It was a dry day so I decided to take the MG on a 20 minute drive to shakedown any issues. The MG pulled strongly and seemed to run down the road nicely. It definitely prefers to be pulling than pootling and isn’t particularly good at picking up from really low revs. I’ve got free flowing air filters, tubular manifold and a big bore exhaust so I think that’s probably those mods and it just being an older car compared to my (ahem) 400bhp Polestar EV with its instant torque!
On return home the engine was idling nicely so it’s feeling a lot better tuned than before. I did however see a bit of coolant around the top hose and on closer examination it was coming from a joint that didn’t look too good with the rubber host not aligned with the steel pipe. So this evening I loosened the clips and wriggled it into better alignment – not perfect, but better. I’ll give it another run tomorrow and check again.
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.
Bouyed up by the recent breakthrough on the brakes, I today installed the electric fan from Revotec. I am expecting a visit from Phil James (Classic Auto Electrician) this week, and he is going to wire this up for me, so I needed to get a move on with sticking it on the car. I took delivery of the shiny box of bits some time ago and had mounted the fan on its brackets in the sub-assembly area (Dining Room Table). So all I had left to do today was to install it in place at the front of the radiator. This is a blower type fan which mounts on the front of the radiator as opposed to the engine fan, which sits behind the radiator and sucks. The instructions which came with the fan suggested the radiator was drained down, but as I was just replacing the top hose with new units incorporating the Electronic Control Unit (ECU) I couldnt see why this was neccessary.
First job was to remove the top and bottom bolts which mount the radiator to the shroud, leaving the centre two bolts holding the radiator in place. The bolts, which are new ones I had fitted, came out nicely enough. I then had the fun job of fitting the new bolts which were about 6″ long (long enough to secure the new fan assembly). Threading these onto the shroud was easy, but it was tedious because they had to go round and round many times. Like many times. I used a combination of hand winding and a ratchet spanner depending on how easily they were spinning. Next was to slip on spacers top and bottom and wriggle the brackets with the fan attached onto the bolts. All that was left was to pop a couple of washers on and four lock nuts and that was the fan installed.
Moving to the top hose, I removed this and caught the coolant in a bowl under the car and then mopped up the spillage. The kit from Revotec comes with two hoses to replace the single top hose and in the middle goes the ECU which is mounted on a short length of steel tube. The kit also included four good quality Jubilee clips and I actually remembered to put those on before I fitted the hoses. I orientated the ECU in what I guessed to the right position and this is how I have left it for Phil to complete the wiring. Pleased with the outcome of this little job today.
February already, and for those who were saying that 2021 had to be a better year than 2020, its wasn’t looking that way for the first few weeks with a guge increase in the rate of infections, hospitalisations and deaths. Having said that, across the family we are gradually having our vaccinations and what a giant leap forward that is. I had my vaccination through a curious querk of my job. I work as a Programme Manager for a company owned by Guys & St Thomas’ Hospital (GSTT for short) in London. Once GSTT had vaccinated all the clinical staff, they rolled out the jab to non-clinical, and after that to affiliated companies. I hesitated initially to go forward, as I didn’t want to be seen to be jumping the queue (being only 50 years old), but conversations with colleagues persuaded me otherwise. Their view was twofold – firstly, that the Trust had surplus batches and were not permitted to send them back or give them to anyone else, secondly, that if offered, you should accept the vaccination as part of ‘doing your bit’ towards everyone being vaccinated. One less jab for our local GP surgery to do. Anyway, a brief round trip to St Thomas’ Hospital saw me heading home with a slightly sore arm, but feeling really grateful. London roads were deserted which was a bit odd, but of course completely logical.
On the MG front, I was being barracked by a couple of friends on a Teams call on Friday who were asking why I hadn’t finished the MG yet. I replied that it hadn’t really been the weather for it. One of my friends asked “Is it snowing in your garage then?” Thanks Rob. The truth is that busy-old life just keeps getting in the way, what with the 9-5 itself, walks in the countryside, ironing, picking up the shopping, keeping on top of Church stuff like PCC meetings via Zoom, cooking and so on. However, I have made some progress with the MG, as reported here.
Gearbox loom – a leftover from fitting the loom was the part which runs to the gearbox to operate the overdrive and reversing switches. I decided on a recent dry day to jack up the MG, crawl underneath and feed the loom through. I tied a piece of string to the end of the loom so I could pull it through all the right places. Weirdly, it was quite hard to work out which switch was which and yes, you guessed it, I got them the wrong way around first time. this is where the loom is always worth listening to (stay with me) as it usually wants to ‘sit’ in the right place. If you are having to drag it around against its will, chances are you have it in the wrong place. My spacial awareness isn’t great so you can imagine that with a gearbox having a front and a back and a car having a left and a right that when I was under the car I was getting confused about what was left, what was right and which way was up! Add to that my hat kept falling off and my gloves were on and off (where did I leave them this time?) and it all took a lot longer than it would had it been a pleasant spring day with a friend at hand to help. Anyway, its in, just needs testing now.
I also purchased a revotec electric fan, a conversion I’ve been planning and that required assembly inside the house before I can attempt to install it. I have Phil the electrician in mind to connect it all up, once I have the hardware installed. I am stalling on installing this just now since I need to commit to draining the coolant and I want a good day to do that outside and have to buy the new coolant ready.
I did have a second go at the n/s front brakes today. Having pushed the MG into a position in our single garage where I could get the n/s wheel off, not the usual way it is parked, I jacked it up and placed axle stands. With the wheel off, I gave the caliper nuts a good 20 second blast with freeze spray to try and budge them (I had previously failed). Unfortunately, today I was still no longer able to get them to budge. I can get a good grip with a 5/8″ socket and bar but there is just no movement back or forth with the nut and I can feel the bar flexing rather then the nut yielding. So that was a bit disappointing, but perhaps this needs an overnight dosing (I’ll give it another spray) and another attempt tomorrow (after work!). Alternatives would be to apply some heat, but I’m not sure whether that would be effective (hasn’t worked for me in the past) and there is always big Mark, although that would have to wait until after lockdown. So a bit frustrating as sorting the brakes is key to the next few stages of the rebuild, so its holding things up. I have left the car jacked up to make other attempts so at least the job is ready to be tackled.
A welcome visit from Dad who battled through, or rather around, floods in Gloucester to help me out today. Overall we made some useful progress, although as is often the case we had to go back to go forward. Before Dad had arrived, I pushed the MG out onto the drive and ended up unconnecting the loom under the bonnet because I now realise the routing of one of the branches was wrong and unless I pulled it all out, I wasn’t going to be able to connect the heater amongst other things. So a step back, but better to find it now than later.
Dad arrived and I prioritised having a cup of tea and an ice bun inside the house. You can’t mechanic on an emtpy stomach. So onto the work and Dad had expressed concern that we had not flushed the water jacket through. The heater control valve was clogged with rust on disassembly and so there was reason to suspect some corrosive sludge was lurking in the engine block. First we fitted the heater control valve to the engine block – this was to be our inlet for the flush – awkward job this as the bolts are inaccessible. I had tried new bolts, but these were about 2mm too long, so we had to dig out some shorter old bolts from the box of MG bolts. We then blocked up the top hose with a lump of wood wrapped in tape. With a finger in the temperature sensor hole and one on the heater rail pipe, we connected the garden hose and switched on. We got a dose of dirtyish water out the bottom hose, but not the expected deluge of rusty water. Holding my hand over the bottom hose built up a little bit of pressure, but we concluded that we had done what we could, so we refitted the radiator and hoses. This simple job actually took ages, because the radiator is awkward to remove and the hoses were not exactly co-operating either. In any case, we were in good spirits and Dad was great company.
Next Dad’s keen eye focussed in on the distributor which I had ‘fitted’ but he spotted that the clamp was on the wrong way and hence it wasn’t seated correctly, with the cap in contact with the steering column, which was a bit of a clue. Needless to say, he sorted that out although we weren’t able to accurately set the timing which needs to be done with a timing light apparently. Anyway, its in as good a state as it can be prior to attempting a start up in the near future.
We broke for a sandwich lunch during which we were googling MGB engine bay pictures and researching bullet connector pliers. With a target of filling the car with coolant, our afternoon was spent in fitting and modifying in some cases the hoses of the cooling system. Facing a challenge with routing of the capilliary tube for the temperature sensor, Dad came up with a clever idea of using the bottom bolt of the heater control valve to fit a cable clip, lined with rubber hose to gently locate the tube and stop if waving around in the engine bay. Execution of this brilliant idea came down to me, and it was a pig of a job (thanks Dad) as the 7/16th bolt is very awkward to reach and one of those situations where you get about 1/4 of a turn at best with each placement of the open jawed spanner. Couldn’t get a socket or ring spanner to it, so just had to plug away. I only nearly cried once, but that was the wind in my eye. We then wound the excess length of the tube into coils to deal with any vibration in use.
Time was ticking on and Dad needed to get away for 3:00pm as flooding on roads near his house was a real risk, not to mention that he had worked bloody hard all day and is 73 years young. Of course, we made it with minutes to spare – all hoses complete and coolant topped up, and the car pushed into the garage missing a downpour of heavy rain.
So thanks to my Dad – he knows his stuff, he gets stuck in, he’s always looking to improve everything he tackles, he doesn’t let things get him down, he’s great fun to be around, are you getting the picture? He’s one in a million, thanks Dad.