettor after the car had been driven through a deep puddle. The resultant steam generated had caused a pressure pulse that blew the head gasket between the 3rd and 4th cylinders and did an amazing job of cleaning one combustion chamber of all its carbon deposits…..but also bent the conrod.

The replacement oil seal, we were assured, had been “carefully selected” and we were advised to fit a 1mm spacer behind the oil seal in its housing, a clue that some inherent problems existed.

Once the engine was re-assembled and warmed up, we found the oil leak was even greater, so out came the engine again. A closer look at both oil seals revealed the new one lacked a garter spring. This surprised us as the rubber part of the old seal had stiffened from exposure and consequently would have benefitted from the garter spring helping to apply pressure to the wiping ring of the seal (see next drawing “Two oil seal profiles”).

Two Oil Seal Profiles.

However, another more significant aspect concerned the profile of the rubber part of the seal. The inclusion of a garter spring in the old oil seal meant the wiper’s rim was enclosed well within the profile of the seal. Excluding the garter spring in the new seal, resulted in the wiper’s rim being displaced to the edge of the seal’s profile and this forced the wiper’s rim to run on the edge of the crank’s flywheel flange. The 1mm spacer had not been able to correct sufficiently for this. Additional spacers would have moved the oil seal further out of the housing and into contact with the flywheel.

We decided to search for an imperial seal with a garter spring, but only found a NITRILE rubber version whose maximum peripheral speed was restricted to 14M/sec., roughly equivalent to 3,000 rpm. However, as the owner of the engine admitted, he rarely goes below 3,000 rpm, this seal had to be rejected in favour of a VITON seal capable of 40M/sec. Unable to find a suitable imperial VITON seal, we eventually realized, thanks to an article in the Y Register, that an almost equivalent metric seal in VITON is available at 95mm x 120mm x 12mm.

Relative dimensions of seals

The crank’s flange is actually 95mm dia., so ideal for the metric seal. However, the seal’s housing is some 25 thou. greater than the outside dia. of the seal. Our main concern was the width of the metric seal at 12mm, some 100 thou. wider than the 0.375” of the imperial seal. This meant a machining operation to remove 80 thou. from the flywheel face adjacent to the seal.

Machining the flywheel and fitting a “speedisleeve”.

Machining the flywheel

Unfortunately, such an operation would also reduce the depth of the counter bored section of the flywheel that helps locate the crank’s flange; not a good situation.

We also decided a fit a “speedisleeve”, despite the crank’s flange being smooth, as we hoped it would provide a small extension over the chamfer of the crank’s flange.

The “speedisleeve and fitting cup”

As the lip of the seal faces forward, there was concern that sliding the seal over the edge of the “speedisleeve” might damage the seal’s lip. This was resolved by using a tube type guide made from thin plastic sheet or part of a large Coke bottle to cover the edge of the “speedisleeve” and lightly lubricating with Vaseline.

We initially thought the outer diameter of the seal, some 25 thou. smaller than the housing, could be secured by heavy-duty sealant. However, given that the original seal was an interference fit within the housing, we decided to introduce a strip of abrasive paper super-glued to the housing bore. This presented an interference fit of a few thou. to the seal’s outer dia., thus securing a robust and hopefully aligned fixture.

However, only the open end of the seal was enclosed by the housing, leaving the sturdy closed end some 4mm proud of the housing. The interference pressure from clamping the two halves of the housing tended to squeeze the seal out of the housing, any sealant almost acting as a lubricant.

This was overcome by machining up an aluminium retainer ring 4mm thick and fixing this to the housing.

Adding the ‘Ally’ retaining ring

The inner dia. of the ring was shaped to cup the outer edge of the seal.

Armed with a new Viton seal, a 1mm spacer and “speedisleeve”, imagine how we felt about the continuing oil leak when the engine was warmed up!

Where had we gone wrong?

There are conflicting views on the oil seal conversion, so what are the variables that decide its effectiveness? Others have been successful, often mentioning the importance of attention to detail.

Is the Viton seal material unsuitable? We noted the latest offering for the seal is based on a graphite loaded PTFE version which is capable of handling 12,000 rpm. At such a speed in an XPAG, oil leaks would be the least of your problems!

Diagram of assembly problems.

The frustration from the poor outcome encouraged further investigation and one of the first points we realized was that the new oil seal housing fails to replicate the Archimedes scroll provided by the old Mazak housing. The gap was some 2mm or 80 thou. instead of 3 thou. The reason given was the need to allow some oil to lubricate the oil seal, as if that was ever going to be a problem. This really represents the lost opportunity of both oil sealing systems working together.

Looking up the specifications on oil seals, we found that SKF have taken over Chicago Rawhide and offer a 223 page technical brochure in which we learnt that PTFE seals can tolerate dry running but need a hard surface to run on, such as a “speedisleeve”. Given that the Archimedes scroll, even on its best behaviour, still allows some oil through and this combined with the tolerance of PTFE seals to run dry, the retention of the full Archimedes scroll facility, looks promising. This would need only a small change in the design of the seal’s upper housing.

The second area of concern is the location of the bleed hole that allows oil to drain from the cavity formed between the seal’s housing and the crank’s flange. Oil flows through the hole into the trough in the main bearing cap, down the tube and into the sump. This 3/16” dia. hole is pitched just above the seal as opposed to being adjacent to the seal. This means that when static, the lower part of the seal sits in an oil bath.

However, more concerning is the dynamic situation. The crank’s flange sits between 1 and 1.5mm away from the housing, so what effect has the whirring flange, so near the bleed hole entrance, on the ability of the bleed hole to drain away any oil? Could the drain hole be angled to encourage oil to drain away?

We also wondered if the seal could be overloaded by the pressure caused by the whirring flange centrifuging oil into the chamber formed within the seal housing.

Unfortunately, the location of the bleed hole is constrained by the dimensions of the rear main bearing cap, so improving this issue is unlikely. All the more justification for future housings using PTFE seals to reintroduce the Archimedes scroll.

The two oil seals that had had exposure in the engine showed a stiffening of the rubber seal. A worrying aspect, especially if the crank’s flange runs out of true, as a stiff seal would lack the accommodation to keep in contact with a wobbling flange, particularly at speed.


  1. The engine needs to be in good condition to reduce “blow by” past the pistons and excessive escaping oil from the rear main bearing.
  2. Pay attention to detail when using the Archimedes scroll and use a dummy mandrel to set up the correct clearances.
  3. If you fit an oil seal, check the run out of the crank’s flange in case it’s not coaxial with the main journals.
  4. Fit a “speedisleeve” to ensure a smooth and extended surface of the crank’s flange and consider using a spacer to ensure the lip of the seal avoids the chamfer on the flange.
  5. Ensure the housing is central about the crank’s flange.
  6. Consider drilling the drain hole at an angle.
  7. Press suppliers to modify the housing to retain the full Archimedes scroll and use a PTFE seal.
  8. The UK available oil seal kits do not position the oil seal in the best place. Doubt can arguably be cast on the ability of the 3/16” drain hole to drain away the oil held back by the oil seal.

The only effective position for an oil seal would be over the original Archimedes scroll. This actual location is used by those who fit the Chevy 350 oil seal. However, this means “surface welding” over the oil scroll on the crankshaft and then machining the weld to fit a split type Chevy oil seal. This is then located within the original housing, both parts of which have to be machined to support the Chevy oil seal. Reports from the USA seem positive, but do depend on finding a competent welder/machinist.

I cannot say I’m happy with welding the crankshaft, and would consider two semi-circular sections placed over the scroll and their ends welded together. This would cause the ring to shrink on cooling and clamp on the scroll.

Eric Worpe

How many TF1500s are on the road in the UK?

VIN      Reg. no.          Status             Remarks

6505    ???                  ???                 

6510    TYJ 323           Taxed 

6516    UKE 248          Taxed

6531    GSU 931         Taxed

6538    ???                  ???                 

6555    MG 6693         Taxed

6565    256 CMG         Taxed

6589    MSU 737         Taxed

6632    NEE 684          Taxed

6787    ???                  ???                  was NSU 542

6799    TSU 937          Untaxed

6803    VSU 959          Taxed 

6819    JFO 208          Taxed

6832    359 XUN          Untaxed

6844    535 YUX          Taxed             

6953    XSY 445          SORN

6963    ???                  ???

6985    524 YUR          Taxed

6986    ???                  ???

6991    VFF 904          Taxed

7010    690 UYF          SORN

7017    MSK 292         Taxed

7031    WSU 403         SORN

7032    JSV 224           Taxed

7033    ???                  ???

7044    636 UXR          Taxed

7061    HSK 117          SORN

7064    ???                  ???

7077    ???                  ???

7102    USK 781          Taxed

7171    JSK 562           Taxed

7233    ???                  ???

7238    MSU 761         Untaxed

7253    RLH 718          Taxed              ‘Home’

7270    ???                  ???

7280    WVS 843         Taxed

7283    133 TF             Taxed             

7287    ???                  ???

7290    USU 523          Taxed

7370    GSK 514          Untaxed

7372    ???                  ???

7443    MSU 760         Untaxed

7459    ???                  ???

7479    388 XVR          SORN

7534    USU 598          Taxed

7549    803 XUT          SORN

7552    ???                  ???

7564    ???                  ???                  was 459 UYT

7569    GSU 972         SORN

7584    LSU 894          Taxed

7607    LSU 580          SORN

7619    433 YUT          Taxed

7622    474 UYH          Taxed

7626    ???                  ???

7642    ???                  ???

7661    LSK 105          Taxed

7706    XSU 979          Taxed

7775    DSK 601          Taxed

7825    ???                  ???

7852    PSJ 121           Taxed

7863    BSK 165          Untaxed

7889    385 XUD          Taxed

7891    344 YUX          Taxed

7902    EL 6410           Taxed

7915    CSK 176          Taxed

7935    861 UYE          Taxed

7969    ESU 582          Taxed

7973    ???                  ???

7977    VSU 939          Taxed

7996    VSY 395          Taxed

8009    816 UYG         Taxed

8017    USU 550          Untaxed

8053    ???                  ???

8076    660 YUR          Taxed

8124    783 XVD          Taxed

8154    711 UYH          Taxed

8174    KMO 65           Taxed

8187    863 XUB          Taxed

8194    TFZ 464           Taxed

8203    KSU 198          Untaxed

8227    ???                  ???

8238    316 UYN          SORN

8299    ???                  ???                  was 1672 TF

8306    7842 KC          Taxed

8307    10 VPB            Taxed

8330    KWM 320        N/T for road     ‘Home’

8331    NWP 507         Taxed              ‘Home’

8332    UNW 444         Taxed              ‘Home’

8340    PRU 328          Taxed              ‘Home’

8346    FSK 730          Untaxed

8370    TTC 153          Untaxed

8381    TVS 516          Taxed

8384    NSU 416          Untaxed

8409    3089 MG         n/k to DVLA

8411    WSU 141         Taxed              ‘Home’

8412    WWL 595        Untaxed           ‘Home’

8413    MGT 954         Taxed              ‘Home’

8415    NWP 888         Taxed              ‘Home’

8416    MSC 997         Taxed              ‘Home’

8417    TWE 747         n/k to DVLA     ‘Home’

8418    36 EMG           Taxed              ‘Home’

8419    ???                  (was PAR 919) ‘Home’

8420    TCV 983          Taxed              ‘Home’

8421    309 CMG         Taxed              ‘Home’

8426    LUJ 583           Taxed              ‘Home’

8427    UTC 542          n/k to DVLA     ‘Home’

8428    UTC 543          SORN              ‘Home’

8429    UTC 544          Taxed              ‘Home’

8430    UTC 545          Taxed              ‘Home’

8432    UKE 248          Taxed              ‘Home’

8438    LKU 720          Taxed              ‘Home’

8441    POV 968          N/T for road     ‘Home’

8443    PTX 305          N/T for road     ‘Home’

8486    ???                  ???

8505    YHE 340          Taxed

8532    ASB 380          Taxed              ‘Home’

8533    ???                  ???

8539    295 YUW         Taxed

8549    TAS 137          Taxed

8550    ???                  ???

8570    376 CMG         n/k to DVLA     ‘Home’

8572    64 EML            Taxed              ‘Home’

8573    VVT 366          Taxed              ‘Home’

8574    258 CMG         Taxed              ‘Home’

8575    UNW 678         Untaxed           ‘Home’

8576    WPD 151         Taxed              ‘Home’

8577    5723 MG         Untaxed           ‘Home’

8578    409 DMF         N/T for road     ‘Home’

8579    UTJ 388           Taxed              ‘Home’

8580    UCV 967          Untaxed           ‘Home’

8581    234 BTW         Taxed              ‘Home’

8582    96 DMM           N/T for road     ‘Home’

8583    OJW 3             Untaxed           ‘Home’

8599    RSU 796          Taxed

8611    ???                  ???

8613    ???                  ???

8652    ???                  ???

8665    PVC 250          Taxed              ‘Home’

8666    141 BVW         Taxed              ‘Home’

8668    GSL 337          Taxed              ‘Home’

8669    40 EMG           Untaxed           ‘Home’

8670    FF 8670           n/k to DVLA     ‘Home’

8690    ???                  ???

8697    RSM 596         Untaxed           ‘Home’

8700    KUH 279          Taxed              ‘Home’

8702    ROF 356          Untaxed           ‘Home’

8709    EFB 814          Taxed

8712    PXW 699         n/k to DVLA     ‘Home’

8713    920 EMV         Taxed              ‘Home’

8714    UWB 366         Untaxed           ‘Home’

8728    ???                  (was TAL 723)

8734    OSJ 496          Taxed

8752    ???                  ???

8762    50 DMX           Taxed              ‘Home’

8763    7 BVW             Taxed              ‘Home’

8764    OYG 661         n/k to DVLA     ‘Home’

8765    LWN 240         Taxed              ‘Home’

8768    UTE 737          Taxed              ‘Home’

8771    ???                  ???

8773    ???                  (was 9732 TF) ‘Home’

8781    ???                  (was TUR 170) ‘Home’

8791    RSK 796          Taxed

8797    OBM 999         Taxed              ‘Home’

8798    KMO 835         Taxed              ‘Home’

8799    KMO 836         Taxed              ‘Home’

8800    KMO 837         N/T for road     ‘Home’

8806    TYD 206          Taxed              ‘Home’

8808    MAM 760         Untaxed           ‘Home’

8809    657 FLC          Taxed              ‘Home’

8814    SFF 340          Taxed

8830    SUO 639         Taxed              ‘Home’

8831    454 CVD          Taxed              ‘Home’

8833    PYF 926          Taxed              ‘Home’

8844    ???                  ???

8899    ASV 599          Untaxed           ‘Home’

8900    350 EMC         Taxed              ‘Home’

8901    RZ 3170          Taxed              ‘Home’

8903    SPX 49            Taxed              ‘Home’

8906    SNN 430          Taxed              ‘Home’

8907    WPJ 125          n/k to DVLA     ‘Home’

8908    PYL 344          Taxed              ‘Home’

8909    UTV 519          Taxed              ‘Home’

8911    471 EMP         Taxed              ‘Home’

8912    REL 643          Taxed              ‘Home’

8914    RNX 950          Untaxed           ‘Home’

8916    UWB 399         n/k to DVLA     ‘Home’

8917    PXH 657          N/T for road     ‘Home’

8931    YTU 890          n/k to DVLA

8936    897 UYS          Untaxed

8938    ???                  (was 987 UYL)

8949    407 CMG         n/k to DVLA     ‘Home’

8950    WPH 374         Untaxed           ‘Home’

8952    SNN 433          Untaxed           ‘Home’

8953    OWU 468        Taxed              ‘Home’

8955    UKO 751         Taxed              ’Home’

8956    RGH 657         Taxed              ‘Home’

8960    518 XVR          Taxed

8980    1955 MG         N/T for road     ‘Home’

8982    483 UXS          Taxed

8993    XSV 338          Taxed

9004    OGE 955         N/T for road     ‘Home’

9005    ???                  ???                  ‘Home’

9006    GSD 390         Taxed              ‘Home’

9008    YNC 202A       n/k to DVLA     ‘Home’

9022    ???                  ???

9024    WSU 820         n/k to DVLA

9029    ???                  ???

9041    ROK 292         n/k to DVLA     ‘Home’

9042    PKV 70            Taxed              Home’

9058    CSK 112          Taxed

9060    GM 7110         Taxed              ‘Home’

VIN      Reg. no.          Status             Remarks

9069    SPO 725          n/k to DVLA     ‘Home’

9070    UTE 369          Taxed              ‘Home’

9073    UVS 968          Taxed

9076    XFY 292          Taxed              ‘Home’

9077    WPG 60           Taxed              ‘Home’

9088    RSK 725          Taxed

9106    248 EHX          Taxed              ‘Home’

9108    UKP 345          Taxed              ‘Home’

9117    173 EHX          Taxed              ‘Home’

9119    TFX 151          Taxed              ‘Home’

9124    ???                  (was 220 F)

9135    EGR 723         Untaxed           ‘Home’

9136    XPC 320          Taxed              ‘Home’

9137    RNB 636          Taxed              ‘Home’

9154    UDE 70            SORN              ‘Home’

9155    RGO 210         Taxed              ‘Home’

9156    WPH 796         Taxed              ‘Home’

9157    FCP 411          Taxed              ‘Home’

9158    NIK 1               Taxed              ‘Home’

9161    123 SMY         Untaxed           ‘Home’

9162    ???                  ???                  ‘Home’

9186    CXZ 262          Taxed

9203    RSL 202          Untaxed

9205    LBL 393           Taxed              ‘Home’

9206    KRX 90            Taxed              ‘Home’

9207    TSY 347          n/k to DVLA     ‘Home’

9208    BHS 912B       n/k to DVLA     ‘Home’

9209    484 HYK          n/k to DVLA     ‘Home’

9210    PYR 333          n/k to DVLA     ‘Home’

9214    RLH 729          Taxed              ‘Home’

9215    204 CPU          SORN              ‘Home’

9216    KRD 133          n/k to DVLA     ‘Home’

9220    MSG 495         SORN              ‘Home’

9221    RWD 279         Taxed              ‘Home’

9223    NED 202          SORN              ‘Home’

9225    MG 6117         Taxed              ‘Home’

9247    RGN 644         Taxed              ‘Home’

9248    UXC 893          Untaxed           ‘Home’

9282    ???                  (was PSU 146)

9286    TDE 619          n/k to DVLA     ‘Home’

9287    PXR 196          Taxed              ‘Home’

9288    UTU 460          n/k to DVLA     ‘Home’

9291    OYG 879         Taxed              ‘Home’

9298    293 CPU          N/T for road     ‘Home’

9308    44 EMG           Untaxed           ‘Home’

9310    RLY 209          Taxed              ‘Home’

9311    LKU 53            n/k to DVLA     ‘Home’

9312    FCP 371          Untaxed           ‘Home’

9313    MG 2227         SORN              ‘Home’

9325    VVK 423          Taxed              ‘Home’

9326    305 DEV          Taxed             ‘Home’

9327    XX 9611          Taxed              ‘Home’

9328    RDU 66           Taxed              ‘Home’

9329    144 DMY         Taxed              ‘Home’

9332    ???                  (was RNA 240) ‘Home’

9333    RUE 461          Taxed              ‘Home’

9340    719 EMF          Taxed              ‘Home’

9343    MAM 821         N/T for road     ‘Home’

9385    PYR 47            Taxed              ‘Home’

9386    57 WN             n/k to DVLA     ‘Home’

9388    SKF 656          Taxed              ‘Home’

9389    175 EHX          n/k to DVLA     ‘Home’

9400    OYH 579         Taxed

9402    SWR 582         Taxed

9416    LKG 499          n/k to DVLA     ‘Home’

9417    UKL 392          Taxed              ‘Home’

9418    954 CEV          Taxed              ‘Home’

9419    VTC 212          Taxed              ‘Home’

9420    VTC 213          Taxed              ‘Home’

9421    VTC 214          Taxed              ‘Home’

9436    ???                  ???

9442    XSY 805          Untaxed

9455    ???                  ???

9470    ???                  ???

9497    723 XVH          SORN

9505    VTC 216          Taxed              ‘Home’

9506    OWX 800         Untaxed           ‘Home’

9509    7517 MG         Taxed              ‘Home’

9527    ???                  ???

9531    WSU 552         Taxed

9572    193 YUN          Taxed

9586    UWA 146         Taxed

9624    506 UYX          Taxed

9631    902 ERF          Taxed              ‘Home’

9668    UWB 998         N/T for road     ‘Home’

9691    ???                  ???

9714    DSK 146          n/k to DVLA

9717    JTL 23             SORN              ‘Home’

9751    XSY 978          Taxed

9755    ???                  ???

9816    USK 230          Taxed

9823    SFF 729          Taxed

9840    FGB 939          SORN

9847    QG 250            n/k to DVLA

9864    VSU 244          SORN

9885    725 YUM         Taxed

9937    YSU 885          Taxed

9969    728 UXB          Taxed

9985    391 YUB          Taxed

10008  WTG 997         Taxed

10009  621 CYH          Taxed

10020  VSU 797          Taxed

10021  TSL 537           SORN

10027  911 EMV         Taxed              ‘Home’

10031  ???                  ???

10036  RNC 336         Taxed              ‘Home’

10068  668 YUW         Taxed

10081  55 FLP             Taxed

Analysis of Results

Before examining the results in detail, I should mention how I arrived at the figures in the foregoing listings.

The research method was identical to that used for the TA exercise and involved trawling through the MGCC ‘T’ Register’s on-line database for details of all TF1500s with chassis numbers of cars which are shown to be located in the UK. For those chassis numbers showing a corresponding registration number, the registration number was then cross referenced to the DVLA enquiry facility where the car is either shown as:

  • Taxed
  • Untaxed
  • Not taxed for on road use
  • SORN

(or won’t be shown at all i.e. is not known to DVLA).

The ‘Untaxed’ and ‘Not taxed for on road use’ are cars which are not (or should not be!) on the road; the explanation of the difference between these two categories was given in Issue 69 of TTT 2. Cars covered by the ‘SORN’ category are also not on the road and have been declared by the owners as such.

The total of the chassis numbers listed is 274. Of these, 48 don’t have a record of their registration number and 20 don’t show up from a DVLA search. This leaves 206, of which:

  • 149 are Taxed (72.3%)
  • 40 are either Untaxed or Not taxed for on road use (19.4 %)
  • 17 are on SORN (8.3%)

As to be expected, Home market models account for the majority (161 [58%]) of the 274 chassis listed and 93 (62%) of the 149 TF1500s shown by DVLA as ‘Taxed’.

I hope that the publication of this article will (as we found by publishing the TA research in recent issues of TTT 2) result in some new TF1500 ‘finds’. If anyone has details of these, I’d appreciate it if they would pass them on to me jj(at) [please substitute @ for (at)] and I will contact Barrie Jones. Barrie is the Registrar for the ‘T’ Register of the MGCC covering the TF model and he has been very helpful to me.

Finally, a ‘commercial’ for ‘Barrie’s Notes’ Maintaining a 1955 MG TF in the 21st Century. It is available from me for £6 plus postage of £1.65 (UK). Overseas postage costs are more than the book costs, so please email for a quote. jj(at) [substitute @ for (at)]

How many TAs are on the road in the UK?

Since the April issue, some more TAs have come to light as follows:

TA0284 (CLJ 123) is on DVLA as ‘Untaxed’.

TA2992 (EOP 24) is on DVLA as ‘Untaxed’.

TA0544 (BOR 804) is taxed and on the road.

TA0962 is currently awaiting an age-related number from DVLA.

TA1697 (YSU 797) is on DVLA as ‘Untaxed’.

TA2263 (EXN 422) is on DVLA as ‘Untaxed’.

TA2239 (BBL 634) is taxed and on the road.

TA2548 (KPE 913) is taxed and on the road.

The total number of TAs known to DVLA has now increased by a further 8 cars to 650, of which 332 are on the road (51%).

My thanks to printed copy subscriber Timon Iles for providing the information on TA0544 and TA2548.

The above updating paragraph for TAs leads me nicely in to another project to try and find out how many TF1500s are on the road in the UK.

Why TF1500s? Well, the numbers are manageable (out of a total production of 3400, only 244 were built for the ‘Home’ market). That said, several cars have been ‘re-patriated’ over the years and almost all have been converted to right-hand drive.

The task is also made slightly easier because it is only necessary to search from TF6501-TF6650, TF6751-TF6850 and TF6951-TF10100. Thanks go to Barrie Jones for this information.

Abbreviations used in the following lists are:

VIN = chassis number
Reg. no. = registration number (license plate)
N/T for road = not taxed for on road use
SORN = statutory off-road declaration made
n/k to DVLA = not known to DVLA
‘Home’ = ‘Home’ market model

Towards a Balanced Budget – post-war Nuffield publication

I have been looking for a copy of Towards a Balanced Budget for the past couple of years now. It is a 36- page booklet published by the Nuffield Organisation with the objective of highlighting the importance of Nuffield products to Britain’s post-war export drive. Given that there must have been hundreds, if not thousands of these booklets produced, they are extremely rare now and even the specialist dealers do not have them. I reluctantly decided that I wasn’t going to get hold of one, so I asked Paul Mason of the Riley RM Club if he would mind scanning some of the pages of the booklet, which I knew was in his possession. Paul kindly obliged and I am happy to give him and the Riley RM Club accreditation.

It is perhaps easy to forget that our cars (and the Riley RM models, which were assembled at Abingdon) made a major contribution, as part of the Nuffield ‘empire’, to the country’s export drive.

The front cover of the publication conveys the message that exports are needed to pay for essential imports.  A rather quaint British Pathé film (a Ministry of Information public information trailer) reinforces this message in rather stark terms. The film opens with a picture of an animated house, its door becomes a mouth which turns down at the corners to show it is unhappy. It shows the cartoon family of dad, mum and daughter inside. Dad sits in a chair reading the newspaper and smoking a pipe, he has a very small radio next to him and wants a new one. Mother sews a big sheet by hand, she wants a new sewing machine. Their daughter (Betty) sits in her bedroom and looks glumly at her dressing table, she wants new beauty products. We then see the new ‘wants’ being exported, they turn into money to buy food and raw materials such as timber.

The film narrator explains that we must make these sacrifices for the things we need. It then shows what would happen if we did have the things we want. Dad looks happy with a new wireless until his pipe and newspaper disappear and his chair goes from under him. Mother has her sewing machine but nothing to sew. Betty has her cosmetics but no roof over her head. The whole house collapses. Their luxuries fly away to be exported and the house builds itself up again and smiles.

The link is

I’m not old enough to have been around at the time, (well, I was a babe in arms when I arrived in England in 1947 from what was then West Germany) but there must be members, who are in their mid-eighties onwards, who will remember how difficult it was to purchase a new car in those early post-war years.

Never to ‘hide his light under a bushel’ Lord Nuffield would no doubt have seen the sales potential of the Towards a Balanced Budget booklet with the opportunity to highlight the success of his vast ‘empire’.

Just to round off this article;

Nearly 66% of TC production was exported. Of the 10,000 TCs built, 6592 were exported leaving 3408 for the ‘Home’ market.

Over 94% of TD production was exported. 29,664 TDs were built, of which 28,008 were exported and 1656 remained for the ‘Home’ market.

Nearly 87% of TF1250 production was exported. Of the 6,200 built, 5387 were exported, leaving 813 for the ‘Home’ market.

Nearly 93% of TF1500 production was exported. Of the 3,400 built, 3156 were exported, leaving only 244 for the ‘Home’ market.

 (Numbers extracted from Anders Ditlev Clausager’s Factory-Original MG T-Series.)

The Editor

Welcome to Issue 72, June 2022. Twenty-eight (28) issues to go to make it one hundred (100)! Achieving this milestone would be nice but articles are in short supply and whilst I can hopefully keep going, I’m not sure that the articles will continue to be there to help.

I am finding it increasingly necessary to pen articles myself and the recent exercise on numbers of TAs on the road in the UK has been unbelievably time consuming.

In one way, I suppose, it was a blessing that there was a shortage of articles which needed to be made good by the TA exercise, otherwise it would not have appeared ……

TTT 2 is essentially an Internet publication, but ever since the first issue appeared in August 2010, I have ensured that printed copies are available. Recent increases in print and postage costs have meant that I have had to increase subscriptions for the printed copy. Due to its small print run, I cannot take advantage of economies of scale, both in printing costs and postage rates. The unit print cost is £2.13 and UK postage is £1.65. Add them together to get £3.78 and multiply by 6 (six issues per year) and you get £22.68. I have just increased the UK subscription to £21! Fortunately, some subscribers pay more than the £21 asked for.

This issue contains details of TF1500s on the road in the UK. It is as accurate as we can get, but as with the TA exercise, there’s bound to be more turn up ….let’s hope so!

The April editorial mentioned a press release about the major event in the UK to mark the centenary of M.G. in 2023. Internet readers who receive the automated email telling them that the latest issue of TTT 2 is on the website, will have been able to view the press release from the link in the covering letter. For the benefit of our printed copy subscribers, the press release is reproduced later in this issue.

I received some sad news in April about Alan Atkins from his son, Martin. Alan passed away in March at home with his family around him. He was just a few months short of his 95th birthday.

A design engineer by background, he joined the Metal Box Company after the Second World War. He worked for the company for over 34 years and rose to become its Chief Design Engineer. He designed many of the Company’s tins, packaging materials, trays, toys and commemorative memorabilia, much of which has been on display at the Mansfield Museum where an exhibition in his honour has been running.

His passion and knowledge of MG’s started with his 1952 TD, imported back into the UK in 1990. It belonged to a famous tennis player in the US but languished at the back of Bob Satava’s MG Restoration Shop since 1976. It came over the pond largely complete, minus the upholstery and carpets, which generations of mice had taken to consuming. Indeed, the engine itself was found to have been used as a grain store when opened up.

A three-year restoration to bring the car back to operation, complete with conversion back from LHD to RHD ensued. The car was regularly taken abroad with son Martin to Le Mans and over the next 25 years with Notts MG Club to France, Belgium, Netherlands and numerous runs in the UK…the last being the Isle of Man September run where a non-stop night journey back from the Liverpool ferry terminal to Mansfield, Notts gained many onlookers as the car, roof down traversed a few light showers on the way. Testimony to Alan’s meticulous maintenance of the car and sensible upgrades along the way, the car is robust and reliable for modern day cruising.

Alan was generous to share these improvements and was a regular contributor to MGOCC, writing numerous articles on fitting 5 speed gearbox complete with sensible “fix” to withdraw the gearbox from inside the car negating engine & box removal, clear side-screen modification, central arm rest, modified windscreen wipers to incorporate the better TF type blades on the original TD motor, fitment of electric fan, oil cooler, spin-off canister, 4-branch manifold, gas flowed DERRINGTON head, alternator conversion, discrete sat nav take-off point, larger central mirror when luggage rack was full and many more articles.

When certain MG parts became scarce, Alan drew upon his engineering skills and networks to prepare castings and finished machining the parts in his workshop as varied as radiator elbows (done in gun metal to give longevity) and thermostatic housings now sold by MGOCC and NTG. He gave his time selflessly to fellow enthusiasts and often had them over to his workshop and full length walk-in pit to effect repairs and modifications. A mine of information and innovative solutions, Alan will be sorely missed by all that knew him. A special thanks goes to the Notts MG Club who provided so much fun, support, encouragement and friendship over the years – he had a rich and fulfilled life.

John James