2002
31st December 2002
Just when I thought this year had nothing more to offer ...
Had trouble starting the V8 today which ended up being the distributor cap tracking. The battery was nearly flat to begin with (but that is another problem and still under guarantee,
looks like a dickey cell) but cranking with jump leads was still no go. I used my adjustable timing light as a diagnostic and found no HT at the coil lead even though it was the cap that was at fault and not the coil. However using the old-fashioned in-line light the same fault allows the light to flash. Interest piqued,
I dug into it a bit further and consequently wrote the 'Timing Light' section of my Ignition page.
Having got where I wanted to go I parked up and set the alarm as normal,
then returned to hear the proximity buzzer sounding-off constantly even though there is no-one near the car. The last couple of times I parked the car I came back to find the full 'son et lumiere' had gone off on its own,
which is usually a sign of a failing cell. Whether this new problem is caused by the battery getting worse only time will tell.
In summary ...
So around 3000 miles in Bee this year and about 4000 in Vee,
with probably just a few sunny Sunday mornings to get the paper before the end of the year. Only a leaky heater valve on Bee during the year,
with new brake pads and a clonk in the steering/front suspension to be investigated over the winter. But Vee's cooling system is a much bigger issue and still being dealt with,
and she needs replacement front and rear wing lower sections. Roger Parker gave me a short SD1 engine he 'just happened to have lying around' so that is a prospect for a rebuild as opinion is that there my be terminal problems with my block - a shame as it is the original. So the question is,
do I rebuild Rogers to MG spec or SD1 ...
October 11th-13th - New Forest
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Pretty dull driving down on the Friday,
but after very heavy rain overnight (first opportunity to use the hood cover I bought two years ago) wall-to-wall sunshine on the Saturday. Visited the New Forest Otter,
Owl and Wildlife Park,
which doesn't cover the half of it as they have badgers,
foxes,
deer,
a lynx,
wallabies,
and boar as well. All in very natural settings of the local woodland,
so much so that the fences around the large compounds are barely visible.
In the afternoon we went to the coast at Calshot where the Solent meets Southampton Water. Calshot Castle and the hangers where the Supermarine Spitfire Schneider Trophy winner and the Short Sunderland flying boats were based
that are now home to the Calshot Activities Centre for many watersports,
rock climbing,
cycling,
skiing,
snowboarding,
archery etc.
Our fourth year at The Forest Park hotel,
very comfortable,
relaxing,
and with a superb restaurant. We've seen ponies and cattle grazing right outside the front door before,
but this year we had a sow and seven piglets gobbling up the acorns that fell in the heavy rain on Friday night. Woke on Sunday to more rain,
which followed us all the way home,
culminating in some pretty torrential stuff for the last dozen miles. Oh well,
Bee hadn't got wet since May,
it had to come some time.
355 trouble-free miles (water entry notwithstanding) and still no running-on,
so I think I can claim my mod to prevent running-on a success. Also a success was MkI of the WindStop.
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September 22nd - Happy Birthday 'Bee',
30 years old (build date) today.
September 20th - Happy Birthday MGB,
40 years old today.
September 17th
Andy Preston from California, an ex-Brummie and not been back for 17 years, drops by to kick tyres and have a look at Bee and Vee. Andy has four MGs including a show-winning 1974 chrome-bumper GT, and a 67 roadster that was featured on the cover of the official magazine of the MG Club of Germany in 2012.
August 31st-September 2nd - Memorial Run round WWII airfields in Norfolk
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Our first experience of this event and overall a very good one,
we intend to return as each year alternates between Norfolk and Suffolk,
and even in Norfolk we only visited a small number of the WWII places of interest.
Travelled to Norwich on the Saturday to be fresh for the run on Sunday,
then travelled back home again on the Monday. Quite boring journeys each way as there are no motorways and very few B roads so all the traffic is on the A roads and a lot of that is lorries. Opted to take the Northern loop from Northampton to Norwich via Peterborough on the way there,
but a lot of that leg was through the ultra-flat fens full of potato fields and precious little else. Norwich ring-road traffic was diabolical on the Saturday,
kept well away after that. Returned on the southern loop via Cambridge,
which was more scenic,
even the greater traffic on the dual-carriageways wasn't any big deal. Very limited as to hotels in the Norwich area
ended up at one right in the middle of Wroxham (a bit 'fish'n'chips and four-letter words'). Hotel car park was a bit of a disaster - only seven spaces and open on two sides to a shopping precinct and a pay-and-display car park. Rather worried about how Bee would fare each night,
but both times we managed to get the same spot,
hidden from public view behind a bigger car. Still glad to find all was well each morning.
The event itself was excellent,
a superb job done by Terry Elvy and his helpers of the Norwich MGOC
and had about 270 mainly MG entries but also quite a few other classic and performance vehicles. Started from RAF Coltishall complete with armed guards checking identities on the way in,
bacon butties and coffee prepared by RAF Catering staff,
and an official RAF photograph (use of mobile phones and personal cameras on the base being banned) in front of a Jaguar Strike aircraft. This was particularly interesting to me as the Jaguar entered service with the RAF in 1973
which was the year Bee was first registered. This September is also the 40th anniversary of the MGB,
and the 30th anniversary since Bee was manufactured.
The route was about 90 miles of pretty villages,
very English countryside,
a number of memorials to USAAF bomber groups and personnel,
and several wartime airfields varying from those that had been completely taken over by agriculture to Seething which is still operational in a small way and has a packed museum in the old control tower. The finish was at Seething,
where we were handed a smart finishers trophy and lined up down one of the old runways,
which made a fine sight from the balcony of the Control Tower. One of the really nice touches was a set of appendices in the route book giving a bit of history about many of the significant places en route.
Almost unbroken sunshine for the three days,
470 trouble-free miles,
and still no Dieseling.
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August 24th - Cider Chase in Herefordshire and Worcestershire
July 27th-29th - Pendle Run,
Lancashire/Yorkshire Dales
June 15th/16th - Le Mans
May 2nd-7th - MG Ireland
Kenmare
Co. Kerry.
April 21st - Kimber Run
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There are not many occasions when the words 'sunny',
'warm' and 'April Kimber Run' can be found in the same sentence but they were this year,
we've had snow in past years. Although the morning was quite cold with a few spots of rain from time-to-time the afternoon was superb,
as was the Masson Mill route - well done Chesterfield MG and MGOC. 220-odd miles (80 each way and 60 on the run). On the way back noticed a misfire that seemed independent of throttle opening or load,
tach was steady so it wasn't ignition LT. Pulled the choke out and it cleared,
pushed it back and it stayed cleared for the rest of the journey. Hmmm.
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April:
Last year on the roadster I noticed some rust 'worms' burrowing under the paint from one point below the bright trim on one front wing,
also a small bulge and crack in the paint under one of the tail-light assemblies. I suspected that the front was emanating from one of the trim fixing holes,
but no,
it was from the seam between the upper and lower halves of the wing between two trim fixing holes. Dug it out and repainted as best I could. At the rear it was exactly as I suspected - the new metal I had welded over the corroded original 12 years ago had rusted through,
but the corrosion in the original metal didn't seem to have advanced at all! Again dug out,
treated and repainted as best I could,
if it happens again I shall have to cut-out and replace that rear 'hull'.
February:
After helping out a V8 mate on an electrical problem with his twin electric fans I decided to have a look at my own. Found I was losing nearly 3v at one fan and over 2v at the other. A PO had replaced some of the spade connectors but only crimped and not soldered them,
so fixed those. Was losing about 1v in the relay so replaced that at Stoneleigh. Also added a earth strap from each fan connector to where its mounting bolted to the body. Only losing about 0.5v to each fan now,
and most of that is in the relatively long runs of wiring - they take a heavy current. Lucas 6RA relays are a bit of a minefield - there are 12v and 6v varieties,
3 terminal and 4,
constant and intermittent duty,
make and break contacts - over 40 in all. Fans need a constant duty relay,
and intermittent gets very hot in a short time,
so be warned. Bear in mind that a relay carrying a heavy current for a long time i.e. twin cooling fans can also get hot if the relay contacts are bad.