MG TA MG TB MG TC MG TD MG TF for Sale | Steve Baker MGs 1936-1955

MG TA MG TB MG TC MG TD MG TF for Sale | Steve Baker MGs 1936-1955


Race-ready for Angouleme: Part 10 - Rolling Road

Posted on September 15, 2009 at 5:21 PM

She's ALIVE!!! Delighted to say the car's running and has been on the rolling road at Peter Burgess', I'll let the video do the talking:


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Race-ready for Angouleme: Part 9 - Engine In!

Posted on August 23, 2009 at 6:35 PM

Well with weeks to go until she's at Angouleme it's no surprise that the TC is now taking up all of my time. I previously posted a photo of the engine, I've now got around to putting it in and it's sitting beautifully. It has also been primed and the timings are set. Those of you with a good eye will also spot the racing seats & newly added mirrors. The front's also taking shape with the rad in place and complete with my hood mascot - the pig! The supercharger is at the machine shop currently with the roll cage also absent being powder coated. The chrome work is done and will be fitted shortly. It'll be a close call but I'm confident she'll be finished in time to impress the crowds in France.

Race-ready for Angouleme: Part 8 - Engine Built

Posted on August 15, 2009 at 1:24 PM

As you'll see the engine build's progressed nicely since I last updated you. So far it's all gone to plan, including a balanced EN40 crankshaft, Peter Burgess cylinder head, H section con-rods with ARB bolts and a set of JE forged pistons .080 oversize. I'll be adding a more content this week and will keep you posted!

Race-ready for Angouleme: Part 7 - The Competition

Posted on July 22, 2009 at 11:01 AM

My friend's car, a.k.a. the competition at Angouleme! I'm modelling my TC on this one and I hope it'll be every bit as mean! She has a 1300cc engine coupled with an Eaton m62 supercharger (extended nose piece). It's a standard TC gearbox with new bearings and a reinforced backplate. For a little extra in the corners my friend's added a Ford LSD with race halfshafts and a new bearing seal conversion. The radiator has an extra wide core and thus no fan. Nothing has been left to chance with this awesome machine, which showed over 135 BHP at the wheels at Peter Baldwin's the other week. 

Race-ready for Angouleme: Part 6 - Engine Build

Posted on June 15, 2009 at 3:42 PM

At last the engine block has returned from the machine shop! It seems like an age since I first posted the component photos online. The engine has been acid cleaned and then put in a sonic bath - no skimping. If you are going to get all that power out of your XPAG you will need the timing wheel, dial gauage and an adjustable gear. It can take hours to get that little extra out of the camshaft, it's a dark art and one that I'm proud to say I've mastered - few people go this far but it's worth every second if you've got the know how.

XPAG Engine


Race-ready for Angouleme: Part 5 - the Dash

Posted on June 9, 2009 at 6:55 AM

Well at last the parts are arriving for the TC, to keep things going I decided to wire up the dashboard. The Rev counter is a classic design by Stack with a tell tale set up which means that you can check on how many revs you gave the engine. I have tried to keep the dash as period as possible with a little burr walnut which should help calm me down when things dont go to plan on the track. The thirty light is being used as a oil warning light and the coloured switches are for Ignition and fan. I've also tidied up the bulkhead; I like nice clean spaces!

Update: I've also added a photograph of my repro speedo, it will be interesting to see how long this lasts! I've had it printed white on black as opposed to the genuine colours. I must say that I've never used a repro speedo on a race car before, I will let you know how it performs.




Race-ready for Angouleme: Part 4 - Axle Chromed!

Posted on May 21, 2009 at 11:58 AM

With the QT build taking up a lot of my time currently (just wait until she's back from the painters!) I've not had much of a chance to update you all.. so I thought why not show off my shiney new front axle, which is freshly back from being crack tested and chromed. I've tried to catch it so you can see the machining of the back plate and the air scoop. The devil is in the details!

Race-ready for Angouleme: Part 3 - The Car!

Posted on March 16, 2009 at 2:27 PM

I purchased this car part-restored from Tim Patchett for this year's race season. This is one of the two cars I intend to have ready for Angouleme and will be raced by my son Luke. This will be built to a full race spec, including a roll cage and 1350cc race engine. The colour is yet to be decided; the white is very good though not my favourite. Time permitting she may be ready to run at Silverstone in July.

Just to let you know I'm also building another car for myself, though it's currently in parts it'll be worth the wait for those interested in supercharged MG! I'll be using the same con-rods, crankshaft, flywheel etc, though I'll be using a 1500cc engine and I've got a cunning plan for the blower!

Race-ready for Angouleme: Part 2 - Components Update

Posted on March 16, 2009 at 1:48 PM

Thought I'd quickly upload a photograph of my new race-spec flywheel. I'm currently considering whether to run a small badge of aluminium flywheels with a steel wearing face for the clutch - as I'm piling on the pounds it seems eminently wise to remove them from the car! If anyone has any Borrani 15" wire wheels to fit a T-type, please let me know!

Race-ready for Angouleme: Part 1 - the Engine!

Posted on January 28, 2009 at 9:42 PM

I've recently acquired some of the parts for my new engine and thought I'd share some of the highlights with you, photos can be found below, including one of my brand new & fully counter balanced EN40 steel crankshaft!


The cylinder head is from Peter Burgess & ready to be supercharged! The head is Std. thickness 78.5mm with large valves, exhaust 35mm and inlet 38.5mm from a Ford. The guides are bronze and the ports have been fully worked by Peter for maximum power. Having tried 40mm inlet and 38mm exhaust valves we found nothing was gained on the rolling road, so this set up seems to give everything that can be obtained from a cast iron XPAG head.

I'll be using an Eaton M45 Supercharger with a Nordic Marshall modified inlet manifold. Having tried the M90 Eaton and the M62 Eaton, it was decide that the Eaton M45 should be the best set up possible for the XPAG engine. The M90 was my first attempt back in 1997, which compared to the Lancia Volumex I was running was a great improvement. The only trouble was that out of slow corners the pick up was like turbo lag, the blower was too big and I was running at 1 to 1 engine speed. Mind you for a road car it was fine; so its a super cheap way of blowing your car. Used to run it with a 2 inch SU carb. I needed a silvertop Facet pump, two SU pumps couldn't keep up at speed. Next was the M62 which was a great improvement, but the blowers we used needed a modified nose which was the weak point, the blower was from the Mercedes SLK range.This blower seemed to be the real deal, but we could never run more than 26 degrees of advance without damage to the pistons. The petrol mix was 6/7 % CO on the rolling road, but you run the blower at 1.3 engine speed. So at max revs the engine was running at 9500 rpm - this is not the optimum for this blower. Suffice to say it's M45 time, shall keep you posted on the results.

I've added a close up shot of the JE forged piston these are three time the price of the Aero lite pistons I normally use. Mind you these should take a lot more punishment, have suffered with piston scoring on the Aero Lite piston even when the engine has been set up of the rolling road, this could be to much blower pressure pushing the piston rings to the limit.I intend to run at 6/8 pound pressure with the M45 and having worked out the numbers I can run the blower at the correct revs. I'll also be using H section con-rods with ARB bolts, and a set of JE forged pistons .080 oversize.

You can find photo's below, let me know your thoughts via the contact me link above! All the best! Steve