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.
I’ve had a problem with oil leaking from the oil filters area for a while and this has prevented me progressing the engine start because cranking the engine resulted in a pool of engine oil under the car. Having had several goes at refitting the oil filter to oil cooler union, today I used my brain and had Helen in the car cranking the engine over and me looking to see where the leak was coming from. Turns out the leak was from the oil filter ONTO the connection so I was looking in the wrong place. So my focus turned to sorting this connection out and following a phone call to Dad I removed and refitted it. No leak on cranking! Problem solved. I couldn’t resist cranking the engine over to fire (which it didn’t) but I did check and I was getting no spark so at least I know one of the problems to sort out.
Back to earlier in the day and ongoing (and off going) saga of the doors and their glass. I had previously fitted the quarter lights but on inspection the runners were perished so I recently ordered some new one from Moss and had stripped them down. So while British Grand Prix Practice and Qualifying ran on I sat in the lounge working the new rubbers into place using a blunt ended tea spoon. Apart from where it dug into my palm painfully it wasn’t too bad and I followed the general approach that Andy from Wiltshire Windscreens showed me when he fitted the front and rear screens. So with these done I loosely fitted the back in. I will tighten them when I get the glass as I think you need them loose to get the whole mechanism in and then you tighten it all up.
Also in preparation for the glass (which I need to order) I removed the lower bracket from the rear glass stay. I have ordered new ones of these with nice new felt lining but they don’t come with the bracket. Rather than put the old brackets on as they were. I decided they would be better painted. I used a Hammerite black straight to rust paint, brush applied. It doesn’t need to look good but it should be protected against corrosion hence this approach. I was a bit delayed in fitting the stays as the paint is still drying so I will need to fit those when I next get the MG out.
So that’s about it. Keith the TV aerial guy was passing with his mate and said Hi. A couple of other people nodded their appreciation (or sympathy or contempt it’s hard to tell) so it was an encouraging day on the MG. Last thing to say is that to save my back I towed it out the garage this morning with my CRV which worked reasonably well although I did need a willing assistant which was of course the ever patient Helen.
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.
I have organised myself around something I am going to call a ‘sprint’. I am borrowing from the Agile Project Manager handbook and have set myself a short term goal to get the engine started. I am therefore focussing all attention on this milestone and ignoring everything else. This is probably a mis-use of the term ‘sprint’, but if it works as a way of completing this rebuild as a series of goal-based mini-plans, then I am going to do it like this. We will see. This sprint started earlier in the week when I made a list of all the things I needed to do to get the engine started. I ran this past my friend and historic racer, Rob. I say historic not because he’s old, although he is, but because he campaigns historic racing cars. Perhaps classic would be a better description. Anyway, he practically rebuilds his car each weekend, so I checked the list with him over dinner and got it signed-off so to speak. Thanks Rob!
So this Saturday, finding myself with some time, and although officially off-sick with a cough/cold, I opened up the garage and pushed the MG out into the watery December sunshine. I started by fitting the newly purchased pulley from Moss. I had been struggling to get the first pulley I had bought to fit, but taking a close look at the catalogue, I realised I had ordered the wrong type of pulley. Straightaway it was obvious that this was the correct part, as the pulley lined up with the main one at the front of the crank. I fitted it with new bolts and anti-rattle washers. With the pulley in place, it was logical to fit the alternator as this would then allow me to pop the fan belt on. The alternator went on easily enough – to begin with… I had cleaned this up when I stripped the car, and had kept all the bolts and washers, so it really was a case of reversing the removal process to get it fitted. All good, until I went to fit the fan belt. The fan belt went on easily enough. I put the car in gear and rocked it to turn the pulleys and feed the fan belt onto the alternator pulley. All good so far until I went to undo the bolt which allows the alternator to slide along its stay to tighten the fan belt. To be fair I went straight for my full-sized socket set and with the first turn of the ratchet the bolt sheared off. Damn. To be fair, this part had stayed on the car (it wasn’t stripped) so it was being moved for the first time and I didn’t use any release agent. Not having much time, I just photographed it and will ponder on how to remedy this situation. Some good news in that the electrical connections for the alternator fell easily to hand and it only fitted one way, so easy-peasy.
The next job, fitting the oil pressure gauge pipework was a bit challenging too. I couldn’t quite work out the fittings, and the engine-end fitting looked a bit mangled. As I looked closer, I could see the outline of a larger bolt but as I had painted it over when I sprayed the engine it wasn’t very clear. Learning from the earlier sheared bolt incident, I took a bit more care with this fitting and gave it a liberal spray of freeze unlock product, left it a minute and then gently broke the bond with a well-fitted socket. It came out nicely. I had bought the correct fittings from Moss, including the braided hose which feeds up to an adapter, bolted to the bodywork, from where the pipe to the gauge connects. I will fit this pipe when I install the dash which is on my sprint list. All in all, a good job.
Next on the list was to install the coil. Now I had recently identified a clash of the coil bracket with the 4-way brake junction from which I had carelessly routed a new pipe over one of the coil bracket bolt threaded holes. So I loosened the brake junction and with some gently manipulation, I was able to rotate the whole thing enough to clear the bracket hole without tugging the brake lines much out of their alignment. With that cleared I was able to identify the spade connectors from the loom, referencing the wiring diagram and get them connected up to the correct terminals on the coil. With the alternator in place, the oil pipework coming along and the coil fitted, the engine bay is starting to look busy! While the car was out I got the radiator (a new item) out just to see how it fits, but I won’t fit it until I have sorted out the sheared bolt on the alternator bracket.
Last job today was to fit the centre console. It might sound a bit weird, but I had ordered a new one (the existing one was butchered by a previous owner and did not have the correct switch slots). Rather than have it knocking around the garage, I fitted it which will allow me to place the switches where they need to be as I build up the dash.
So a busy and reasonably productive time on the MG today and a break from lying on the sofa in front of the TV feeling sorry for myself and binging on Netflix. Weather was kind too, a mild December day, although we are still at that time of year where by 3:00pm it is starting to grow dimmer. Such a short day!