Spent a couple of hours on the MG this afternoon. It was cold and windy so I confined myself to the garage. First job was to finish off fitting the new rubber oil cooler pipes. I am replacing the nasty braided ones which are very stiff with OE spec rubber which is a bit more pliant. This is an awkward fit and it requires a bit of coordination because the oil gauge pipe has to be fitted AFTER the pipe cooler pipe because otherwise the spanner crushes the oil gauge pipe. Have a guess how I know this? After fitting the pipes I had to fit the hateful grommets to the radiator shroud which is another awkward job. Anyway it’s done now.
Next I decided to progress the wiring loom connections. Last week I had to unpick the loom due to poor routing so this week I put some of that back. I connected the alternator which is easy then had to take the coil off to get that connected properly. So far so good. I then checked the fuse box which I wasn’t convinced had been connected properly. Rather than rely on pictures on the internet I actually used the wiring diagram and managed to use up all the available wires so it must be right! (It is right really).
So onto the next thing and I identified a problem. The distributor, which is a new unit from Accuspark needs power which it gets from the coil. Unfortunately one of the cables is not long enough. It mentions this in the instructions which cheerfully say ‘you may have to lengthen the wire’. I might write back to them to say ‘you could just supply the right length wire.’ So I need to grab a pal who can joins a bit of wire for me
Final task today was to fit an earth wire to the inner wing. The original bolt had been painted over and the head rounded off when I tried to release it. Even my freeze spray couldn’t rescue the situation so I did the brutal thing and drilled it out. I managed to then get another bolt to fit and job done. Not a bad afternoon’s work.
Happy new decade everyone! A mini post today to record me spending just half an hour in the garage during which I discovered that the heater control unit pipe was completely blocked with rusty crud. I found this when I was offering it up to where it is mounted on the engine and was asking myself how any coolant was supposed to flow through it when there was no hole. A quick prod with an old screwdriver proved that the crud could be dislodged fairly easy and this was also the case with the aperture into the engine water jacket.
I wondered to myself if this was possibly the reason the car overheated when I first fired it up shortly after buying it, and why the fan was set to be on the whole time. What a bodge by the previous owner, but satisfying to find this problem and be a step towards sorting it out.
And finally, this is me, my better half and my in laws at a New Year’s Eve party last night
A good amount of time on the MG today. After dealing with the ironing pile (yes), I pushed the MG out into the winter sunshine and got stuck in. I warmed up first by fitting the rubber bung (or grommit if you prefer) over the hole in the transmission tunnel which is used to access the gearbox filler. This was stiff as hell, but a bit of soap helped it into place.
I then jacked up the o/s so I could access the fuel pump which I am sure you are all fed up hearing about. Well the good news is that it is now fitted snugly into its clamp, the wiring loom connections are on and the rubber pipe which connects the pump to the copper pipe under the car is fitted. So hurrah! It was a bit of a faff, but all it needed really was a bit of patience and perseverence. I think Mum-in-law’s Christmas cake may also have helped as I used the last slice to sustain me.
I later spent some time routing the copper pipe around the engine bay. I wasn’t aiming for final fit, I just wanted to route it some more and try to figure out how to connect the fuel line to the carburettors. I have posted an enquiry to a FB group on this now, so just waiting for replies so I can finish this off [Post Blog note – response received, the mystery fittings are the overflows – who knew? I’ll need to buy some more pipe for these]. I did fit the fuel filter, so this is definately progressing.
With the car jacked up I was able to connect the wiring loom to the starter motor, one more job towards my engine start milestone. This was easier than it looked with as usual the loom falling easily to hand and some helpful guidance on the interweb as to what goes where.
I then turned my attention to troubleshooting the pesky alternator bolt which had sheared recently when I was attempting to tighten the fan belt. Good news folks, I was able to undo the bolt from the other end. I had anticipated having to use a stud extractor or some such, but I hadn’t realised it would be so easy. I do need to replace the adjusting pillar as its called because its a special item and I dont have any long enough bolts to put anything in temporarily. As ever, the SC Parts catalogue is well illustrated and shows the part clearly. I will probably order from Moss though, sorry SC! Sorting the alternator is critical to the build as not only does it need to be working, but I want to be certain its on right before I commit to fitting the radiator which will be largely in the way of it once fitted.
Having gone as far as I could go without answers from FB and ordering new parts I had a go at installing the wiper mechanism. This is semi-critical to engine start as it is better to have this all installed prior to the fascia being re-fitted because its easier to access. This should have been an easy job, but I was thwarted by what is either a parts misorder or pattern parts being different to the original. Briefly, there is a chrome collar which sits over the wiper drive rod and this sits on a rubber collar chamfered in the opposite direction so they fit nicely together. Except they didn’t. On inspection of the original vs. new part, the new chrome collar was significantly longer, so I could not get the securing nut to bite on the threads. I have ended up re-using the pitted old collars and will investigate further what this is all about. What I have learned in this process, is that if it isn’t fitting, then something is wrong. I have learned not to be frustrated or to attempt to ‘make it fit’ as that ends in disaster. While doing this job, the chrome collar fell down the vent in the scuttle panel. ‘Ha ha’, I said to myself, ‘I ‘ll get that easily enough.’ Mmm. It had fallen in an awkward place and my trusty magnetic tool pick was having no effect as the item was not magnetic. Hmm, time to thing again, so I went to open the inner vent which these particular MGB have under the fascia. But the vent it blocked by the half fitted wiper mechanism cable which is dangling in the way. So I have to release that to get to the vent opener, to allow me to scrape my knuckles putting my hand through the vent into the duct to retreive the collar. Then I did it again when I fitted the other side. Sigh. At times like this, I am sure the MG has a sense of humour. To prevent further incident I fitted the grille which goes over this vent AND the mesh that goes underneath.
So that was most of the day, I did also stick a washer and a nut on a bolt which secures the steering rack. For some reason Gavin the painter hadn’t wanted to fit that one, but with my box of nicely sorted imperial nuts, I was able to sort that out while I was there.
It was a really beautiful day today. Sunshine all day long and I had ages on the car. I took some photos of the car on the driveway, just because it looked so good in the low winter sun. Hope you enjoy them below.
Two things to finish off the day – first, hanging the MG wall plaque on the garage wall – a present from a colleague and my Mum – they both bought me the same thing! Secondly, a quick blast in our Suzuki Cappuccino. As it was a dry day, with no salt on the roads, it was too good an opportunity not to have a quick sprint up to the motorway and back. The Cappuccino gets light use all year round, but I am choosy when I take it out in winter due to its vulnerability to corosion. It was a nice way to end the day with the light just fading, the sky tinged with pink and 8500 on the tachometer.
While we are here, I’d like to wish you all a Happy Christmas and New Year. Thanks for joining me on this journey. Nothing about hoses in this post, I was just looking for a Christmas related pun. First a word about Christmas – amongst a host of generous gifts, Helen (my wife) gave me a Land Rover Defender. Okay, so its a Lego kit, but still, I was very excited to receive it. I will devote a future post (or two) to this build.
In the meantime, here’s what I have been up to on the MG.
A grey afternoon today presented the first opportunity of the season to get out properly and progress the rebuild. First task was to fit the distributor and here I have a complaint about the design of the engine bay in this respect. Why is it neccessary to remove the oil cooler pipes to fit the distributor? okay, so its not a frequent task, but with the much space in the engine bay, why is the area around the distributor so congested? Complaint over, I coped, although tightening up the right hand bracket bolt involves removing the dip stick and even then you barely get quarter of a turn out of a spanner and a socket won’t go anywhere near. I will set the timing another day, although I have been researching this and getting familiar with how to tackle it. Its a new electronic unit and seems relatively straightforward to set up.
Following up on the recent engine oil change, I thought it would be a good idea to fill the gearbox with oil today as this will hopefully stop my recurring nightmare of starting the engine with no oil in it. The gearbox was drained on removal by Austin the welder and has remained so ever since. For this job I had already bought gearbox oil from Classic Oils in Bicester along with a hand pump. I removed the grommit from behind the centre console which enables access to the gearbox dip stick and the filler neck. I then hooked the pump pipe onto the filler neck from underneath the car and pumped circa 3 litres of slippery oil into the gearbox ( I checked the capacity from the MG Restoration book). I think it was grateful. I checked the level using the dip stick and all seemed fine. The handpump was a bit of a workout, but I don’t suppose it will be a frequent job to change all the gearbox oil and it was a clean job. I could have probably filled the gearbox from inside using a funnel, but I was a bit worried about having a spill inside the car.
Next thing to investigate, was the fuel pump. This has been vexing me so today I just wanted to move my understanding forward rather than try to solve everything. To recap, the issue is that I need to connect the wires to it (and I didn’t know where they went), I still have to fit a rubber pipe from the pump to the pipe under the car and its not mounted properly. Today I consulted the wiring diagram (which is gradually beginning to make sense), and established that I needed a White and Black wire from the loom. As has been the case, I found these cables ran nicely down to the pump. That is, once I took them away from the C pillar where I had routed them previously. Not sure why I did that, I think I took them for the rear window demister. So small progress, but as I write this it’s becoming clearer now where the terminals go. Next time I work on the MG, I will connect the loom up and the remount the pump. This is to rectify a previous attempt to tighten the mounting clamp which was unsuccessful. This will be tedious because it is difficult to get a spanner in there, but once done, done. This will allow me to then work out how to fit the rubber pipe which connects to the copper pipe under the car. With this, the engine start tasks at the rear of the car will be complete. We are making progress Folks.