|Posted on August 17, 2009 at 3:06 PM|
This was the third TC that I built and was in the days when parts weren't so freely available. This meant that it was all oringal panels and even springs / small chrome work. Couldnt find a FT27 fog lamp then for love or money, easy as pie nowadays!
|Posted on April 29, 2009 at 1:08 PM|
Now that he's spotted Pete's car my old friend Mark has asked me to put some photos of his car online for him. Mark was considering selling her, but with summer upon us he's understandably changed his mind! He's had the car for 15 years without fault and I suspect she won't be going anywhere soon.
I rebuilt this car for Mark and it woudln't be out of place on the concours (and I know what that means!). She still has all her original wings , bonnet, scuttle, engine gearbox and the correct carburettors, beautiful original dashboard with everything correct, 30mph & fuel lights. The Collingburn interior is totally original in every respect and hes throwing in the original rocker cover and oil can with the car as well as the tool roll etc.
The car would blow you away, one of the best TCs I've seen and she has only done about 750 miles a year since the rebuild. The car has a wonderful history too; originally delivered to Malta, purchased by a submarine captain who clearly wanted a real machine! I hope you enjoy the photos, please check back soon for updates on my current builds.
|Posted on March 31, 2009 at 3:59 PM|
I built this car for Peter Schaad, aiming to build the best TC money could buy. It has a good history and all the details confirmed. She is fitted with a steel crankshaft, Lucas laystall head and the engine was fully rebuilt and balanced. To add that little extra I sourced a Shorrock C75 from John Bibby - it certainly worked. The finish on the chassis was near perfect, it makes me smile just thinking about it!! The brakes were to factory spec using a set of Alfin drums. The only modification that was made to the car was the inclusion of a modern Datsun steering box. It was possible to order most parts from dealers, such as the lovely bucket seats provided by Mike Collingburn. The hood is Mohair just to give it a more unique finish. Peter still isn't sure why he sold this one - I expect he'll be back in due course! Click on the photo below to see more pictures!
|Posted on March 2, 2009 at 4:12 PM|
Here we have one of the original crossflow cylinder heads, I originally purchased this from Dave Clewley many moons ago and fitted it to the blue Q/T in my photographs section (ultimately Jacques Potherat's car - he used to run it on methanol!). I even, perhaps stupidly, gave him my spare as a goodwill gesture when his mechanic ruined the first. I'm not aware of any other original crossflows heads in the UK - it you find one at an autojumble give me a call!
|Posted on February 22, 2009 at 2:13 PM|
There seems to be some interest from Google for the supercharged MGs, who can blame you! Here we've a Lancia Volumex supercharged that was front mounted on an MG TA. This was a job I did for a good friend of mine, many moons ago. We ran the supercharger off the crank shaft pulley using duplex chain to join the drives together - we also had to use an 8mm hardened steel pin to keep the gears on the drive shaft intact. With the slack in the chain, there was enough give for the pop-off valve to operate - any less than an 8mm pin would break. From the inlet to the cylinder head we used a Shorrock inlet manifold turned upside down with spacers. I also fitted an exhaust extractor manifold which was wrapped in heat-proofing material to avoid fuel evaporation. This car needed a KI/gas pump to inject a little bit of fuel into the induction pipe when the starter button was hit. I don't recommend supercharging this way, as the induction pipes are far too long - but if like my friend you insist on a front mounted supercharger, this may just be the way to go about it. The car produced about 6lbs of boost at 5,000 rpm and is still running today (some 10 years later!).
|Posted on February 15, 2009 at 10:32 AM|
The build for Angouleme is progressing nicely, the cylinder block has gone to be machined and the con rods, crank, flywheel etc all away for balancing. The bench has been been cleared and awaits their return. As this leaves me without any exciting photos to upload, I thought I'd share some old photos and thoughts regarding my old Eaton M90 built onto a 1350 XPAG engine.
I ran this supercharger at 0.8 to 1, the blower turning slower than the engine. These blowers are easily available online e.g. from eBay - designed to fit a 3.5-5 litre engine and more often found on American muscle cars. Suffice to say you shouldn't struggle to find them. I used an original Nordic Marshall inlet manifold and a 2" HD8 SU carburettor. I fabricated the inlet manifold myself and I must say that this took longer than the rest of the brackets.
If I was going to do one of these today, I would machine the front crankshaft pulley to take a b-section belt. You can also buy a taper-lock pulley with a b-section belt from any good bearing stockist. The only problem I?ve found with this blower are that; when racing there was a turbo-lag effect if revs dropped. For road use it was perfect!