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The Newsletter of the Minnesota MG T Register
July 2010 Vol. 31, Issue 6
TattlerThe
Bill Pothen’s TD, see p. 3
The Minnesota MG T Registerwww.mnmgtr.org
OfficersChair: ! Mark Honnigford ! 612-869-7720 ! [email protected]:! Jenée Honnigford! 612-869-7720! [email protected]:! Nancy Carlson! 507-403-9047! [email protected]: ! Jim Pennoyer! 763-536-5472! [email protected] Editor! Wayne Kivell! 507-645-4691! [email protected]:! Tom Maine! 952-881-3737! [email protected] Council:! Keith Galberth! 952-898-6914 ! [email protected] Master:! Steve Blomberg! 612-869-8264! [email protected] Past Chair:! Steve Blomberg! 612-869-8264! [email protected]
PublicationThe Tattler is published ten times each year from February through November. All material to be included in the next publication should be sent to the Editor
at the following address by the 20th day of the previous month:
The TattlerWayne Kivell, Editor
1003 Maple StNorthfield MN 55057
or by email to: [email protected]
Mission Statement(from our charter, adopted 15 February 1975)
“To bring together those who have a common interest in the restoration and preservation of the ‘T’ series and earlier vintage MGs, and in so doing, further the spirit of the vintage MG,
partake in good fellowship, and develop greater interests in the Gathering Of the Faithful.”
2
Phraseology . . .
There is an old Hotel/Pub in Marble Arch, London which used to have gallows adjacent. Prisoners were taken to the gallows (after a fair trial, of course) to be hung.
The horse drawn dray, carting the prisoner was accompanied by an armed guard, who would stop the dray outside the pub and ask the prisoner if he would like ''ONE LAST DRINK.''
If he said YES, it was referred to as ONE FOR THE ROAD. If he declined, that prisoner was ON THE WAGON.
So there you go...!!!
More history...
They used to use urine to tan animal skins, so families used to all pee in a pot & then once a day it was taken & sold to the tannery. If you had to do this to survive you were "PISS POOR." But worse than that were the really poor folk who couldn't even afford to buy a pot. They "DIDN’T HAVE A POT TO PISS IN" & were the lowest-of-the-low.
And that's the truth... Now, whoever said history was boring ! ! !
3
Spotligh“T ”Note: This is the 55th in a series of cover articles on the members of the MNMGTR and the cars which they love and drive.
We focus on how they got their interest in MGs origina!y and how they came to own the car(s) they now drive. WK
High School FantasyMy interest in British sports cars began in the 1950s when I was in high school. I began purchasing “Road and Track” magazine whenever I could spare the cash. I still have my 1950s, 60s and 70s copies of “Road and Track.”
I wanted to buy a new MGA after I got my first full time job. But my "bank,” my Dad, wouldn't loan me the money for such an impractical car. Sadly, I settled for a 1958 Plymouth. Dad was right. It was the correct vehicle for that time of my life. After I was married and drafted within the same year, the Plymouth proved to be a practical car to move all our possessions to two military bases and, when discharged, to bring our first daughter home to Minnesota.
I never lost my interest in British sports cars. In the 1960s we owned an Austin Healey 3000. The jump seats were great while the children were small, but we quickly outgrew the Healey. In the 1970s we had a rusty Triumph TR3. The plan was to remove the body and replace it with one of the fiberglass bodies available at the time. It never happened! I drove it as a second car to work for a few years, rust and all. In the 1980s we owned a 1976 MGB. Again, it was my go-to-work car for a few years. After more than 39 years with the same employer, I retired in 1996. In January of 1997, I drove past a 1952 MGTD for sale in Phoenix, Arizona. It was being sold after 35 years by the second owner. It had been well used by the owner and also by his children during their high school years. In storage for a few years, it was in sad shape and needed a full restoration. I thought that it should be an easy, quick restoration though, after all, it was from a dry climate and was nearly rust free. You can tell how naive I was starting this first restoration.
My intention was to make a good driver that looked great. I took it completely apart, mounted the body parts on stands for body work and cleaned and painted the chassis. The body, paint and engine work were done by shops in Phoenix. During the seven winters of restoration, I had the good fortune of meeting some great people in the Phoenix area--folks that helped me during the restoration process and with the fine tuning. This even included meeting Al Moss in Sedona, who helped with some of the engine work.
I learned where every bolt and nut is located during the dismantling process and reassembly. Of course, I became a big customer of Moss Motors during the restoration. At the end of seven winters, the car was ready for its first show. In March of 2004, the car placed second in the MG-TD class at the Wheels of Britain car show in downtown Phoenix. I was greatly pleased, since the restoration
started out with the intention of making the car a driver. I continued to drive the TD, make some improvements and show it many more times in the Phoenix area for several years. In the process of showing the car. I found that there is a strong following of British cars in the Phoenix area. It has been enjoyable showing the MG and meeting people at the shows.
We trailered the TD between Arizona and Minnesota for a Spotlight, cont. p. 14
4
PERSPECTIVE
I can do house work.
I just bought a 1949 MG TC. That fact has changed my motoring life more than I had anticipated. The car is so different than my TD that it’s like learning a new language. However, as with most things mechanical, the newer they are the better they tend to be. So is the TD a better car than the TC? To paraphrase one of our ex-presidents, it depends on your definition of better.
The evening that I brought the car home several of my neighbors gathered in the garage to evaluate the beast. The two cars were parked tail to tail allowing the steering wheels to be on the same side so direct comparison of the cars was easy, almost unavoidable. The conversation went something like this:
Neighbor, “Wouldn’t it be better if the steering wheel was on the other side?”Me, “Like on that car,” pointing at the TD.Neighbor, “Who can see the taillights way down there, wouldn’t it be better if they were mounted on the fenders?’Me, “You mean like on that car,” again pointing at the TD.Neighbor, “The speedometer is way over on the wrong side of the car, wouldn’t it be better if it was in front of the driver?”Me, “Like on that car,” again pointing at the TD.Neighbor, with a shocked expression, “The steering sure is loose shouldn’t it be tighter?”Me, see above for my now standard response.
The conversation went on like that for another few minutes. Each time I responded by just pointing to the TD and saying “like that car.” But then, after a few minutes of silence as the neighbors just stared at the TC, one of them finally spoke up and said, “it sure is pretty!” It somehow seemed to be a defining moment for all of them, they all nodded in agreement. Suddenly, each of them easily understood why I would buy such an
imperfect car. It’s the same old story, so what if she can’t cook and her housekeeping is marginal at best, I just can’t keep my eyes off her.
Bottom line, I’ll learn to cook and I can do my own laundry.
Until next time.
Steve Blomberg
P. S. In order to gain garage space I now have a 1949 Packard Deluxe 8 for sale. Any takers?
Progress
Lance Delfino sent these photos of the progress he is making on his TC. Remember the motorless and tublesschassis he had at Alejandro’s last summer!
5
FROM THE PASSENGER SEAT FROM THE GARAGE
I am an MG driver. But that’s pretty much it. In the last dozen years or so, after returning to MGs, as I promised myself I would AK (after kids), I have learned to do a few things “mechanical.” I can replace a starter or dynamo on either car, and boy can I clean and polish.
On my B, I have put in a new door crank, front suspension bushings, installed one of those handy-dandy oil filter adapters, a new top, etc. On my TC I’ve installed new top & side curtains, a fuel pump diaphragm, a wiring harness (with Dean’s help). That sort of thing. But I’m probably never going to tear apart an engine or transmission.
As I look around the expertise in the membership of this club, I am amazed. When I joined the club a decade ago, the names Bob Figenskau and Lew Palmer became immediately apparent as “go to” guys. They, and of course Mark Brandow, routinely tear apart LBCs and put them back together. And all parts in the the right place to boot.
Since then, I have been to tech sessions and seen the work of people like Mike Speidel, Dave Von Wald, Gary Krukoski, Steve Blomberg, Keith Galberth, Lance Delfino, Tom Maine, etc. Yes, I know that listing people has its dangers, because of the people you omit, and I apologize for that in advance. For other capable people, just look at the club membership directory and throw a dart. Almost any of them has more car knowledge than I.
Then there is Tom Cloutier, a quiet guy from Faribault who is a genius at finding and fixing electronic issues in automobiles. After problems following the rewiring of my TC, it was Tom who found a less than solid connection on the back of a brand new regulator that was causing all the problems. One spot of solder fixed it all. This week he helped me find a regulator problem on my B.
In this issue and continued next month is an article by Dave Braun, who reviews his carburetor talk at Mike Speidel’s earlier this month. Dave, a professional
Again this month, there’s not a lot going on in the old garages. Lance Delfino is still working on the TC (you can see several photos on page 4 of this issue) and Bob Figenskau is preparing another TD for the road.
Mike Speidel keeps on working on the Austin and I, for one, can’t wait to see that one.
At this writing, Steve Blomberg has purchased the cream TC from the Christopherson estate and is having fun trying to figure out all the intricate deals with a TC.
We have had some great get togethers so far and more to come this year. The Pool Party is just around the corner and GOF Central is the same week. We have a large group going again and I only wish one of them was me.
As of the writing, the Chairman’s Tour has been canceled, but is being replaced with a Minnesota River Drive led by Steve and JoAnn Brown. We have some more driving trips coming up here and there.
Come join us at the Scoreboard for Sunday Natters, a good time is had by all.
‘Til next month, Safety Fast,
Tom Maine
engineer, is also the tech coordinator for the Minnesota MG Group (the As and Bs) and has had several articles published in the North American MGB register magazine, MGB Driver. Enjoy his article.
Perhaps all MG clubs have such knowledge and expertise in their ranks, but I have to believe our Minnesotans rank second to none.
Wayne Kivell, Editor
6
Around the World in 80 Years!The MG Car Club was founded on the 12th of October 1930 at the Roebuck Hotel on the Great North Road near Stevenage, England, when about 30 MG owners gathered for an inaugural meeting. From these small beginnings, the club has grown to the worldwide organization that we know today.
The MG Car Club will be staging the largest MG event ever to celebrate our 80th birthday over the weekend of the 16/17th October 2010. The whole event will start in New Zealand early in the morning and travel westwards around the globe, passing through Kimber House, Abingdon in the middle of the day and finishing in North-West America late that evening.
As an overseas MG club we would like to invite YOU to join us in this exciting and innovative event.
We want each club to stage a local event of their choosing, organized and funded by them, and involving as many members as possible.
You will capture the spirit of your event on photo or video which will then be up loaded to a dedicated website which will be accessible by all.
This will be a fantastic celebration of our 80 years, foster closer relationships amongst all clubs around the world, and give your own club a unique PR opportunity.
Register Now!There is a nominal £10 entry fee, per club to cover administration costs, and payment can be made by purchasing an 'MG80' ticket, via our website at: http://www.mgcc.co.uk/club-shop-mainmenu-90.html
Further InformationHelp can be found on the attached fliers and by visiting our website at: http://www.mgcc.co.uk/mg80
Contact UsPlease direct your replies any questions etc to: [email protected]
We look forward to you joining us, so that we all can truly celebrate the 'Marque of Friendship.'
Yours Octagonally,The MG80! Team
Burma ShaveRemember these? For those who never saw any of the Burma Shave signs, here is a quick lesson in our history of the 1930s and ‘40s . Before there were interstates, when everyone drove the old 2 lane roads, Burma Shave signs would be posted a l l o ver the countr yside in farmers' f ields. They were small red signs with white letters. Five signs, about 100 feet apart, each containing 1 line of a 4 line couplet...... and the obligatory 5th sign advertising Burma Shave, a popular shaving cream.
HARDLY A DRIVERIS NOW ALIVEWHO PASSED ON HILLSAT 75
TRAINS DON'T WANDER ALL OVER THE MAP 'CAUSE NOBODY SITS IN THE ENGINEER'S LAP
SHE KISSED THE HAIRBRUSH BY MISTAKE SHE THOUGHT IT WAS HER HUSBAND JAKE
DON'T LOSE YOUR HEAD TO GAIN A MINUTE
YOU NEED YOUR HEAD YOUR BRAINS ARE IN IT
DROVE TOO LONG DRIVER SNOOZING WHAT HAPPENED NEXT IS NOT AMUSING
BROTHER SPEEDER LET'S REHEARSE ALL TOGETHER GOOD MORNING, NURSE
CAUTIOUS RIDER TO HER RECKLESS DEAR LET'S HAVE LESS BULL AND MORE STEER
7
These photos are from club member Eric Paulsen, who comments: Who says they don't have "T cars" in Mexico! I took these shots of an "MG!" on the island of Cozumel (just down the coast from Cancun) this spring. The guy that owns it is my neighbor, but I have yet to see him out and about to say hello. Maybe a source for a few chuckles. The VW hubcaps are a dead giveaway.
Minneapolis to Mexico TourSteve Blomberg
On Wednesday, June 2nd, an intrepid band of MG owners met at a parking lot on the northwest side of Lake Calhoun. We had three objectives in mind before we left. First, to enjoy a pleasant drive around some Minneapolis lakes and down Minnehaha Parkway. Second, we wanted to show off the cars and let residents of the city see how much fun we have with them. Our third goal was to make our way to La Perla Del Pacifico for an authentic Mexican dinner. I am pleased to report we achieved all three goals. The evening could not have been more perfect as far as the weather was concerned with blue skies and temps in the low 70s. We were greeted with much waving of hands, thumbs up signs and shouts of “nice car.” When we arrived at the restaurant, club member Joe Souchery was waiting to greet us, he just wanted to say hi and kick some tires. The evening was capped off with a relaxed and enjoyable Mexican meal. Thanks to all who participated: Steve and Kim Blomberg, Mark Brandow and Eileen Custer, Dean and Nancy Carlson, Lance and Mickey Delfino, Bill and Sylvia Douglas, Jim Elwell and Kathryn Sanders, Bob and Shelia Figenskau, Keith and Phyllis Galberth, Mark and Jenée Honnigford, Gary and Gwen Krukoski, Tom Maine, Jerry and Linda Thorson, Thea Trudgeon, Pete and Diane Weber, Russ Westfall and Terri Burkhardt. It was a great way to get the cars out during British Car Week. Next year it could be Minneapolis to Somewhere Else.
Speaking of Mexico . . .
REGULAR “T” EVENTS
Tuesday MG LuncheonsThe Minnesota MG T Register weekly
luncheons are held at the American Legion,6501 Portland Ave So in Richfield every
Tuesday at 11:15 am.Come one, come all!
East Ender’s Breakfast1st & 3rd Saturdays
Sail Away Café1321 St. Croix Trail, A,on, MNJust North of the junction of
County Road 18 and St. Croix Trail9:00 a.m.
Natter & NogginFirst Sunday of the month
3:00 - 5:00 p.m.at The Scoreboard5765 Sanibel Drive
Minnetonka
WEEKLY INTER-MARQUE EVENTS
InterMarque BreakfastSaturday mornings, 8:30Square Peg Restaurant,2021 E Hennepin Ave,
in the Hennepin Square Buildingbetween 35W and 280.
8
day at the lakeDate: Saturday, July 24Time: 11:00 a.m. or whenever you get therePlace: Alejandro & Laurie Sanchez’s home' 140 Shoreview Estates, Big Lake'Tel: 763-262-6357Cell: 763-221-4646
We are happy to again host a party at the lake for the club; whether the sun is shining or it is raining or cool (as we have experienced before).
As usual, we'll display the 1955 and earlier MGs facing the lake, right next to where we gather so we can admire them, talk about them, hold impromptu tech sessions; but, primarily enjoy the camaraderie that these vehicles provoke.
Grills will be sizzling at around 2:00 p.m. Bring something to grill and, if you so desire, something to share.
We are off Hwy 10 ±100 yards west of the “downtown” traffic light in Big Lake. (See satellite view at the right.)
tour of the minnesota river valley & nearby
areasDate: Saturday, August 7Time: 9:30 a.m.Place: 9950 Dell Road, Eden PrairieCoordinators: Steve & JoAnn Brown
Come with us for an easy, scenic drive in the country with stops along the way and a late lunch at the historic Schumacher’s in New Prague.
Before the tour, we will meet on the river bluff at the home of Steve and JoAnn Brown for coffee and treats
Please RSVP by calling the Browns at 952-934-1812.
MG Gals LunchThe first Wednesday of each month, 11:30 a.m. The Great Wall Restaurant, 4515 France Ave S,
Minneapolis Please RSVP to Thea Trudgeon 612.869.5560
or Sheila Figenskau 952.935.7909
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July1-3! GOF XXXIII - Sawmill Creek Resort, Huron, OH (see page 11)Sat 24! Day at the Lake (Alejandro & Laurie Sanchez), Big Lake26-30! NAMGAR GT-35, Delavan, WISat 31! Beer Tasting (Dave & Jenni Honnigford)
AugustSat 7! Minnesota River Valley Tour (Steve & JoAnn Brown)Sat 14! Brit Fest at Ellingson’s Car Museum, RogersSat 28! Mystery Tour (Jerry Thorson & Linda Trondson)!
SeptemberSat 11! Wheels & Wings - Osceola, WISat 18! Hare & Hounds Tour (Steve Blomberg & Tim Crain)Sun 26! Oktoberfest (Mark Honnigford)
OctoberSat 2! Fish & Chips (Belongia)Sat 9! Fall Color Tour (Lance & Mickey Delfino)
NovemberSat 13 ! Business Meeting (Mark Honnigford)
DecemberSat 11 Holiday Party at City View
23rd annual MG-TBeer Tasting
Date: Saturday, July 31Time: 2:00 p.m.Place: Dave & Jenni Honnigford’s backyard' 5307 M0rgan Ave S, Minneapolis'Coordinators: Dave & Jenni HonnigfordCo-coordinators: Mark & Jenée Honnigford
It is again time for the sublime tribute to the Brewer’s Art, the annual Beer Tasting. This event will be held, as usual, in Jenni & Dave’s backyard in beautiful Southwest Minneapolis.
Participants will gather around 2:00 p.m. Serious beer tasting begins at 3:00.
Bring a grillable entrée for yourself and a delectable victual to share with others. Refreshments, snacks and companionship will be provided. Weber grills should be ready by 5:00 p.m. or so.
Please call 612-926-7140 if you plan to attend. No need to call if you do not plan to attend. Cheers!
10
Thunder Bay RendezvousDave Phillips
Jolene & I drove TC4976 to the 20th Rendezvous in Thunder Bay June 17th to the 20th. We had driven about 430 miles including the other events before we did a final clean up for the Saturday car show. More than 105 vintage (mostly British) autos had been registered. There were four trophies for the Car Show car awards: Best Open Car; Best Closed Car; Diamond in the Rough; and People's Choice.
Approximately 75 of the Car Show entrants were open cars. These included several models of Austin Healys ranging from a 100/4 and a 100m to a couple of newly restored BJ8s; Triumph TR3s, 4s, 6s, Stags and Spitfires; MG TDs, MGAs and MGBs; A late model Jag XK8 & a XKR, several Morgans from a 1956 Plus 4 to a 2000 Plus 8; a couple of Corvettes, a Jensen Healey, Bug-eyed Sprites and MG Midgets, and of course our TC.
When the results were in, a vintage Jag Saloon won the People's Choice and a Jag XK140 Fixed Head Coupe won the Best Closed Car honors. A rusty TR7 coupe was awarded the Diamond in the Rough. (Can a ‘76 TR7 coupe ever really be a diamond?)
Jolene and I were very pleased when our Cream & Red MG TC was awarded the trophy for the Best Open Car.
Thanks to the Thunder Bay Vintage Sports Car Club for the 20th edition of this fun event. It was our third trip to Thunder Bay, so I have been learning to speak Canadian, eh?
Von Wald Tech SessionClockwise from left:Beer & Conversation;Pat’s garden; Hosts Von Wald & ! Poulson; Duh!
11
SU Carburetor Tuning for the MGBy David Braun, P. E.
The following is a simple step-by-step guide for tuning your SU carburetors using a different method from that usually suggested in the various books published by BMC, Haynes, SU or Burlen Fuel Systems. This paper doesn’t try to explain how to rebuild your carburetors, the manuals available on the market do a fairly good job of that. Instead, it allows you to perform some simple tests to determine the condition of your carburetors as they sit on your car; how to adjust them; or if you need to remove them and repair certain functions.
From Tuning S.U. Carburetors by G.R. Wade1. Piston venturi. Squeezes down the area of flow. 2. Piston surface. This is a clearance fit that governs the drop test times. If the piston is brass no spring is
needed.3. Suction dome vent. Communicates the downstream pressure with the upper side of the piston.4. Throttle disk. Controls the amount of air the engine receives.5. Piston vent. Communicates the upstream ambient pressure with the lower side of the piston6. Needle. Moves up and down with the piston to increase or decrease the amount of fuel picked up from the
bridge.
The SU carburetor has four moving parts. Taken in order of their function, they are:1. The float and needle2. The sliding jet to facilitate starting3. The throttle disk and shaft4. The variable venturi piston and suction chamber
Assuring that these four parts are in working order and then adjusting these parts to work in concert with each other (and in multiple carburetor set-ups, with the other carburetor(s)) is the key to tuning the SU carburetor.
PreparationSetting up and tuning an SU carburetor is based on the premise that both the engine and the carburetor are in good shape. The following should be checked on the engine prior to setting up the carburetor to determine if the situation will lend itself to optimal timing, or if expectations should be lowered to ‘good enough.’
SU Carbs, cont. p. 12
12
XPAG or XPEG Engine ‘B Series’ EngineEngine CompressionThis will assure even airflow through the intake manifolds into the engine.
About 145 psi all cylinders within about 15 psi of each other
About 170 psi all cylinders within about 17 psi of each other
Valve ClearanceHelps the engine breath by facilitating airflow at the proper moments during its cycle.
Follow the indication on the valve cover or as suggested by the manufacturer of the cam installed, but likely 0.019, 0.015 or 0.012 inch for an XPAG; 0.015 or 0.012 inch for an XPEG
As suggested by the manufacturer of the cam installed, but likely 0.015 inch.
Sparkplug GapPromotes the complete burning of the combustion charge under compression.
0.025 inch with standard coil and points.
0.032 inch
Dwell with standard points (omit with electronic ignition -Pertronix) sets up the cycle period of the coil.
0.015 inches of point gap will yield 60º of dwell with the high lift distributor cam.
0.015 inches of point gap will yield 51º of dwell with the modern distributor cam.
TimingInitial setting to time the flame front in the cylinder. Use whatever timing advance your car will tolerate without pinging under load.
A good starting point is 8º before top dead center (BTDC) static timing or at low idle. With 8º static and 25º mechanical advance the timing will be about 33º at 3,000 rpm.
14º BTDC at idle with the distributor advance vacuum hose disconnected and plugged.
In addition, the carburetor should be checked carefully for:1. The throttle disks should seat evenly in their bores with no sticking or misalignment.2. The pistons should pass the suction chamber drop tests at the same rate:
3-5 seconds for a 1-1/4" and smaller carburetor 5-7 seconds for a 1-1/2" and 1-3/4" carburetor.
3. The throttle shafts should be secure in their bores with no noticeable leakage.4. The jets should be centered and the needles should not show evidence of wear from sliding along the sides
of the jet.
Correct any questionable conditions in either the engine or the carburetors. The tuning methods will still be helpful but optimal results will only be achieved on a well-maintained engine and carburetor system.
TheoryThe manuals, including the SU publications, state that the float bowl fuel height is set by inserting the properly sized bar stock or a drill rod between the forks of the shut off lever and the lid. Since the float bowl fuel height is directly communicated to the bridge fuel height (a liquid seeks its own level) it is important to get this measurement correct. The manuals rarely tell you that the resulting level of fuel at the bridge should be 0.120 to 0.200 inch below the bridge. Using the bar stock or a drill rod to set the fuel level can lead to variances in fuel level at the bridge. These variances are caused by:
1. Fuel float weight and hence its buoyancy2. Trueness of the fuel transverse arm3. Orientation of the float bowl with regard to the carburetor4. Types of washers used in the fuel transverse arm to the body5. Thickness of the materials where the fuel transverse arm mates to the body6. Location of the fork radius relative to the location of the fuel shut off needle7. Depth of the shut off needle assembly8. Thickness of the gasket under the float lid
It would be great if all of these variances self-cancelled, but that would be expecting a lot, especially on 60 year-old carburetors repaired over time by technicians with more or less experience and ability. Throw in a mixture of
SU Carbs, cont. %om p. 11
SU Carbs, cont. p. 13
13
Someone asked what the T stood for in T-type. Is it merely a series designation? Why was T chosen rather than say another letter? For that matter do we know the origin of the other series designations? (M, P, N, L, V, W, Y and so forth). It would seem to not be a sequential pattern since The V and W came before the T.
In February of 1967, Nuffield Press published a poster titled “MGs Through the Ages.” Reproductions are available. The model order given after the pre 1930 numeral designations are:
1. M type 1929- presumable standing for Midget2. C type 1931 - first of the letter range3. D type 19314. F type 1931 - variants designated F1, F2, F35. J type 1932 - variants designated J1, J2, J3, J46. K type 1932 - variants designated K1, K2, K37. L type 19338. N type 1934 - variants designated NA, NB, NE9. P type 1934 - variants designated PA, PB10. Q type 1934
11. R type 193512. S type 1936 - SA only13. T type 1936 - variants designated TA, TB, TC, TD, TF14. V type 1937 - VA only15. W type 1938 - WA only16. Y type 1947 - variants designated YA, YB17. Z type 1953 - variants designated ZA, ZB
Then MG went back to the beginning again with:18. MGA 195519. MGB 196220. MGC (came after the publication of that poster)21. Midget Mk1 1961 (Designation as M type)22. Mk 3 Magnette (Mk 1 was presumably the 1933 K type and Mark 2 the N type)
It seems that up until John Thornley's period as Managing Director, the system was fairly consistent, but obviously when the letters ran out it seems to be an attempt to revert to 1929.
MGs last designations cause even more confusion.
MG Model Designations
mismatched parts over the same period and aftermarket parts and it is no wonder that slipping a bar under the fork levers can yield inconsistent results.
The other critical item to be undertaken is the depth of the jet below the bridge. The manuals give the starting point as six flats (one full jet adjusting nut turn) down. But what they don’t tell you is that the preferable starting point for the depth of the jet below the bridge is 0.070 inches. Again, there are several factors that can affect the relationship between six flats and the optimum depth of the jet and the corresponding depth of the carburetor needle.
1. Thickness of the jet adjusting nut2. Length of the jet3. Packing around the jet centering nut4. Carburetor body thickness 5. Placement of needle in the piston
On a single carburetor installation the variances are not a big deal, but on multi-carburetor installations the manuals suggest that each adjustment is made the same amount on each carburetor. If the variances stack against each other so that the starting points of the two essential measurements are not the same on each carburetor, making each adjustment the same amount on each carburetor will not result in the same state of tune for each unit. Varying the settings on either carburetor independently of the other will soon result in confusion and a lack of certainty with respect to both the starting point and the state of tune achieved. The following method will eliminate much of the confusion, provide an excellent starting point for tuning and allow for consistent results. Consistent results will yield the maximum performance of the fuel delivery system to the engine, which in turn gives us the maximum performance that can be reasonably expected. And that’s exactly what we want.
Ed.: Next month, Part II--Dave wi! take readers through the step by step process.
SU Carbs, cont. %om p. 12
14
Spotlight, cont. %om p. 3couple of years. It is now in Minnesota, since I needed more room in Arizona to work on my current project. The restoration of a 1960 Austin Healey Bugeye Sprite is well underway and it should be running within a year.
I ha ve a t tended loca l shows and cruise nights in Minnesota. It is great to talk to people as they reminisce about time when they had an MG or knew a friend who had one when they were younger. I intend to keep it running and enjoy it for many more years to come.
Bi" Pothen
South Lyndale Car Show
Fourteen cars showed up on a Saturday morning that threatened rain and in the end made good on that threat. But, as in the past, we had a good turnout of neighborhood viewers with stories of the time they owned an MG, Triumph or Austin Healey. One fella told us that he has a TD in his garage that he bought in 1967. Seeing the cars has inspired him to fix it up and start driving it again. He was encouraged to join the club. One new twist this year, we had cards with the club name and web address to pass out to folks who wanted more information. Store owner, Dan Campo, was very happy with the participation and is already planning for next year.
The show was cut short by 15 minutes as the rain began, and club members retreated to the Blomberg house for refreshments and lunch . Af ter wards many went to the garage sale at George C h r i s t o p h e r s o n ’ s house. Thanks to those who participated, and a special welcome to new
member Gene Cooper and his very nice right hand drive TD.14
Photos, clockwise from upper left: Store owner, Dan Campo; the line-up of cars; BobNordin’s classy Jaguar; Jag dash; TB and TC in the rain.
15
Classifieds
For Sale: MG TD Hi-Tone horn $80.00; MG TD gas tank (cleaned) $200.00; MG TD air cleaner intake manifold $200.00. MG TD side curtains 2 bow front, only $100; MG TD-TF wire wheels 5 used, $250 for the set; TD Turn signal relay complete $75; Turn signal relay no cover $45; Radiator shell new chrome, 3 to choose from , $1200; and several service, operation and owners manuals for T Type. Many other MG T and MGA parts for sale. Gary Krukoski 763-494-4844 (4/09)
For Sale: 1950 MGTD. Right hand drive. Runner/driver. Call Mark Brandow at 612-306-0044. (4/10)
For Sale: 1954 TF. Project car – solid body; engine & interior in need of rebuild. 1250cc engine, wire wheels. $6,000 or best offer. Also 1950 TD, 600 mi. since frame-off restoration. This is an early TD with right hand drive. Maroon with tan interior. $20,000 firm. Don Hartman, Anoka, 312-382-4591, [email protected]. (5/08)
Wanted: Any spare T-type parts you do not need or want. Any quantity will be considered. Gary Krukoski 763-494-4844 (4/09)
Wanted to Buy: Very serious buyer for: Jaguar XK-XKE; MG "T" series; MGA; Triumph; TR-2-3-4-250; Mercedes 190-220-230-250-280 SL; All open cars; Porsche 356-911-914; Austin Healey; Riley; Alfa-Romeo; Singer. Entire collections possible. Any condition. Any location. Generous finder’s fees. I WILL PAY THE MOST. Steve’s British Connection, 630-553-9023, [email protected]. (4/09)
For Sale: We have three MGA and Magnette differentials for sale, still in their housings for anyone wanting to regear their ‘T’ series. One is a 4.3 and the other two are most likely 4.3 and 4.55 ratios from a ZB and ZA. The entire axles should also be available if need arises. We are converting to higher speed ratio in the Varitone. Contact Brian McCollough at 651-462-0145 anytime. (11/09)
Motoring GoodiesNow is the time to get
your favorite MG ready for theSTOP and START season.
Tune, change the oil,get the brakes to work.
For your appointment, please callBob Figenskau at 952-935-7909.
The garage is open!
We Give A Hoot! MG horns, fuel pumps, and wipers restored. We can bring back
most any pre-1962 horn or wiper motor, or any SU fuel pump back to life. Mechanical only, or mechanical and
cosmetic restorations available. All work guaranteed.
Contact Lew Palmer16780 St. Mary’s Drive
St. Mary’s Point, MN 55043Phone: (651) 436-7401
dbraun99SU Carburetors work best when in Tip Top condition.
We will rebuild your carburetors paying special attentionto throttle shafts, butterflies, floats, dampers and jet assemblies.
Speedy turn-around, responsive communication, guaranteed work.H, HS and HIF carburetor services are offered.
For a quote please [email protected] or visit
www.dbraun99.com
The Minnesota MG T Register1003 Maple St
Northfield, MN 55057
First Class MailDated Material
TattlerThe
The Minnesota MG T Register: Membership Application FormName: ' Significant Other:Address:' Significant Other’s OccupationCity:State:' Zip:Home Phone:Work Phone:Fax Number:Email Address:Occupation:If you have a second address part of the year and would like your publications mailed there:That Address:City:' ' State:' ' ' Zip:Phone:You are there on the first of which months? From: ' ' ' Through:
MGs that you own:Year' Model'Chassis #' Engine #' License #' Color(s)' Condition
First time, first year membership in The Minnesota MG T Register is free, and $30 annually thereafter. Mail to Nancy Carlson, 32518 West St, Breezy Point MN 56472
If you would like a name tag, contact Bill McReaken at 952-890-0102 or [email protected]. Please specify the names to be engraved and whether you wish a pin, or magnetic back.
