OK, in the last episode I
had decided to try a
different dizzy curve.
However, I have been
“discussing” the problem of
the engine shaking on a
forum for MGs. Amongst a
lot of advice there was one
that said that the problem
seems like a mix of 0.09
and 0.1 inch jets in the
carby. No way, I thought,
two brand new jets, from
carby rebuild kits. I had
checked one to be sure
that they were OK and it
was. Now I was going to
refute this and went and
stuck a 3/32 drill into one of
the jets, it fitted, but the
next size up didn’t. I had
written quite a detailed
response when I thought
that converting the 3/32 to
decimal would show that
the jet was the right size.
Weeelllll, 3/32 is something
like 0.0935xxx”. Bigger
than 0.09”. CENSORED
FOR PROFANITY. Double
check with a 2.5mm drill bit,
which is just a wee bit
smaller than 0.1” It fitted
neatly into the rear carby,
but not the front one.
EUREKA, found the
problem. The jet is wrong.
Oh well use one of the old
ones till I can get a
replacement from
Concourse Spares. Of
course once bitten twice
shy. I checked both the
original jets and guess
what? One at 0.09 and the
other at 0.1 inch. No
wonder that I never had a
hope of correctly tuning the
carbs. Months and a lot of
work wasted. Well not
quite, I did find several
other problems that I
mightn’t have otherwise.
Next issue, the correct size
jet was so worn that I
couldn’t centre it. So had to
wait till I could go to
Concourse Spares to swap
it. Took my trusty 2.5mm
drill bit with and went
through their whole stock to
check the jets. All were OK,
just my luck to get the one
crummy one.
Anyway fitted the
replacement jet and set the
dizzy to the “B” curve, set
the carbys to their starting
level and started it. Ran like
the proverbial Japanese
Sewing Machine. All the
shakes gone.
Now I’m in the home
stretch. Set the timing and
tune the carbs, using a
Colortune (article to follow
in the future). Now that the
engine is running sweetly
time to fit assorted trim,
hood and bonnet.
Self Locking Stay
Because no bonnet stay
came with the car I fitted a
telescopic one so that the
bonnet would stay up when
open without the need to
fiddle with metal rods.
I dreaded the job of fitting
the hood, but thanks to
David Hoskins allowing me
to inspect and photograph
his car’s hood, and with the
instructions that came with
my new one, I had a pretty
good idea of how to fit it.
Now that I’ve done it I’d like
to do it again without the
mistakes I made, like
cutting the sealing strip off
square at the end of the
retaining strip, it would be
better cut at 45deg, to
match the retaining strip’s
end to fill the gap left.
Anyway, all done now so
will have to live with it, after
all it was a bit of a rush job
seeing as I had to take it for
a roadworthy and it was
raining.
When I went to get a permit
to drive an unregistered car
and I was chatting to the
VicRoads Service Officer,
he told me that I would
need proof that the car had
previously been registered
in Australia. Another silent
bugger. I had nothing but a
sale note with engine and
body numbers.
Back to the guy I bought it
from. He didn’t have
anything, either and he was
surprised that this was a
requirement. So he chased
up the person he bought it
from. The wife answered
and as the husband had
died in the meantime she
put him onto his brother,
who happened to have
helped when they picked
up the car, 30 years ago.
The rego had been
cancelled then, but he did
remember the rego
number, MG998. What a memory!
Armed with this extra info I
contacted a VicRoads rego
specialist, (eventually) and
he easily found the details I
needed. I simply need to
quote them when I go for
registration.
Well it passed its
roadworthy and is booked
in to be registered, and it
will be at the March
meeting.
In here I must do a plug for
Lewis Tyre Service. After
some discussion with the
young guy on the wheel
balancing machine, about
how to balance MG wire
wheels and the boss’s
involvement (he happens to
also have a B, albeit in bits)
we came up with a method
that worked.
There are some things I did
and haven’t discussed yet,
but will write articles about
in the future.
My spleen is now vented
and I will conclude this
saga, which has ended
happily.
Herb
February 2010
STOP PRESS
I knew I was tempting fate
by calling it the “Almost
Ending---“.
Now it’s the gearbox. Being
able to drive it I have found
that a supposedly rebuilt
gearbox grumbles in first,
sometimes goes into
second with no guarantee
of staying there, has no
synchro on third and leaks
oil out of the rear seal.
Lucky I sort of learnt how to
drive a crash box in my
youth, most of the time I
can get it into the gear I
need.
Sooo… stay tuned for more
in the NEVERENDING
saga.
Eric Banks, where are you?