Another big gap in posting due to other life distractions. Recently I had an electrician (Phil James) booked in to do some jobs on the MG. He did a cracking job, fitting the electric fan, switches in the dash and centre console and the heating rear window. Of course we needed to fire up the MG to commission the fan and this is where things began to go wrong.
The week before Phil came I had done a few little jobs including tidying up the brake, fuel and loom lines which run under the car as well as fitting the air filters. A good job done. Annoyingly the MG then refused to start and was the same when Phil and I needed it to.
Poor Phil, he tried everything and in the process sorted out the carbs which had overfilled dashpots and the rear carb where the piston was not moving freely. So we had to admit defeat on the day.
Meanwhile my Dad had said ‘it will be something simple’ and today I got to the bottom of the issue. I tried a simple test which was to remove the fuel pipe to the front carb, stick it in a bottle, turn on the ignition and see what happened. In short nothing. So I removed the rear wheel to get a good view of the fuel pump. I confirmed the connections were all good so it was a mystery until I noticed that a rubber pipe which connects to the main fuel line under the car was going through a tight curve and looked kinked. And so it turned out to be. I adjusted the curve switched the ignition on and hey presto click, click, click and fuel at the carb. Woohoo! So problem solved and another step along the way. The MG fired up and ran smoothly. I then spent some time sorting out the wiper mechanism which I had incorrectly installed. Still work in progress, but it’s on the right lines now, just blooming fiddly work. A good day’s work.
Crikey, its been a while since my last post. What can I say, I’ve been busy.
Anyway, today was a good day. Recently I’ve been trying to resolve a misfire and due to my low level of competence, I had unsuccessfully tried to change the points in the distributor and managed to convert the misfire into a non-starting issue. So I left things alone for a few weeks while other events took precedence such as work, volunteering at Church, Gardening and walking with Helen. Of course Dad had been saying why not just fit the Electronic Distributor that I had bought originally but I had got it in my head that it was a horrendous, virtually impossible job. Then Thursday of this week, later in the evening instead of slumping in front of the TV, I popped into the garage and stared at the distributor. Then I reached for a 7/16th spanner and sort of offered it up to the bolts. It’s really fiddly, but I got some movement going and then the bolts were getting slack. I reached down to the distributor and just like that it came out. I was that surprised I just stared at it in my hands. How did that happen?
Buoyed up by this, today I slotted in the electronic distributor pretty easily and then just wondered if it would start. It did! I was really chuffed, and the misfire had gone, so success all round. I did have a bit of fun with tweaking the timing and having to adjust the carbs but before too long I had it idling nicely and cleanly revving, so this was a big step forward.
I spend the rest of my time pottering around. I fitted the twin horns, discovering as I connected them to the loom that the switch was live. That made me jump alright. With both units connected, they make a pleasing ‘honk’. I did give the heating controls a good check over and discovered that I need to buy one new one. I stripped the cables and connections off the old units ready for re-fitting. Completing the heater installation is going to be quite a project in itself I reckon. I then spent some time stripping the spare door that I recently bought in readiness for installing the glass from that door into my car. Finally, Helen and I sat out the front of the house with a cup of tea and a piece of cake in the sunshine. I had the usual couple of nice chats with passing neighbours and the postie who all admired the MG which was looking very bright in the sun.
Actually it was yesterday. Another sunny February day and it was time to fill up the brake system for the first time since I had replaced all the brake lines and the entire front brake assembly, disks, pads and callipers. I had a Gunson kit to help and my friend John was on hand to direct me from a suitable distance on the driveway. The Gunson kit uses pressure from the spare tyre via a rubber tube which goes into a bottle filled with brake fluid with an outlet which fits to the master cylinder. Had to inflate the spare first, which was flat obviously. We also jacked up the rear, removed the rear wheels and verified that the bleed nipples were okay. With the kit connected up, the fluid started to go down as the brake pipes were filled. I was watching at the back of the car, and the level was going down but no fluid. Then we spotted the rapidly growing pool under the engine bay. We had a leak at the four-way junction with one of the joints leaking fairly well. There followed some rapid reaction work with me in charge of sluicing the spilt fluid before the nice new paint melted while John disconnected the four way junction for inspection. I should mention that we did first just try nipping it up but to no avail.
The four way junction nor the line had no catastrophic issues, but John’s keen eye had spotted a little gunk in the fitting and on the threads. So we conducted a clean with some WD40 and a rag, blowing it out with an aerosol air canister. After some careful reassembly and re-tightening of the four lines to the junction, we recommenced filling operations. No leaks this time. For each brake in turn, we connected a length of plastic tubing to the bleed nipple and opened it up. I watched the flow and when the bubbles had cleared, I nipped up the bleed nipple. So far so good.
Moving to the front of the car, we again jacked it up and removed the wheels. The n/s side went smoothly enough, all new components, so it was a dream really. On the o/s, a little fluid was weeping from the connector between flexible and hard pipes but this was nipped up promptly enough. A prod of the brakes confirmed we did indeed have a brake pedal. As it was now getting on in the day, we decided to call a halt there. Further testing has identified that it is soft on the first push, then firm, which I think means there is still some air in the system. A quick browse around the internet suggests that the pipes into and out of the servo need to be bled and possibly also the junction connection at the rear which splits the fluid to left and right. This will be sorted out soon. However, all in all, excellent progress and a milestone reached. The car now starts and stops!
So to today, Sunday, and I was on my own, so a little pottering was in order. First job was to investigate the misfire which has been plaguing the MG lately when running it up. The carbs are not in tune, I have a plan in mind for the that, but it has definitely been running worse and worse. Taking a look around the engine bay, I discovered that the vacuum advance pipe was looking very sad. Being rather on the long side, it had drooped onto the exhaust manifold and basically melted. So I snipped off the mangled bit and fortunately there was plenty of length to make a nice route to the inlet manifold. Next I investigated the distributer, and as a non-expert, the one job I could do myself was to swap the distributer cap which on inspection was a bit rough looking with the contacts worn. So I popped in the new one which came with the electronic distributer and this saw an immediate improvement. I was tempted to just pop the new distributer in but as this is quite is quite fiddly, I put it off for when I have a longer go and have taken some advice. Instead, I did a couple more jobs on the dash. First, I fitted the rev counter properly. I had lost one of the knurled wheels that fit to the studs and hold the two brackets. Miraculously, I found it on the driveway yesterday! That saved a £5 order to a specialist (apologies to the parts market, I need plenty more bits honest!). Then I moved to the n/s to fix the dash properly. Having done the o/s earlier in the week, I knew how this went and it was straightforward to fit this. With the centre nut also fastened up tight, the dash is now looking right, albeit I still have a few switches and the vents to install. As I had to lie on my back in the footwell to do this, and with a mind to future required jobs, I got out the new carpet set and lobbed the footwell carpets in and the boot carpet while I was at it. I am not quite ready to commit to carpeting the MG, but it was good to see the set and acquaint myself with the different parts.
I took back a day that work owed me today and had a whole day on the MG outside in the warm February sunshine (yes, really!). Here is a quick synopsis of the jobs I completed.
Fitted new bolts to the n/s brake caliper replacing the ones that got mangled when removing the old calipers. Fitted the tab washer while I was there
Fitted interior light to the centre console ready for wiring up.
Scavenged the heated rear window warning light from the old loom and old centre console
Connected up the speedometer cable to the back of the gauge. To do this I dropped the dash off its single bolt to get access to the back of the gauges
Fixed the ignition switch to the steering column. No more fishing around in the footwell for the ignition switch.
Fixed the o/s corner of the dash which enabled me to hoist the dash up to its correct alignment and therefore to be able to slip a temporary bolt across to mount the steering column to the dash for the first time is a couple of years! To do this I lay on my back with my head in the footwell and my feet sticking up into the boot. The things we do!
Fixed the o/s door light switch and discovered that the n/s looks a bit mangled (hence why Phil had not wired this before)
Removed the rear wheels, rubbed them down, sprayed them with primer then a top coat of satin black. They turned our better than the brushed hammerite on the front wheels! This now completes the set of wheels, which are now a lot tidier than they were, understanding that this is temporary cosmetic fix-up pending a more permanent selection of wheels for the project. And because Dad kept pestering about their shabby appearance
Cleared out the interior of rubbish, tools, nuts, washers and grit!
Fitted grommits to the footwell aperatures
Found the rear bumper brackets, but sadly discovered they are very rusty and one had a seized and sheared off bolt. I had considered fitting the rear bumper and had given it a once over and reckoned it would do as a temporary solution. I think now I have discovered this, I will keep it bumper free at the back as originally planned. Need to figure out how to light up the rear number plate without having the over-riders on the bumper to mount them on (I might just not bother…)
Tidied up the garage and sorted through the spares.
Being a lovely sunny day I had quite a lot of interaction with passers by with most people saying something encouraging. One older lady remarked that an old boyfriend of hers had one in the 1970s – cute! Another family walked past when I had the engine running to put the car away. As we know the engine is not in a good state of tune at the moment and I had cranked up the slow running to be too fast and was on choke, so it was revving at about 2750 rpm and popping and banging. As I glanced behind, the lady had her hands over her ears. Sorry about the sports exhaust
Having received a large and heavy parcel from MGB hive containing new brake discs and callipers I decided today to see if I could have a go at fitting them. First I needed to have the MG in the right place, so I fired it up and moved it halfway out of the garage. Having started it I thought I may as well check the condition of the spark plugs because the engine is not running quite right at the moment and I thought it might give me an indication as to the whether the mixutre is too rich or something. The spark plugs looked a bit black and although this could be due to a lot of the running of the engine being on choke, it pointed towards the mixture being too rich. As I have a spare set of plugs, I changed them anyway, fired up the engine and wound the mixture back to lean it off a bit. The tuning guide suggests that you enrichen the mixture until the revs pick up, then back half a turn and I could feel this point on both carbs, but I’m not convinced. As my Dad is 30 miles away and sheltering in Tier 3, I have ordered a Gunson colortune kit which is supposed to give a definative indication of mixture. Further updates on this when the kit arrives. I also noticed some steam rising up from around the bottom hose joint, so I think the jubilee clip needs to be tightened (when it cools!).
Moving back to to the brakes, with the MG halfway out of the garage, I had a good working space on the garage carpet (an old rug). I jacked up the car on the cross member and stuck an axle stand under the front suspension. I removed the o/s wheel and put it to one side. I then removed the split pins and clips which keep the brake pads in place, and rattled them free. The pads turned out to be brand new items, so that was a rare bonus on this project. Next job to tackle was removal of the caliper. The caliper on this side is ‘new’ although that makes it around 8 years old by my reckoning, so for safety I had bought new calipers. I am a brake novice, so this was all new ground for me. I undid some likely looking bolts, which were very tight, but came off with a bit of penetrating fluid and leverage. This was a job for the big boy’s socket set with all the nut sizes at the larger end of the scale. The caliper came off easily enough, and I laid all the components out on a clean sheet of cardboard. The flexible pipe hose was a bit of a faff – I ended up removing the caliper and winding it round to unthread the hose – that can’t be right. Things were now getting serious as I now had to remove the wheel hub, something I have not done before – I took my time and removed one piece at a time, photographing the order and orientation of them with my iPhone as I went. Fortunately, the wheel bearings seemed in good shape rather than greasy shrapnel, so that was a positive. The assembly came apart relatively smoothly and I was able to ease the disc and hub off as a single unit. Lifting this heavy bit of kit off the spline then left me the job of undoing the four bolts that mate them together and this proved to be a bit fiddly, but do-able. As time was getting on, I simply bolted the new disc onto the hub, reassembled the bearing, popped the wheel back on and lowered the MG to the ground. At the next opportunity, I’ll fit the new caliper, and the old/new pads and that will be one side complete!
So more work to do here – I really need to remove the new disc and give the area behind a good clean. If I can find the motivation and time, I’ll do that. In the meantime, hope you are all okay and staying safe.
In early December I have a classic car auto electrician coming to look at the loom on the MGB and to help with its installation. He’ll carry out an assessment first, and then recommend what he is able to do. In readiness for this, I rolled the MG out onto the drive on this sunny November afternoon. Before I got on with the neccessary work, I couldn’t resist firing up the MG. She started on the second go, so the battery had held out, which is encouraging in terms of the alternator actually working. I had a bit of a fiddle with the idle speed and mixture and managed to get it idling relatively smoothly with the choke fully in engine warmed up. I am not kidding myself that the carbs are set up, but at least its running better than when initially started a few weeks ago. I am a bit addicted to the noise and couldn’t resist a couple of revs. My neighbour’s grown up son came to see what the noise was and he liked what he heard!
The preparation on the loom today consisted of me undoing the jerry-rigged set up I had created to get the car started. The loom was basically resting in the foot well which is clearly not right. I disconnected the ignition switch (having taken numerous photos) and various other connections including several temporary earths. I then took a good look at the loom and carefully unravelled it to lay behind the dashboard in roughly the right configuration. I then looked at where the loom enters the interior and identified the correct location of the first earth connection. Having learned that stainless steel does not have as good connectivity as mild steel, I didn’t use a fresh shiny bolt but dug out an old one from the bolt box. That led me to contemplate the wiper motor which is just under the dash on the off side (UK). The wiper motor was dangling awkwardly from the drive cable so needed to be fitted properly in its mount. First I tightened up the drive cable connection to the motor as this was only half on. I then offered the motor up to its mount, noting that the angles didn’t really work, but it was possible to persuade it in. The motor is mounted by a steel hoop, but to keep it in snug there are two rubber elements – a pad which goes against the bulkhead and a lining to the hoop. Getting these to align and stay in place as I tightened up the two bolts was tricky to say the least, but I managed it after a couple of attempts. So with the wiper motor in place I was able to fit the earth connection I had spotted earlier. Due to the exact positioning of this, effectively under the scuttle, and the bar runs below the dash, this wasn’t that easy – I had to sit on the floor with my back to the car and feed my hand through the various obstacles and then get the right angle. Hopefully, that can stay there now for the duration!
I also greased the speedo cable in anticipation of connecting this up in the near future. All the while I was listening to a radio adaption of Ian Flemming’s James Bond in Moonraker. A great afternoon.
A surprisingly sunny November morning appeared from what I had thought was a write-off rainy weekend, so it was out with the MG to swop out the old alternator with a new one from MGB Hive. When I first got the MG, the alternator was covered in white aluminium corrosion crystals. I scraped off the worst and when I fired the car up (this was 3 years ago) for the first time, there was a flurry of white as the loose crud spun out. Suffice to say I thought the alternator had seen better days and so having recently restarted the engine I decided to replace it. Also prompting me to this job was that whenever I have run the car recently, it has flattened the battery. This was either because the old alternator was not working properly, or because something wasn’t wired properly. As I was going to replace the alternator anyway, I tried this first.
The alternator is held in place with two bolts at the top, which mount onto lugs on the engine block and with a single bolt at the bottom which secures a curved slotted plate. The slotted plate allows the alternator to pivot so that the fan belt can be fitted over the pulleys and then tensioned correctly. The slotted plate then fixes to a lower lug fixed to the engine block. The lower lug is fixed with a specifically shaped bolt which I had replaced much earlier in the rebuilt when it had sheared off spitefully on removal. Before I took the old alternator off, I started the engine and measured the voltage at the battery – 12.3v.
Fitting the new alternator was pretty simple although it’s a heavy old bit of kit. I did a visual comparison before I removed the old one just in case it was to join my list of wrongly ordered parts, but it measured up alright so I committed to the job. I laid a decent blanket over the wing for protection and knelt on a tool box with a blanket on it for comfort. I used a combination of tools to remove the bolts which were 0/5″ and 9/16. This included my trusty Halfords Professional mini socket set, the Elora large socket set gifted to me by my friend John, the socket spanner set gifted to me by my brother Tris and a plain open jawed spanner. Each tool works well in its own way and I was grateful for the choice.
With the new alternator fitted and the fan belt at roughly the right tension, I fired up the car again. It fired second time and settled into a lumpy idle (carbs still not set up right – where are you Dad? ha ha). I tested the voltage at the battery and got…the same 12.3v. I was hoping for between 13-14v but I could be wrong. So maybe the issue is not solved. I should have had someone hold the revs higher and measured it again, but Helen was working in her study, so I didn’t disturb her. So we will see if the battery is flat when I try again. Hopefully next weekend we will get another weather window for further investigation. Before sitting down to do this update, I sent a web enquiry to a mobile auto electrician just to gauge their interest in giving the electrics a once over and validating what I’ve done. I think it might be worth getting a professional involved in this one…
One advantage, perhaps the only advantage of lockdown is that we are forced to stay at home and not go ‘gadding about’ as we are normally inclined to do. So it was that after a most pleasant stoll in nearby Cirencester Park, Gloucestershire, as part of our permitted exercise, I found myself with a sunny late autumn afternoon to dedicate to the MG.
I decided to sort out the choke spindle on the carburetters (carbs for short) which I had managed to fit the wrong way around. What I haven’t recorded here is that I had previously corrected the throttle spindle which I had also fitted the wrong way around. Such is the lot of first time amateur car restorers such as myself, progress is riddled with little mistakes, however, with each mistake, I try to learn something. So to the choke spindle, which is an assembly comprising a spindle which sits within a cup on each carb (the MG has two). The choke mechanism operates when the choke handle is pulled on the dash. This causes the cable to tighten which, being attached to a lug on the spindle causes it to rotate. This rotation causes the choke mechanisms on both carbs to be operated because the ends of the spindles have lugs which fit onto the cams which themselves are on the end of the choke mechanism. The choke mechanism moves the needle inside each carb to richen the mixture, but also opens the throttle because the cams connect with a screw on the throttle spindle.
The fun begins when you realise that the spindles are not held in place in any way other than sitting in the cups on the carbs so when fitting the carbs you have to align the spindle ends (4 in total, 2 for the throttles, 2 for the chokes) with the cups, and have them aligned to the lugs (again 4 in total) while you are trying to to wriggle the carbs onto the mounting studs (4 in total). I make that around 12 points of contact which you are having to manage and it was certainly easier when I was able to phone a friend. To reverse the wrongly installed spindles, I loosened the carbs, but wanted to avoid taking them off as then you have to do the full accordian player impression as the two carbs writhe in your hands. The carb mounting studs are worth a mention, being located cruelly in the most awkward position and in perilous proximity to the razor sharp edges of the heat shield. It would be good to have three elbows on your arm at this point rather than the inadequate one we have to deal with. I won’t bore you with a blow by blow account, but suffice to say I got it all done in two attempts and only one skinned knuckle. I then fitted the air filters and went for a start up.
I connected the battery (ignition switch solution still pending), heard the familiar ticking of the fuel pump and turned the key. One click and then nothing. Mmm. I tried my spare battery, and it cranked over willingly but wouldn’t fire. Then I remembered to reconnect the coil wire I had disconnected. This time the engine started straight away, with full choke of course, and settled at a fast idle. After it had run for a minute or two I pushed the choke in and tweaked the idle speed to get it to idle correctly. I recorded the sound of the engine in the YouTube clip below. To get the authentic bass – use headphones. For an MGB is does sound rather tasty. Its obviously not set up right just yet, but it’ll do for the moment.
So that was a reasonable afternoon’s accomplishment. Today (Sunday) was a more gloomy day both weather and progress wise. A dull autumn day dawned and after finishing off the chores and watching Church online (another COVID consequence) I pushed the MG onto the drive intending to fit the engine fan I had bought recently. To get access to the pulley I determined it would be neccesssary to loosen the radiator and pull it away from the area. This is relatively simple on the MGB, being six 0.5″ bolts (what else) to remove. Having pulled the radiator back I realised that the fan I had bought was the wrong one – annoying as I thought I had searched it correctly. More catalogue searching required and another item for my MGB parts shop which I will be opening at some stage to sell on all the surplus parts I have amassed over three years. So I had to pointlessly put the radiator back again. It was then I remember that fitting the radiator is more difficult than removing it. The radiator is mounted by the aforementioned six bolts to a steel shroud which is fixed with eight bolts to the inner wings. The challenge is to get this all to align. The shroud in my MGB, despite being resplendant in shiny black from the paint shop, is I believe a bit warped. The off side is particularly difficult and I had to loosen all the bolts on the radiator and shroud on that side to get each bolt to bite on its thread. Having had this difficulty before, I was up to the challenge this time, and a bit of thinking and remembering got the job done in the end. All helped along by my Radio 4 soundtrack in the background, latterly a re run of ‘Just a minute’ with the late Nicholas Parsons.
So the title of today’s entry gives away the punchline, but suffice to say I am very pleased to have managed to start the engine today. Woohoo! As a quick recap, I had to send the carbs away as they had been incorrectly re-assembled when they were refurbished. I’ve had an explanation from the company boss that they were installed as they came in. Err, that will be me then. However, all I had done was to take the carbs apart, decide they were in a shocking state and send them away to be rebuilt. Anyway, its all good now and that’s the main thing.
As always with this project, there were some hurdles and hiccups along the way, mostly my fault as we will see. Firstly I removed the carbs from their wrapping. They had been thoroughly wrapped but of course as they were not on the heat shield, but separated so I had to do that thing where you put the linkages together and then hold it all together as a loose assembly as you carry it over to the car and mount it on the studs. In my enthusiasm to get it started, I fitted the throttle linkage upside down, only discovering this after I had awkwardly installed all four nuts and tightened them up. The nuts are extremely awkward to fit – to get the nuts onto the studs the carbs need to be slid up to near the tio to clear the carb body. The two under the carb are even more awkward. Still at least I have now had plenty of practice. Still impatient to attempt a start, I interupped Helen from her work educating the youth of today (yes, secondary school teachers work on the weekend) and asked her to crank the engine over while I manipulated the choke and throttles. On the second turn of the key, the engine fired, but didn’t catch. This was a promising sign, so Helen cranked again and this time I caught it on the throttle and we had a spluttering rev, and a bit of popping. A third attempt resulted in steady fast running with choke and throttle applied. A little exhaust smoke was rising into the engine bay and it was a it of a smoky affair all round. Having relieved Helen of her responsibility as chief cranker I set to to correct the linkage mis-assembly.
I was determined that to turn the linkage around to its correct orientation I wasn’t going to remove both carbs. Instead I removed the front carb, and loosened the nuts on the rear carb. This gave me enough fiddle room, just, to swap the linkage around and then to enjoy the fun game of ‘put the the nut on the stud under the carb bonnet’. It really is a dexterity test and took a bit of trying, but I got there in the end without breaking down in tears. With the linkage in the right way, I could connect up the throttle and choke cables and start the engine in the usual way from inside the car. When I say, the usual way, the ignition switch is on the floor of the car, so not exactly usual, but I didn’t say it was perfect. The car started on the second attempt and I was able to walk around to the front while it ran and see if there was anything amiss. The engine was running fine with full choke but started to splutter as soon as I reduced the amount of choke, so not sure if it was still a bit cold, needs setting up or a bit of both. Anyway, this was a test and I didn’t want to push my luck, so with a quick look around the engine bay I knocked the choke off and let it stall.
So issues identified to investigate today included:-
Loose alternator bolt – tightened
Noted broken cores in the Earth cable to the battery – need to order a new one
Coolant level dropped – top up and check
So we have achieved ‘Engine Start Milestone’ which I set quite a long time ago. Next Milestone I am setting myself is ‘Dashboard Complete.’ This is a complicated one which is going to involve fitting all the gauges, the windscreen wiper system and the Heating and Ventilation System. However, it’s the next logical step and certaintly needs doing before any other interior work is undertaken. Thanks to all of you have journeyed with me towards this milestone. Your support and practical help have been invaluable. God Bless.
Having established at the weekend, with Matt’s help, that the carburettors were blocked, and having consulted the ‘MG helpline’, A.K.A. my Dad, I found time this evening, with the help of my friend John, to investigate the problem. The UK was in the middle of a heat wave, one in which the temperature and humidity peaked between 5pm and 6pm arond 30 degrees, which was when we started to look at the MG. So the only right thing to do, while we wheeled the MG out, was to crack open a couple of cold beers and take a leasurely look at the problem. With John on board, this was going to be a logical approach to problem solving. Having already proven fuel would flow up to the carbs, we now knew the challenge was with the carb itself.
Step 1: Use a footpump to attempt to blow air into the carb. Result: No air passing through. Conclusion: Float/Needle valve stuck
Step 2: Remove carbs. Removing the carbs in theory is easy, its just four nuts. In practice, its fiddly, because the nuts won’t come off without waggling them to the end of the studs and then getting the angle just right. Having two people on hand is a definate advantage here, unless you are an octopus. Next challenge was to keep the carbs together with the linkages intact. To do this, we had the idea to use the plate that holds the air filters as a sort of jig. That took a bit of work to get right, but without (much) swearing, the carbs rattled free of their studs and were on the work bench.
Step 3: Remove float chamber lids. These come off easily enough, although the ‘O’ ring on the front carb hopped out of its slot and showed little enthusiasm to pop back in. Using the footpump and with the float valve open we used the foot pump again to add pressure and with a nice ‘pop!’ the needle valve on the rear carb freed itself. Surely the front carb would do the same, but it wasn’t shifting, so John tickled it with a pair of fine tweezers and before long both carbs were wheezing along in harmony at each press of the pump. How satisfying.
Step 4: Reassemble and refit the carbs. Hmm. That float chamber ‘O’ ring did not want to play ball and needs to be replaced, however, we think we teased it back in place and made a seal on both float chamber lids. We then man handled and wiggled the carbs back onto their studs, tightened them up and connected the breather pipe, fuel line, throttle and choke linkages.
Step 5: Test start the engine. ‘Hang on a minute,’ said John ‘didn’t you say that the fuel pump and coil are always on when you connect the battery?’ A discussion ensued in which John advised me against firing the engine when we are not confident of how the wiring was configured. So we disconnected the ignition switch and using a multimeter, identified what the various terminals were and then attempted to connect the correct wires. As we were nearing a conclusion on this, the rain came in heavy so we abandoned the task for the day having made some actual progress, but with some work to go to achieve sustained running.
So having demonstrated that the MG would start, it was time to connect up the fuel pipe and provide a reliable supply to the carbs to sustain running. I had a reliable assistant in the form of Matt (Ellie’s boyfriend). First we bought some fresh fuel and charged the tank with 5 litres. Next we connected the fuel pump wiring, connected the battery and heard a reassuring tick from the pump (err, surely after you turned on the ignition…). After a short while we were concerned that no fuel was flowing through and sure enough, on checking I found the pump was plumbed the wrong way around. I wonder who did that?
After a bit of replumbing and we were back in business although still there was no fuel feeding through to the filter let alone the carbs. Vaguely remembering something about air locks we released the pipe at the carbs end and with a hiss we started to see fuel travelling through the filter and turn up to the carbs. Progress!
But this wouldn’t be the Relentless Duck blog without some ‘issues’ and without detailing all the challenges, we did have a leak out of the fuel sender unit. Not being sure why this was leaking we set up a fuel can to catch the drips until the level was low enough for it to stop. The following day, on a break from work, a YouTube video showed how this should have been tightened up. Another day, another thing learned.
With fuel to the carbs, surely the MG would now fire up and continue running? Sadly not, the carbs refused to take the fuel and the removal of the lid from the float chamber revealed it to be dry. Oh dear. Further investigation needed, the outcome of which will be covered in a future post
A whole day opportunity to progress the MG presented itself on this gloomy January Saturday. Helen was off to meet a friend but was kind enough to help push the MG up the drive before she left. Although I had jobs to do, I had ordered parts the previous Monday and as they hadn’t arrived, was hoping they would turn up during the day.
First job of the day was to fix the throttle cable to the Carbs using the original parts which I had sorted from the strip down. I did give the cable bracket a coat of silver paint just to cheer it up a bit before I fitted it. I used some leftover paint I had and warmed the bracket up first with a heat gun to speed up the drying process. That seemed to work well. Fitting the cable was a fiddly job and I haven’t got the tension right yet nor a return spring on the throttle pedal as it turned out. I think I need a second person to help with this, one being at the pedal end and one at the carbs. Anyone free…?
Next job was to complete the fuel line to the carbs. This has been vexing me for a while as I couldn’t work out from the parts I had left how the pipes connected. From studying the old fuel pipe I worked out that I had to cut a new rubber pipe in two, making one short length and one longer piece. Using these two pieces of rubber pipe and the final length of copper pipe I was able to work from the filter down and around the carbs and into the the fuel inlet on the front carb. I was pleased to have solved it, but it’s a bit weird that the kit claims to have all the parts whereas you actually need to cut the pipe. A mini-milestone this as it now represents the achievement of a line all the way from the fuel tank to the carbs, so a nice step forward towards engine start.
As the parts I had ordered had still not shown up I had to find something else to do. Mindful that the loom was still looking a bit unfinished under the bonnet, I turned my attention to seeing if there was anything there that could be connected. Last week I had pulled the rear loom into the engine bay (via the underneath) and tied it up with bailer twine. Taking a look at this, there was an obvious bundle of wiring to which the rear loom connects and I thought it woud be easy to just match the colours and connect it up. However, while one or two connections went in nicely, others did not want to play ball and rather than force them, I left it and will research on how they are supposed to connect (maybe a question for the MG Facebook group). What I did dig out a bit more successfully was the fuse box which I gave a good clean in the parts washer (Dishwasher), mounted in the engine bay and then connected up using a diagram from an MG forum. I’ll need to replace the fuses, as they all looked a bit ancient (and one was blown).
Still no sign of the parts so I was content to just potter around doing little jobs, so I repainted the steel heater pipe which runs across the rocker cover and the radiator stays. I then tackled a horrible job, but a neccessary evil. This was fitting the rubber grommits to the oil cooler pipe around the radiator shroud. I had to cut them to get them on (yes, Dad!) as I am sorry but they just do not fit over the ends of the pipes. This was a tedious job of having to push a little at a time through the very tight gap. Anyone who can work these over the pipe ends, I salute you sir/madam.
With the parts still not arrived, and with enthusiasm still in abundance, I decided to have a look at the distributor installation. I set the engine to Top Dead Centre (TDC) and then trying to interpret the distributor instructions (which were not clear), I proceeded to fit the HT leads in the firing order, starting with number one lead being the one where the rotor was facing. As previously posted, the HT leads clash with the oil cooler pipes on the MGB – or at least until I find a magic solution to this, so it was a fiddly job. I managed to plug all the leads in including the one to the coil, but I suspect it will all need to be rechecked before I risk spinning the engine over. I took a photo as a record of the first attempt.
Helen had sent a text saying she was on her way home, so as we had a few other things to do, I started to put stuff away after what was becoming a useful day of chipping away at the list of jobs. When she arrived back and asked how I had got on, I said not that well as I was waiting for parts to arrive. ‘What, these?’ she said, pointing to a fat looking envelope from MG Hive buried in our filing pile. Hmmm. In fairness, this was only the breather hoses and not the main parts delivery, but it did spur me on to fit these before I packed up for the day.