12 Aug 20 Releasing the carbs

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.

9 Aug 20 Fuelling around

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

1 Aug 20 a step forwards

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.

This lovely engine bay will sound nice too one day
Oil everywhere but where from!

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.

Waiting for these to dry before fitting

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.

A closing thought about gratitude…

30 Jul 20 Putting my back into it

I was motivated to get outside after work today and do something useful on the MG. I have for a long time bemoaned how I routed the rear loom which turned out to foul the internal trim panels due to a temporary cognitive failure on my part. So I decided to reverse this and find a better route. Reversing the install turned out to be much simpler than I thought.

I then had to work out a better route and curiously it is remarkably unclear what this should be. After a bit of trial and error I have found a route which allows the loom to reach all the right places and also looks like a reasonable location to be clipped in place out of the way and logically. At least I hope so.

It was good to make some progress after having had a lot of (admittedly not entirely unpleasant) distractions. The only down side was a twinge in my back as the MG is getting heavier the more parts I bolt on, and my back is getting no stronger. I may revert to towing it up the drive until she’s a runner.

28 Apr 20 Daft cat

Just a quick entry to record this picture of our daft cat. My daughter popped into the garage to access the freezer and as often happens, the cat dived in to poke around the garage in search of a mouse (although she is a useless hunter and there are no mice in the garage, unless you count the 2 x frozen mice we have kept for the in-laws pet snake for when lockdown is over). Anyway, standard procedure is to close the door and leave her in there for ten minutes. She’s usually ready to come out. But tonight she decided to stay in the MG and Lou managed to capture this shot – daft cat. Pity she can’t sort out the timing!

Stay safe folks – God Bless

22 Feb 20 Re-fuse-ing to give up

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.

It’s all a bit congested here

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

This is the probably definitely correctly connected fuse box

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.

8 Feb 20 Modern Ferrari: Just a big plastic Fiat?

Away for the weekend with friends in the new Forest we happened upon a Ferrari dealer in the small town of Lyndhurst. I am a fan of classic cars and I do get a bit weary of all the hype around the unobtainable modern super cars and do ponder on what purpose they serve. But then when I got up close to this stable of thoroughbreds I couldn’t help but be impressed, very impressed with what I saw before me. These are high quality machines and the details are really exquisite. I could have just poured over them for ages!

Mouthwatering collection of F458s
Lewis liked the fact you could see the engine through the glass hatch. I liked all the little aerodynamic details.
The obligatory posed photo with us both being careful not to touch the merchandise!
Just inside the doors was this 2002 F1 car

There were other Ferrari’s in the showroom including an FF and an ‘affordable’ F360 for ‘only’ £90k. I wasn’t feeling brave enough to wander around the showroom, limiting myself to a quick peep in at the F1 car.

My favourite was this F812 Superfast with its deep black paint and cartoon proportions

After a coffee in town, I spotted that there was a classic section across the road. That was more like it! A 250 Pininfarina Coupe for a mere £799k, a pair of Maserati Fruas and a late Testarossa. Unfortunately I couldn’t get a good photo but anyway it was nice to have a bit of Italian magic. Back to the MG next weekend!

What a beauty 🇭🇺

1 Jan 20 blockage cleared

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.

The heater control with crud opened up
This is where it attaches to the engine block. I have removed the crud but it really needs a bit more work. Don’t know how I missed this when I had the engine out!

And finally, this is me, my better half and my in laws at a New Year’s Eve party last night

Rocking the night away!

27 Apr 19 MG Yoga

So today I fitted the brake and clutch master cylinders into their assembly and then fitted that to the car, including the pedals. Sounds easy doesn’t it, but it took a while believe me. First I had rashly mounted the pedals to the assembly and then when I took it to the car realised that the pedals wouldn’t fit down the hole. So I took it apart again and mounted the assembly sans pedals. This went quite well although at one point I had to lie upside down in the footwell to do up the nuts and that involved some interesting contortions, hence the MG yoga title above.

With the master cylinders in place I can now imagine the first job involved in replacing the brake lines which is to fit the first two lines which come from the master cylinder. This involves them coming out of the cylinder and then performing a 180 degree turn so that is going to test my pipe bending skills. Might get some help for that bit! I did have Mark on hand today to help me fit the bonnet gas struts but with it being a windy day (Storm Hannah), we thought better of doing a delicate drilling job in a gale and instead had a good look at the brake kit which seems quite organised.

17 Apr 19 Cold Start Enrichment

After a pleasant meal out with colleagues I returned to my chalet (I’m working away at present) and got the carbs out on the table to do some more work on the cold start enrichment mechanism on the rear carb, which I will call the choke from now onwards. Despite some earlier efforts to clean this up, the mechanism was still so stiff that the return spring couldn’t well, return it.

So I stripped it down again and sanded the surfaces with some 1200 grade sand-paper. On reassembling it still wasn’t very free, so I took it apart and used some 800 grade sand-paper and concentrated on what appeared to be some corrosion within the body of the carb which I think was causing the friction. The frustration is that when loosely inserted it moves freely and only tightens up when fully assembled. Sigh. End result, moving better, but still not enough, so another strip down and sand is due, but not tonight because I don’t want to be doing this all night!

On the plus side, I am cleaning more bits as I strip them and I am getting to know how it all fits together, which can only be a good thing for the future.

Best wishes all.

6 Apr 19 Saturday morning tinkering

First opportunity this morning, since the respray, to push the MG out of the garage and look to see what jobs could be done. Noting that I haven’t got the harness yet or the brake pipes I can’t get started on the critical path items, however I am able to put components back on the car which need to be done sometime and which don’t affect anything else.

So I bolted the quarter lights back on to the doors, easy enough as I could remember how they came off. It was a bit awkward feeding the leg through the narrow slot at the top of the door without scratching the new paint, so I wrapped the end in a cloth bag and eased it through the gap at the middle of the door where I could make a bit more room. After this I was reacquainted with the very long threads on the bolts and the restricted access to them.

Just to be make room in the garage I also put the spare wheel into its recess, laid the cover over it, put the battery into its cradle and put the loose rear seat base in place. Well why not.

I also put the heater into its place to try to reacquaint myself with this unit which is an early fit item as the brake lines run past it under the bonnet. Nothing screwed down, just getting a feel for it really.

One annoyance was when I went to bolt in the engine mounts to find that at the MG spares day I had bought two o/s mounts instead of a pair of each. What a dummy.Still, not an expensive item, just need to buy the right one now.

Had some passing interest as I was working on the MG including a dog walker who came up to say hello and tell me about that he had built a Westfield 21 years ago. We had a nice chat and as I’ve said before, this project is about the experience and the people I meet as much as the end product. A nice morning’s work.

9 Feb 19 Small steps towards the rebuild

While the MG is away being resprayed, I am preparing what I can ready for re-installation. For example, the exhaust manifold was sand-blasted so needed painting, so I got some shiny silver VHT (Very High Temperature) Paint and gave it a blast over. Its rated to over 800 degrees so should be okay on the exhaust. It will look great in the engine bay!

The manifold didn’t look like this when I first got the car!

Rummaging through the boxes of parts I came across the chrome strip that goes across the fascia, so I cleaned it up and refitted it, along with the lock which I found in another box. Pleased with how this looks and I will be gradually adding other bits to the dash over the coming weeks. While I was sorting through the parts, I also dug out the face-level vents which were quite dirty, so I washed them up and put them on the kitchen drainer. Later Helen enquired as to why there were car parts in the kitchen leaving grubby marks on the drainer and pointing out to me that we had a sink in the utility room for such purposes. Point taken.

The glove box looks great with its chrome strip back

Final bit of progress today was a thorough clean up of the starter motor. I applied a de-greaser and then rubbed off the grime with cloths and a bit of poking with a blunt screwdriver. I then attempted to fit it back on the engine, but unfortunately I couldn’t locate the correct bolts. I did find some likely looking bolts which were very rusty, so maybe it would be best to buy new in this case.

The cleaned up starter motor, ready to refit

So some small steps today, but it all represents forward progress. I heard from Gavin at Reef that they hadn’t made much progress this week due to other work, but I’m not bothered as I’ve got plenty to be getting on with and with the Cappuccino back outside under its cover, I have the whole garage in which to work. Tomorrow I am going to the MG and Triumph Spares day with a long list of things to look out for (if not actually buy), so I am looking forward to a fun day, and Phil is coming too.